This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

50 titles pursuant to 44 U.S.C. 1510.

The Code of Federal Regulations is sold by

the Superintendent of Documents.

Rules and Regulations Federal Register

90085 

Vol. 88, No. 249 

Friday, December 29, 2023 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2023–1819; Project 

Identifier MCAI–2023–00052–A; Amendment 

39–22630; AD 2023–25–03] 

RIN 2120–AA64 

Airworthiness Directives; Piaggio 

Aviation S.p.A. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

Piaggio Aviation S.p.A. (Piaggio) Model 

P–180 airplanes. This AD is prompted 

by a report of corrosion on the various 

aluminum alloy reinforcements in the 

horizontal stabilizer (HS) central box 

caused by a humid environment inside 

the box from water ingress and/or 

condensation. This AD requires a onetime detailed inspection of the HS 

central box for corrosion; an assessment 

of the corrosion level; and depending on 

the determination, repetitive detailed 

inspections of the HS central box for 

corrosion and the internal composite 

structure for surface cracks, distortion, 

and damage; and repair or replacement 

of the HS assembly. Repair or 

replacement of the HS assembly is 

terminating action for the repetitive 

inspections. The FAA is issuing this AD 

to address the unsafe condition on these 

products. 

DATES: This AD is effective February 2, 

2024. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of February 2, 2024. 

ADDRESSES: AD Docket: You may 

examine the AD docket at 

regulations.gov under Docket No.FAA– 

2023–1819; or in person at Docket 

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

Monday through Friday, except Federal 

holidays. The AD docket contains this 

final rule, the mandatory continuing 

airworthiness information (MCAI), any 

comments received, and other 

information. The address for Docket 

Operations is U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE, 

Washington, DC 20590. 

Material Incorporated by Reference: 

• For service information identified 

in this final rule, contact Piaggio 

Aviation S.p.A., P180 Customer 

Support, via Pionieri e Aviatori d’Italia, 

snc—16154 Genoa, Italy; phone: +39 

331 679 74 93; email: technicalsupport@

piaggioaerospace.it. 

• You may view this service 

information at the FAA, Airworthiness 

Products Section, Operational Safety 

Branch, 901 Locust, Kansas City, MO 

64106. For information on the 

availability of this material at the FAA, 

call (817) 222–5110. It is also available 

at regulations.gov under Docket No. 

FAA–2023–1819. 

FOR FURTHER INFORMATION CONTACT: 

Sungmo Cho, Aviation Safety Engineer, 

FAA, 1600 Stewart Avenue, Suite 410, 

Westbury, NY 11590; phone: (781) 238– 

7241; email: sungmo.d.cho@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to certain serial-numbered Piaggio 

Model P–180 airplanes. The NPRM 

published in the Federal Register on 

September 7, 2023 (88 FR 61482). The 

NPRM was prompted by AD 2023–0007, 

dated January 13, 2023 (also referred to 

as the MCAI), issued by the European 

Union Aviation Safety Agency (EASA), 

which is the Technical Agent for the 

Member States of the European Union. 

The MCAI states that an occurrence of 

corrosion was found inside the HS 

central box of a Piaggio Model P–180 

airplane during scheduled maintenance. 

A subsequent investigation and 

inspection of 16 other Piaggio Model P– 

180 airplanes of various configurations 

and ages revealed that corrosion of 

differing levels of severity was found on 

various aluminum alloy reinforcements 

in the HS central box of all the 

inspected airplanes. The MCAI also 

states that this corrosion was caused by 

the formation of a humid environment 

inside the HS central box, from water 

ingress and/or condensation. Further 

investigation revealed that airplanes left 

in prolonged inactivity or parked 

outside are more prone to develop 

corrosion damage. 

To address the unsafe condition, the 

MCAI requires a one-time detailed 

inspection of the HS central box for 

corrosion, contacting Piaggio for a 

determination of the corrosion level, 

and depending on that determination, 

repetitive detailed inspections of the HS 

central box for corrosion and the 

internal composite structure for surface 

cracks, distortion, and damage; and 

depending on the results, repair or 

replacement of the HS assembly. The 

MCAI states that repair or replacement 

of the HS assembly is terminating action 

for the repetitive inspections. 

