Federal Register / Vol. 78, No. 207 / Friday, October 25, 2013 / Proposed Rules 63903 

Novel or Unusual Design Features 

The Model EMB–550 airplane will 

incorporate the following novel or 

unusual design features: The design of 

the electronic flight control system 

incorporates normal load factor limiting 

on a full-time basis that will prevent the 

flight crew from inadvertently or 

intentionally exceeding the positive or 

negative airplane limit load factor. This 

feature is considered novel and because 

the current regulations do not provide 

standards for maneuverability and 

controllability evaluations for such 

systems. Therefore, a special condition 

is needed to ensure adequate 

maneuverability and controllability 

when using this design feature. 

Discussion 

Title 14 Code of Federal Regulations 

(14 CFR) part 25 sections do not specify 

requirements or policy for 

demonstrating maneuver control that 

impose any handling qualities 

requirements beyond the design limit 

structural loads. Nevertheless, some 

pilots have become accustomed to the 

availability of this excess maneuver 

capacity in case of extreme emergency 

such as upset recoveries or collision 

avoidance. 

As with previous fly-by-wire 

airplanes, the FAA has no regulatory or 

safety reason to prohibit a design for an 

electronic flight control system with 

load factor limiting. It is possible that 

pilots accustomed to this feature feel 

more freedom in commanding full-stick 

displacement maneuvers because of the 

following: 

• Knowledge that the limit system 

will protect the structure, 

• Low stick force/displacement 

gradients, 

• Smooth transition from pilot 

elevator control to limit control. 

The special conditions will ensure 

adequate maneuverability and 

controllability when using this design 

feature. 

Applicability 

As discussed above, these special 

conditions are applicable to the Model 

EMB–550 airplane. Should Embraer 

S.A. apply at a later date for a change 

to the type certificate to include another 

model incorporating the same novel or 

unusual design feature, the special 

conditions would apply to that model as 

well. 

Conclusion 

This action affects only certain novel 

or unusual design features on one model 

of airplanes. It is not a rule of general 

applicability. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

The authority citation for these 

special conditions is as follows: 

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

44702, 44704. 

The Proposed Special Conditions 

Accordingly, the Federal Aviation 

Administration (FAA) proposes the 

following special conditions as part of 

the type certification basis for Embraer 

S.A. Model EMB–550 airplanes. 

1. Flight Envelope Protection: Normal 

Load Factor (g) Limiting. 

To meet the intent of adequate 

maneuverability and controllability 

required by § 25.143(a), and in addition 

to the requirements of § 25.143(a) and in 

the absence of other limiting factors, the 

following special conditions are 

proposed based on § 25.333(b): 

(a) The positive limiting load factor 

must not be less than: 

(1) 2.5g for the normal state of the 

electronic flight control system with the 

high lift devices retracted. 

(2) 2.0g for the normal state of the 

electronic flight control system with the 

high lift devices extended. 

(b) The negative limiting load factor 

must be equal to or more negative than: 

(1) Minus 1.0g for the normal state of 

the electronic flight control system with 

the high lift devices retracted. 

(2) 0.0g for the normal state of the 

electronic flight control system with 

high lift devices extended. 

(c) Maximum reachable positive load 

factor wings level may be limited by the 

characteristics of the electronic flight 

control system or flight envelope 

protections (other than load factor 

protection) provided that: 

(1) The required values are readily 

achievable in turns, and 

(2) That wings level pitch up is 

satisfactory. 

(d) Maximum achievable negative 

load factor may be limited by the 

characteristics of the electronic flight 

control system or flight envelope 

protections (other than load factor 

protection) provided that: 

(1) Pitch down responsiveness is 

satisfactory, and 

(2) From level flight, 0g is readily 

achievable or alternatively, a 

satisfactory trajectory change is readily 

achievable at operational speeds. For 

the FAA to consider a trajectory change 

as satisfactory, the applicant should 

propose and justify a pitch rate that 

provides sufficient maneuvering 

capability in the most critical scenarios. 

(e) Compliance demonstration with 

the above requirements may be 

performed without ice accretion on the 

airframe. 