In the NPRM, the FAA proposed to 

require a one-time detailed inspection of 

the HS central box for corrosion; an 

assessment of the corrosion level; and 

depending on the determination, 

repetitive detailed inspections of the HS 

central box for corrosion and the 

internal composite structure for surface 

cracks, distortion, and damage; and 

repair or replacement of the HS 

assembly. Repair or replacement of the 

HS assembly is terminating action for 

the repetitive inspections. 

The FAA is issuing this AD to address 

corrosion on the various aluminum 

alloy reinforcements in the HS central 

box. The unsafe condition, if not 

addressed, could result in reduced 

structural integrity of the HS, and loss 

of control of the airplane. 

You may examine the MCAI in the 

AD docket at regulations.gov under 

Docket No. FAA–2023–1819. 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received a comment from 

one individual commenter. The 

commenter supported the NPRM and 

requested a change. The following 

presents the comment received on the 

NPRM and the FAA’s response to the 

comment. 

Request To Revise Costs of Compliance 

Section of the NPRM 

An individual commenter requested 

that the FAA contact Piaggio for the 

exact price per unit of replacement 


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90086 Federal Register / Vol. 88, No. 249 / Friday, December 29, 2023 / Rules and Regulations 

parts. The commenter explained that 

this would provide operators with a 

more accurate estimate of the NPRM’s 

economic effect and allow operators to 

be financially prepared. 

The FAA disagrees with the 

commenter’s request because the 

estimated cost for a replacement HS 

assembly provided in this final rule is 

based on a cost estimate from Piaggio. 

Accordingly, the FAA considers the cost 

estimates provided in this final rule to 

be sufficient and the FAA has not 

changed this AD regarding this issue. 

Conclusion 

These products have been approved 

by the aviation authority of another 

country and are approved for operation 

in the United States. Pursuant to the 

FAA’s bilateral agreement with this 

State of Design Authority, it has notified 

the FAA of the unsafe condition 

described in the MCAI referenced 

above. The FAA reviewed the relevant 

data, considered the comment received, 

and determined that air safety requires 

adopting this AD as proposed. 

Accordingly, the FAA is issuing this AD 

to address the unsafe condition on these 

products. This AD is adopted as 

proposed in the NPRM. 

Related Service Information Under 1 

CFR Part 51 

The FAA reviewed Piaggio Aerospace 

Service Bulletin 80–0489, Revision 2, 

dated November 30, 2022 (Piaggio SB 

80–0489, Revision 2). This service 

information specifies procedures for a 

one-time detailed inspection of the HS 

central box for corrosion, a report of the 

inspection results to Piaggio for a 

determination of the corrosion level, 

repetitive inspections of the HS central 

box as needed, and applicable corrective 

actions. The corrective actions include 

installation of a serviceable HS 

assembly, which is terminating action 

for the repetitive inspections. 

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 ADDRESSES. 

Differences Between This AD and the 

MCAI 

The MCAI requires contacting the 

manufacturer for a determination of the 

corrosion level if any corrosion is found 

during the initial inspection of the HS 

central box, and if it is determined that 

level 2 or 3 corrosion is present, having 

the manufacturer provide the threshold 

and intervals for doing repetitive 

inspections of the HS central box. This 

AD requires contacting either the FAA, 

EASA, or Piaggio’s EASA Design 

Organization Approval (DOA). If 

approved by the DOA, the approval 

must include the DOA-authorized 

signature. 

Although Piaggio SB 80–0489, 

Revision 2, specifies to record the image 

of the location of corroded areas, this 

AD does not require that action. 

Costs of Compliance 

The FAA estimates that this AD 

affects 102 airplanes of U.S. registry. 

The FAA estimates the following 

costs to comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on 

U.S. operators 

Initial inspection of HS central box for corrosion 6 work-hours × $85 per hour = $510 ................. $0 $510 $52,020 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per product 

Repetitive inspections of HS central box 

for corrosion.

6 work-hours × $85 per hour = $510, per 

inspection cycle.

$0 $510, per inspection cycle. 

Repetitive inspections for surface cracks, 

distortion, and damage.

6 work-hours × $85 per hour = $510 ....... 0 $510, per inspection cycle. 

Replace HS assembly .............................. 10 work-hours × $85 per hour = $850 ..... 150,000 $150,850. 

The repair of the HS assembly that 

may be required as a result of any 

inspection could vary significantly from 

airplane to airplane. The FAA has no 

data to determine the costs to 

accomplish the repair or the number of 

airplanes that may require the repair. 