(f) These proposed special conditions 

do not impose an upper bound for the 

normal load factor limit, nor does it 

require that the limiter exist. If the limit 

is set at a value beyond the structural 

design limit maneuvering load factor n 

of §§ 25.333(b), 25.337(b), 25.337 (c), 

there should be a very obvious positive 

tactile feel built into the controller so 

that it serves as a deterrent to 

inadvertently exceeding the structural 

limit. 

Issued in Renton, Washington, on 

September 6, 2013. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–25204 Filed 10–24–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0867; Directorate 

Identifier 2013–NM–115–AD] 

RIN 2120–AA64 

Airworthiness Directives; the Boeing 

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 

The Boeing Company Model 777–200, 

–200LR, –300, and –300ER series 

airplanes. This proposed AD was 

prompted by reports of severe corrosion 

on bonding jumpers installed on the 

flight control surfaces. This proposed 

AD would require repetitive bonding 

jumper inspections for corrosion, 

sealant disbond, and insufficient sealant 

coverage, and corrective actions if 

necessary. This proposed AD also 

specifies an optional action of doing an 

inspection for corrosion damage of the 

bonding brackets, and corrective actions 

if necessary, which would terminate the 

repetitive inspections. For certain 

airplanes, this proposed AD would also 

require installing certain bonding 

jumpers and related ground clips and 

fasteners to the elevators, horizontal 

stabilizers, rudder, and vertical fin, 

removing certain bonding jumpers and 

installing new bonding jumpers, and 

replacing single-tabbed brackets with 

two-tabbed brackets. We are proposing 

this AD to detect and correct corrosion 


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on bonding jumpers installed on the 

flight control surfaces, which, in the 

event of a lighting strike, could damage 

the actuator control electronics (ACEs) 

and result in the loss of the ability to 

command individual flight control 

surfaces or cause uncommanded motion 

of individual flight control surfaces. 

DATES: We must receive comments on 

this proposed AD by December 9, 2013. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, 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: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, WA 98124–2207; 

telephone 206–544–5000, extension 1; 

fax 206–766–5680; Internet https://

www.myboeingfleet.com.You may 

review copies of the referenced 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. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

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

Friday, except Federal holidays. The AD 

docket contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Georgios Roussos, Aerospace Engineer, 

Systems and Equipment Branch, ANM– 

130S, Seattle Aircraft Certification 

Office, FAA, 1601 Lind Avenue SW., 

Renton, Washington 98057–3356; 

phone: 425–917–6482; fax: 425–917– 

6590; email: Georgios.Roussos@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposal. Send your comments to 

an address listed under the ADDRESSES

section. Include ‘‘Docket No. FAA– 

2013–0867; Directorate Identifier 2013– 

NM–115–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 because of 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 

We have received a report of severe 

corrosion on 15 bonding jumpers on the 

ailerons, horizontal stabilizers, and 

vertical fins of six airplanes that were 

approximately eight years old. We also 

received a similar report on an airplane 

that was approximately seven years old. 

The corrosion is caused by sealant 

voids, which allow moisture under the 

sealant and then trap it inside. 

The bonding jumpers are part of the 

lightning protection ground path for the 

flight control surfaces that prevent 

excessive lightning energy from 

traveling to the primary flight control 

actuators and then to one of the four 

ACEs. Corrosion damage on the bonding 

jumper connections creates high 

resistance bonding paths that could, in 

the event of a lightning strike, 

potentially expose multiple flight 

control system ACEs to high voltage 

transients. The excessive voltage could 

cause damage to the ACEs and result in 

the loss of the ability to command 

individual flight control surfaces or 

cause uncommanded motion of 

individual flight control surfaces. 

A new category 2 fay seal method has 

been developed to improve the integrity 

of the bonding jumper connections. This 

new method creates a continuous layer 

of sealant inside and outside of all 

mating surfaces to keep moisture away 

from the bonding surfaces and prevent 

corrosion. 

Relevant Service Information 

We reviewed the following service 

bulletins: 

• Boeing Service Bulletin 777– 

27A0078, Revision 1, dated April 1, 

2013 

• Boeing Service Bulletin 777– 

55A0010, Revision 1, dated April 17, 

2001 

• Boeing Service Bulletin 777– 

55A0014, Revision 1, dated April 1, 

2010 

For information on the procedures and 

compliance times, see this service 

information at http://

www.regulations.gov by searching for 

Docket No. FAA–2013–0867. 