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. 

The FAA is 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 

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) Will not affect intrastate aviation 

in Alaska, 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. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 


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Federal Register / Vol. 88, No. 249 / Friday, December 29, 2023 / Rules and Regulations 90087 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive: 

2023–25–03 Piaggio Aviation S.p.A.: 

Amendment 39–22630; Docket No. FAA– 

2023–1819; Project Identifier MCAI–2023– 

00052–A. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective February 2, 2024. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Piaggio Aviation S.p.A. 

Model P–180 airplanes, serial numbers 1002, 

1004 through 1234 inclusive, 3001 through 

3012 inclusive, and 3016, certificated in any 

category. 

(d) Subject 

Joint Aircraft System Component (JASC) 

Code 5510, Horizontal Stabilizer Structure. 

(e) Unsafe Condition 

This AD was prompted by a report of 

corrosion on the various aluminum alloy 

reinforcements in the horizontal stabilizer 

(HS) central box caused by a humid 

environment inside the box from water 

ingress and/or condensation. The FAA is 

issuing this AD to address this condition. 

The unsafe condition, if not addressed, could 

result in reduced structural integrity of the 

HS and loss of control of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Required Actions 

(1) Within the applicable compliance time 

specified in Table 1 to paragraph (g)(1) of this 

AD, do a detailed inspection of the HS 

central box for corrosion, in accordance with 

step (8), of Part A, of the Accomplishment 

Instructions in Piaggio Aerospace Service 

Bulletin 80–0489, Revision 2, dated 

November 30, 2022 (Piaggio SB 80–0489, 

Revision 2), except you are not required to 

record any images. 

TABLE 1 TO PARAGRAPH (g)(1)—HS 

CENTRAL BOX ONE TIME INSPECTION

P–180 serial 

number 

Compliance time 

(hours time-in-service (TIS) 

or calendar time, whichever 

occurs first after the effective 

date of this AD) 

1002; and 

1034 

through 

3016 inclusive.

Within 220 hours TIS or 13 

months. 

1004 through 

1033 inclusive.

Within 320 hours TIS or 13 

months. 

(2) If, during the inspection required by 

paragraph (g)(1) of this AD, any corrosion is 

detected, before next flight, contact either the 

Manager, International Validation Branch, 

FAA; European Union Aviation Safety 

Agency (EASA); or Piaggio’s EASA Design 

Organization Approval (DOA), for an 

assessment of the corrosion level (level 1, 2, 

or 3). 

Note 1 to paragraph (g)(2): Appendix 1, 

Inspection Results Form, in Piaggio SB 80– 

0489, Revision 2, may be used when 

contacting the FAA, EASA, or Piaggio’s 

EASA DOA. 

(3) If level 1 corrosion is found during the 

inspection required by paragraph (g)(1) of 

this AD, no further action is required by this 

AD. 

(4) If level 2 corrosion is found during the 

inspection required by paragraph (g)(1) of 

this AD, do the action in either paragraph 

(g)(4)(i) or (ii) of this AD. 

(i) Before further flight replace the HS 

assembly or repair the HS assembly in 

accordance with instructions from either the 

Manager, International Validation Branch, 

FAA; EASA; or Piaggio’s EASA DOA. If 

approved by the DOA, the approval must 

include the DOA-authorized signature. 

(ii) Within 400 hours TIS or 12 months, 

whichever occurs first after the inspection 

required by paragraph (g)(1) of this AD, and 

thereafter at intervals not to exceed 400 hours 

TIS or 12 months, whichever occurs first 

after the most recent inspection, repeat the 

inspection required by paragraph (g)(1) of 

this AD. In addition, inspect the internal 

composite structure of the HS central box for 

surface cracks, distortion, and damage. After 

each repetitive inspection, before further 

flight, assess the inspection findings as 

required by paragraph (g)(2) of this AD. If it 

is determined that the level 2 corrosion has 

worsened since the last inspection; or if any 

surface cracks, distortion, or damage is found 

during any inspection; before further flight, 

replace the HS assembly or repair the HS 

assembly in accordance with instructions 

from either the Manager, International 

Validation Branch, FAA; EASA; or Piaggio’s 

EASA DOA. If approved by the DOA, the 

approval must include the DOA-authorized 

signature. These inspections must be 

repeated at intervals not to exceed 400 hours 

TIS or 12 months, whichever occurs first 

after the most recent inspection, until a 

maximum of 660 hours TIS or 13 months, 

whichever occurs first after the inspection 

required by paragraph (g)(1) of this AD has 

been reached, at which time the HS assembly 

must be repaired or replaced. 