Other Relevant Rulemaking 

This proposed AD is related to AD 

2012–08–13, Amendment 39–17030 (77 

FR 24357, April 24, 2012). AD 2012–08– 

13 requires replacing certain singletabbed bonding brackets in the airplane 

empennage with two-tabbed bonding 

brackets. AD 2012–08–13 also requires, 

for certain airplanes, installing new 

bonding jumpers, and measuring the 

resistance of the modified installation to 

verify resistance is within specified 

limits. AD 2012–08–13 refers to Boeing 

Service Bulletin 777–55A0010, Revision 

1, dated April 17, 2001; and Boeing 

Service Bulletin 777–55A0014, Revision 

1, dated April 1, 2010; as the 

appropriate sources of service 

information for accomplishing the 

required actions. 

This proposed AD would require 

inspecting the installation of the 

bonding jumpers associated with AD 

2012–08–13, Amendment 39–17030 (77 

FR 24357, April 24, 2012). 

FAA’s Determination 

We are proposing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 

Proposed AD Requirements 

This proposed AD would require 

accomplishing the actions specified in 

the service information identified 

previously, except as discussed under 

‘‘Differences Between the Proposed Rule 

and the Service Information.’’ 

The phrase ‘‘corrective actions’’ might 

be used in this proposed AD. 

‘‘Corrective actions’’ are actions that 

correct or address any condition found. 

Corrective actions in an AD could 

include, for example, repairs. 

Difference Between the Proposed Rule 

and the Service Bulletin 

Boeing Service Bulletin 777– 

27A0078, Revision 1, dated April 1, 

2013, specifies to contact the 

manufacturer for instructions on how to 

repair certain conditions, but this 

proposed AD would require repairing 


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those conditions in one of the following 

ways: 

• In accordance with a method that 

we approve; or 

• Using data that meet the 

certification basis of the airplane, and 

that have been approved by the Boeing 

Commercial Airplanes Organization 

Designation Authorization (ODA) whom 

we have authorized to make those 

findings. 

Costs of Compliance 

We estimate that this proposed AD 

affects 131 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this proposed AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. 

operators 

Inspection of bonding jumpers ............... Up to 67 work–hours × $85 per hour = 

Up to $5,695 per inspection cycle.

$0 Up to $5,695 per inspection cycle.Up to $746,045 per 

inspection cycle. 

Replacement of bonding brackets ......... Up to 158 work–hours × $85 per hour = 

Up to $13,430.

37,928 Up to $51,358 ........ Up to $6,727,898. 

Concurrent cost Boeing Service Bulletin 

777–55A0010, Revision 1, dated April 

17, 2001.

66 work–hours × $85 per hour = $5,610 2,668 $8,278 .................... $1,084,418. 

Concurrent cost Boeing Service Bulletin 

777–55A0014, Revision 1, dated April 

1, 2010.

21 work-hours × $85 per hour = $1,785 1,235 $3,020 .................... $395,620. 

We estimate the following costs to do 

any necessary replacements that would 

be required based on the results of the 

proposed inspection. We have no way of 

determining the number of aircraft that 

might need these replacements: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per product 

Replacement of bonding brackets ............. Up to 158 work–hours × $85 per hour = Up to $13,430 ............. $37,928 Up to $51,358. 

We have received no definitive data 

that would enable us to provide cost 

estimates for certain on-condition 

repairs specified in this proposed AD. 

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. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

The Boeing Company: Docket No. FAA– 

2013–0867; Directorate Identifier 2013– 

NM–115–AD. 

(a) Comments Due Date 

We must receive comments by December 9, 

2013. 

(b) Affected ADs 

This AD affects AD 2012–08–13, 

Amendment 39–17030 (77 FR 24357, April 

24, 2012). 

(c) Applicability 

This AD applies to the Boeing Company 

Model 777–200, –200LR, –300, and –300ER 

series airplanes, certificated in any category, 

as identified in Boeing Service Bulletin 777– 

27A0078, Revision 1, dated April 1, 2013. 

(d) Subject 

Joint Aircraft System Component (JASC)/

Air Transport Association (ATA) of America 

Code 27, Flight Controls. 

(e) Unsafe Condition 

This AD was prompted by reports of severe 

corrosion on bonding jumpers installed on 

the flight control surfaces. We are issuing this 

AD to detect and correct corrosion on 

bonding jumpers installed on the flight 

control surfaces, which, in the event of a 

lighting strike, could damage the actuator 

control electronics (ACEs) and result in the 


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loss of the ability to command individual 

flight control surfaces or cause 

uncommanded motion of individual flight 

control surfaces. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Bonding Jumper or Bracket Inspection 

At the applicable compliance time 

specified in paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Service Bulletin 777–27A0078, 

Revision 1, dated April 1, 2013, except as 

specified in paragraphs (j)(1) and (j)(2) of this 

AD: Do a general visual inspection or a 

detailed inspection using a borescope, as 

applicable, for corrosion, sealant disbond, 

and insufficient sealant coverage of bonding 

jumpers; and do all applicable corrective 

actions; in accordance with Option 1, and 

Option 2, as applicable, of the 

Accomplishment Instructions of Boeing 

Service Bulletin 777–27A0078, Revision 1, 

dated April 1, 2013, except as required by 

paragraph (j)(3) of this AD. Do a detailed 

inspection using a borescope if the horizontal 

stabilizer tips have not been removed. Do all 

applicable corrective actions before further 

flight. Repeat the inspection thereafter at 

intervals not to exceed 48 months. Doing the 

actions specified in paragraph (h)(1) of this 

AD on a bonding jumper terminates the 

repetitive inspections required by this 

paragraph. Doing the actions specified in 

paragraph (h)(2) of this AD terminates 

repetitive inspections required by this 

paragraph for that bonding jumper. 

(h) Optional Terminating Action and 

Termination of Certain Repetitive 

Inspections 

(1) Doing a general visual inspection or a 

detailed inspection for corrosion damage of 

the bonding jumper brackets, and all 

applicable corrective actions; in accordance 

with Option 2 of the Accomplishment 

Instructions of Boeing Service Bulletin 777– 

27A0078, Revision 1, dated April 1, 2013; 

terminates the repetitive inspections required 

by paragraph (g) of this AD. Do all applicable 

corrective actions before further flight. 

(2) The repetitive inspections required by 

paragraph (g) of this AD are not required on 

the bonding jumpers that were removed, 

inspected, and replaced with new bonding 

jumpers and new fasteners using the new 

category 2 fay sealed direct standard ground 

stud installation method, in accordance with 

the Accomplishment Instructions of Boeing 

Service Bulletin 777–27A0078, Revision 1, 

dated April 1, 2013. 

(i) Prior and Concurrent Requirements 

(1) For Group 1 airplanes, as identified in 

Boeing Service Bulletin 777–27A0078, 

Revision 1, dated April 1, 2013: Prior to or 

concurrently with accomplishing the actions 

required by paragraph (g) of this AD, install 

new bonding jumpers, and do resistance 

measurements of the modified installation to 

verify resistance is within the limits specified 

in the Accomplishment Instructions of 

Boeing Service Bulletin 777–55A0010, 

Revision 1, dated April 17, 2001. Do the 

actions in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 777–55A0010, Revision 1, 

dated April 17, 2001. 

Note 1 to paragraph (i)(1) of this AD: AD 

2012–08–13, Amendment 39–17030 (77 FR 

24357, April 24, 2012), refers to Boeing 

Service Bulletin 777–55A0010, Revision 1, 

dated April 17, 2001, as the appropriate 

source of service information for 

accomplishing the actions specified in 

paragraph (h) of AD 2012–08–13. 

(2) For Group 1 and Group 2 airplanes, as 

identified in Boeing Service Bulletin 777– 

27A0078, Revision 1, dated April 1, 2013: 

Prior to or concurrently with accomplishing 

the actions required by paragraph (g) of this 

AD, replace certain single-tabbed bonding 

brackets in the airplane empennage with twotabbed bonding brackets, in accordance with 

the Accomplishment Instructions of Boeing 

Service Bulletin 777–55A0014, Revision 1, 

dated April 1, 2010. 

Note 2 to paragraph (i)(2) of this AD: AD 

2012–08–13, Amendment 39–17030 (77 FR 

24357, April 24, 2012), refers to Boeing 

Service Bulletin 777–55A0014, Revision 1, 

dated April 1, 2010, as the appropriate source 

of service information for accomplishing the 

actions specified in paragraph (g) of AD 

2012–08–13. 