(5) If level 3 corrosion is found during the 

inspection required by paragraph (g)(1) of 

this AD, do the actions required by paragraph 

(g)(5)(i) or (ii) of this AD. 

(i) Before further flight, after the inspection 

required by paragraph (g)(1) of this AD, 

replace the HS assembly or repair the HS 

assembly in accordance with instructions 

from either the Manager, International 

Validation Branch, FAA; EASA; or Piaggio’s 

EASA DOA. If approved by the DOA, the 

approval must include the DOA-authorized 

signature. 

(ii) Within 200 hours TIS or 6 months, 

whichever occurs first after the inspection 

required by paragraph (g)(1) of this AD, and 

thereafter at intervals not to exceed 200 hours 

TIS or 6 months, whichever occurs first after 

the most recent inspection, repeat the 

inspection required by paragraph (g)(1) of 

this AD. In addition, inspect the internal 

composite structure of the HS central box for 

surface cracks, distortion, and damage. After 

each repetitive inspection, before further 

flight, assess the inspection findings as 

required by paragraph (g)(2) of this AD. If it 

is determined that the level 3 corrosion has 

worsened since the last inspection; or if any 

surface cracks, distortion, or damage is 

found; before further flight, replace the HS 

assembly or repair the HS assembly in 

accordance with instructions from either the 

Manager, International Validation Branch, 

FAA; EASA; or Piaggio’s EASA DOA. If 

approved by the DOA, the approval must 

include the DOA-authorized signature. These 

inspections must be repeated at intervals not 

to exceed 200 hours TIS or 6 months, 

whichever occurs first after the most recent 

inspection, until a maximum of 660 hours 

TIS or 13 months, whichever occurs first 

after the inspection required by paragraph 

(g)(1) of this AD, at which time the HS 

assembly must be repaired or replaced. 

(6) Repair or replacement of the HS 

assembly is terminating action for the 

repetitive inspections required by paragraphs 

(g)(4)(ii) and (g)(5)(ii) of this AD. 

(h) Credit for Previous Actions 

You may take credit for the actions 

required by paragraphs (g)(1) through (5) 

of this AD if you performed those 

actions before the effective date of this 

AD using Piaggio Aerospace Service 

Bulletin 80–0489, Revision 1, dated May 

13, 2022. 

(i) Alternative Methods of Compliance 

(AMOCs) 

The Manager, International Validation 

Branch, 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 manager of the 

International Validation Branch, mail it 


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90088 Federal Register / Vol. 88, No. 249 / Friday, December 29, 2023 / Rules and Regulations 

to the address identified in paragraph 

(j)(2) of this AD or email to: 9-AVS-AIR730-AMOC@faa.gov. If mailing

information, also submit information by

email. 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.

(j) Additional Information

(1) Refer to EASA AD 2023–0007,

dated January 13, 2023, for related 

information. This EASA AD may be 

found in the AD docket at 

regulations.gov under Docket No. FAA– 

2023–1819. 

(2) For more information about this

AD, contact Sungmo Cho, Aviation 

Safety Engineer, FAA, 1600 Stewart 

Avenue, Suite 410, Westbury, NY 

11590; phone: (781) 238–7241; email: 

sungmo.d.cho@faa.gov. 

(3) Service information identified in

this AD that is not incorporated by 

reference is available at the addresses 

specified in paragraphs (k)(3) and (4) of 

this AD. 

(k) Material Incorporated by Reference

(1) The Director of the Federal

Register approved the incorporation by 

reference of the service information 

listed in this paragraph under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) You must use this service

information as applicable to do the 

actions required by this AD, unless the 

AD specifies otherwise. 

(i) Piaggio Aerospace Service Bulletin

80–0489, Revision 2, dated November 

30, 2022. 

(ii) [Reserved]

(3) For service information identified

in this AD, contact Piaggio Aviation 

S.p.A., P180 Customer Support, via

Pionieri e Aviatori d’Italia, snc—16154

Genoa, Italy; phone: +39 331 679 74 93;

email: technicalsupport@

piaggioaerospace.it.