(j) Exceptions to Service Information 

(1) Where Boeing Service Bulletin 777– 

27A0078, Revision 1, dated April 1, 2013, 

specifies a compliance time after the 

‘‘Original issue date of this service bulletin,’’ 

this AD requires compliance within the 

specified compliance time after the effective 

date of this AD. 

(2) The ‘‘Condition’’ column in paragraph 

1.E., ‘‘Compliance,’’ of Boeing Service 

Bulletin 777–27A0078, Revision 1, dated 

April 1, 2013, refers to a condition as of the 

‘‘Original Issue date of this service bulletin.’’ 

This AD applies to the corresponding 

condition as of the effective date of this AD. 

(3) If any corrosion damage is found during 

any inspection required by this AD, and 

Boeing Service Bulletin 777–27A0078, 

Revision 1, dated April 1, 2013, specifies to 

contact Boeing for appropriate action: Before 

further flight, repair the corrosion damage 

using a method approved in accordance with 

the procedures specified in paragraph (l) of 

this AD. 

(k) Credit for Previous Actions 

(1) For Groups 1, 2, and 6 through 9, as 

identified in Boeing Alert Service Bulletin 

777–27A0078, dated September 10, 2009: 

This paragraph provides credit for actions 

required by paragraph (g) of this AD and the 

actions specified in paragraph (h) of this AD, 

if those actions were performed before the 

effective date of this AD using Boeing Alert 

Service Bulletin 777–27A0078, dated 

September 10, 2009, which is not 

incorporated by reference in this AD. 

(2) For Groups 3 through 5, as identified 

in Boeing Alert Service Bulletin 777– 

27A0078, dated September 10, 2009: This 

paragraph provides credit for actions 

required by paragraph (g) of this AD, except 

for the actions required for bonding jumpers 

21 and 22, if those actions were performed 

before the effective date of this AD using 

Boeing Alert Service Bulletin 777–27A0078, 

dated September 10, 2009, which is not 

incorporated by reference in this AD. If a 

check of the airplane’s maintenance records 

positively determines that bonding jumpers 

21 and 22 were inspected before the effective 

date of this AD in accordance with Option 1 

of Work Package 3 of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

777–27A0078, dated September 10, 2009, 

this paragraph provides credit for the actions 

required by paragraph (g) of this AD for the 

inspected bonding jumpers. 

(3) For Groups 3 through 5, as identified 

in Boeing Alert Service Bulletin 777– 

27A0078, dated September 10, 2009: This 

paragraph provides credit for actions 

specified in paragraph (h) of this AD, if those 

actions were performed before the effective 

date of this AD using Boeing Alert Service 

Bulletin 777–27A0078, dated September 10, 

2009, which is not incorporated by reference 

in this AD; provided that a check of the 

airplane’s maintenance records positively 

determines that bonding jumpers 21 and 22 

were replaced in accordance with Option 2 

of Work Package 3 of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

777–27A0078, dated September 10, 2009, or 

were replaced using the new Category 2 fay 

sealed direct ground stud installation 

method. 

(4) This paragraph provides credit for 

actions required by paragraph (i)(1) of this 

AD if those actions were performed before 

the effective date of this AD using Boeing 

Alert Service Bulletin 777–55A0010, dated 

October 26, 2000, which is not incorporated 

by reference in this AD. 

(5) This paragraph provides credit for 

actions required by paragraph (i)(2) of this 

AD if those actions were performed before 

the effective date of this AD using Boeing 

Alert Service Bulletin 777–55A0014, dated 

May 8, 2008, which is not incorporated by 

reference in this AD. 

(l) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle Aircraft 

Certification Office (ACO), 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 ACO, send it to the 

attention of the person identified in 

paragraph (m) of this AD. Information may be 

emailed to: 9-ANM-Seattle-ACO-AMOCRequests@faa.gov. 

(2) Before using any approved AMOC, 

notify your Principal Maintenance Inspector 

or Principal Avionics Inspector, as 

appropriate, or lacking a principal inspector, 

your local Flight Standards District Office. 

(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 the 

Boeing Commercial Airplanes ODA that 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. 


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(m) Related Information 

(1) For more information about this AD, 

Georgios Roussos, Aerospace Engineer, 

Systems and Equipment Branch, ANM–130S, 

Seattle Aircraft Certification Office, FAA, 

1601 Lind Avenue SW., Renton, Washington 

98057–3356; phone: 425–917–6482; fax: 425– 

917–6590; email: Georgios.Roussos@faa.gov. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, WA 98124–2207; telephone 206– 

544–5000, extension 1; fax 206–766–5680; 

Internet https://www.myboeingfleet.com. You 

may review copies of the referenced 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. 

Issued in Renton, Washington, on October 

15, 2013. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–25134 Filed 10–24–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0888; Directorate 

Identifier 2013–CE–024–AD] 

RIN 2120–AA64 

Airworthiness Directives; Costruzioni 

Aeronautiche Tecnam srl Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for 

Costruzioni Aeronautiche Tecnam srl 

Model P2006T airplanes. This proposed 

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 cracks of the nose landing 

gear (NLG) lower link. We are issuing 

this proposed AD to require actions to 

address the unsafe condition on these 

products. 

DATES: We must receive comments on 

this proposed AD by December 9, 2013. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go 

tohttp://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 20590, 

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

through Friday, except Federal holidays. 

For service information identified in 

this proposed AD, contact Costruzioni 

Aeronautiche Tecnam Airworthiness 

Office, Via Maiorise–81043 Capua (CE) 

Italy; telephone: +39 0823 620134; fax: 

+39 0823 622899; email: 

m.oliva@tecnam.com or g.paduano@

tecnam.com; Internet: 

www.tecnam.com/it-IT/documenti/

service-bulletins.aspx. You may review 

copies of the referenced service 

information at the FAA, Small Airplane 

Directorate, 901 Locust, Kansas City, 

Missouri 64106. For information on the 

availability of this material at the FAA, 

call (816) 329–4148. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

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

Friday, except Federal holidays. The AD 

docket contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket 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: 

Albert Mercado, Aerospace Engineer, 

FAA, Small Airplane Directorate, 901 

Locust, Room 301, Kansas City, 

Missouri 64106; telephone: (816) 329– 

4119; fax: (816) 329–4090; email: 

albert.mercado@faa.gov. 

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–2013–0888; Directorate Identifier 

2013–CE–024–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 because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

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 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued AD No.: 2013– 

0134, dated July 2, 2013 (referred to 

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

unsafe condition for the specified 

products. The MCAI states: 

During an inspection of a P2006T, a nose 

landing gear (NLG) lower link was found 

with two cracks. The affected NLG lower link 

is part of NLG lower link assembly P/N 26– 

8–1417–000. 

This condition, if not detected and 

corrected, could lead to NLG failure, possibly 

resulting in damage to the aeroplane and 

injury to the occupants. 

To address this potential unsafe condition, 

Costruzioni Aeronautiche Tecnam (hereafter 

referred to as Tecnam) issued Service 

Bulletin (SB) SB–128–CS, providing 

inspection instructions. Tecnam also 

developed an improved NLG lower link 

assembly with P/N 26–8–8000–000, which 

can be installed in service by 

accomplishment of Tecnam SB–104–CS. 

For the reasons described above, this AD 

requires, for aeroplanes equipped with NLG 

lower link assembly P/N 26–8–1417–000, a 

one-time inspection of the NLG lower link 

and, depending on findings, accomplishment 

of the applicable corrective action. This AD 

also requires installation of the improved 

NLG lower link assembly P/N 26–8–8000– 

000. 

You may obtain further information by 

examining the MCAI on the Internet at 

http://www.regulations.gov by searching 

for and locating it in Docket No. FAA– 

2013–0888. 

Relevant Service Information 

Costruzioni Aeronautiche Tecnam srl 

issued Service Bulletin No. SB 104–CS, 

Edition 2, Revision 1, dated March 28, 

2013 (now superseded); Service Bulletin 

No. SB 128–CS, Revision 0, dated May 

15, 2013; Job Card 442, Revision 1, 

dated February 11, 2013; Job Card 468, 

dated October 12, 2012; and Job Card 

528, Revision 1, dated April 2, 2013. 

The actions described in this service 

information are intended to correct the 

unsafe condition identified in the 

MCAI. 


tkelley on DSK3SPTVN1PROD with PROPOSALS