(4) You may view this service

information at the FAA, Airworthiness 

Products Section, Operational Safety 

Branch, 901 Locust, Kansas City, MO 

64106. For information on the 

availability of this material at the FAA, 

call (817) 222–5110. 

(5) You may view this material at the

National Archives and Records 

Administration (NARA). For 

information on the availability of this 

material at NARA, visit 

www.archives.gov/federal-register/cfr/

ibr-locationsoremailfr.inspection@

nara.gov. 

Issued on December 8, 2023. 

Victor Wicklund, 

Deputy Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2023–28769 Filed 12–28–23; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2023–1894; Project 

Identifier MCAI–2022–00334–R; Amendment 

39–22635; AD 2023–25–08] 

RIN 2120–AA64 

Airworthiness Directives; Leonardo 

S.p.a. Helicopters

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for all 

Leonardo S.p.a. Model A109E, A109S, 

AW109SP, A119, and AW119 MKII 

helicopters. This AD was prompted by 

multiple reports of excessive axial play 

on the ball bearing of the lower half of 

the main rotor (MR) rotating scissor 

assembly. This AD requires one-time 

scissor coupling and axial play 

inspections and repetitive quantitative 

axial play inspections and, depending 

on the results, additional inspections 

and replacing certain parts. This AD 

also requires reporting information and 

prohibits installing certain parts unless 

certain inspections have been 

accomplished. These requirements are 

specified in a European Union Aviation 

Safety Agency (EASA) AD, which is 

incorporated by reference. The FAA is 

issuing this AD to address the unsafe 

condition on these products. 

DATES: This AD is effective February 2, 

2024. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of February 2, 2024. 

ADDRESSES: 

AD Docket: You may examine the AD 

docket at regulations.gov under Docket 

No. FAA–2023–1894; or in person at 

Docket Operations between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. The AD docket 

contains this final rule, the mandatory 

continuing airworthiness information, 

any comments received, and other 

information. The address for Docket 

Operations is U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE, 

Washington, DC 20590. 

Material Incorporated by Reference: 

• For EASA material identified in this

final rule, contact EASA, KonradAdenauer-Ufer 3, 50668 Cologne, 

Germany; telephone +49 221 8999 000; 

email ADs@easa.europa.eu; internet 

easa.europa.eu. You may find the EASA 

material on the EASA website at 

ad.easa.europa.eu. 

• You may view this service

information at the FAA, Office of the 

Regional Counsel, Southwest Region, 

10101 Hillwood Pkwy., Room 6N–321, 

Fort Worth, TX 76177. For information 

on the availability of this material at the 

FAA, call (817) 222–5110. It is also 

available in the AD docket at 

regulations.gov under Docket No. FAA– 

2023–1894. 

Other Related Service Information: 

For Leonardo Helicopters service 

information identified in this final rule, 

contact Leonardo S.p.A Helicopters, 

Emanuele Bufano, Head of 

Airworthiness, Viale G. Agusta 520, 

21017 C. Costa di Samarate (Va) Italy; 

telephone (+39) 0331–225074; fax (+39) 

0031–229046; or at 

customerportal.leonardocompany.com/ 

en-US. You may also view this service 

information at the FAA contact 

information under Material 

Incorporated by Reference above. 

FOR FURTHER INFORMATION CONTACT: 

Jared Hyman, Aviation Safety Engineer, 

FAA, 1600 Stewart Ave., Suite 410, 

Westbury, NY 11590; telephone (781) 

238–7799; email 9-AVS-AIR-BACOCOS@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to all Leonardo S.p.a. Model 

A109E, A109S, AW109SP, A119, and 

AW119 MKII helicopters. The NPRM 

published in the Federal Register on 

October 3, 2023 (88 FR 67999). The 

NPRM was prompted by EASA AD 

2022–0037, dated March 7, 2022; 

corrected March 15, 2022 (EASA AD 

2022–0037), issued by EASA, which is 

the Technical Agent for the Member 

States of the European Union. EASA AD 

2022–0037 states that there have been 

multiple reports of excessive axial play 

on the ball bearing of the lower half of 

the MR rotating scissor assembly. In 

some cases, this resulted in 

dislodgement of the ball bearing from its 

seat. 

In the NPRM, the FAA proposed to 

require one-time MR rotating scissor 

coupling and axial play inspections and 


ddrumheller on DSK120RN23PROD with RULES1