Federal Register / Vol. 76, No. 101 / Wednesday, May 25, 2011 / Proposed Rules 30295 

features involving hydrophobic window 

coatings in lieu of windshield wipers. 

Type Certification Basis 

Under the provisions of 14 CFR 21.17, 

GALP must show that the Model G250 

airplane meets the applicable provisions 

of part 25 as amended by Amendments 

25–1 through 25–117. 

If the Administrator finds that the 

applicable airworthiness regulations 

(i.e., 14 CFR part 25) do not contain 

adequate or appropriate safety standards 

for the Model G250 airplane because of 

a novel or unusual design feature, 

special conditions are prescribed under 

the provisions of § 21.16. 

Special conditions are initially 

applicable to the model for which they 

are issued. Should the type certificate 

for that model be amended later to 

include any other model that 

incorporates the same novel or unusual 

design feature, the special conditions 

would also apply to the other model. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Model G250 airplane 

must comply with the fuel-vent and 

exhaust-emission requirements of 14 

CFR part 34 and the noise-certification 

requirements of 14 CFR part 36; and the 

FAA must issue a finding of regulatory 

adequacy under § 611 of Public Law 92– 

574, the ‘‘Noise Control Act of 1972.’’ 

The FAA issues special conditions, as 

defined in 14 CFR 11.19, in accordance 

with § 11.38, and they become part of 

the type-certification basis under 

§ 21.17(a)(2). 

Novel or Unusual Design Features 

The Model G250 will incorporate the 

following novel or unusual design 

features: 

The GALP Model G250 airplane 

flight-deck design incorporates a 

hydrophobic coating to provide 

adequate pilot-compartment view in the 

presence of precipitation. Sole reliance 

on such a coating, without windshield 

wipers, constitutes a novel or unusual 

design feature for which the applicable 

airworthiness regulations do not contain 

adequate or appropriate safety 

standards. Therefore, special conditions 

are required that provide the level of 

safety equivalent to that established by 

the regulations. 

Discussion 

14 CFR 25.773(b)(1) requires a means 

to maintain a clear portion of the 

windshield for both pilots to have a 

sufficiently extensive view along the 

flight path during precipitation 

conditions. The regulations require this 

means to maintain such an area during 

precipitation in heavy rain at speeds up 

to 1.5 VSR1. Hydrophobic windshield 

coatings may depend to some degree on 

airflow to maintain a clear-vision area. 

The heavy rain and high speed 

conditions specified in the current rule 

do not necessarily represent the limiting 

condition for this new technology. For 

example, airflow over the windshield, 

which may be necessary to remove 

moisture from the windshield, may not 

be adequate to maintain a sufficiently 

clear area of the windshield in lowspeed flight or during surface 

operations. Alternatively, airflow over 

the windshield may be disturbed during 

such critical times as the approach to 

land, where the airplane is at a higherthan-normal pitch attitude. In these 

cases, areas of airflow disturbance or 

separation on the windshield could 

cause failure to maintain a clear-vision 

area on the windshield. 

Applicability 

As discussed above, these special 

conditions are applicable to the GALP 

Model G250 airplane. Should GALP 

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 the GALP 

Model G250 airplane. It is not a rule of 

general applicability and it affects only 

the applicant who applied to the FAA 

for approval of these features on the 

airplane. 

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 the GALP 

Model G250 airplane. 

The airplane must have a means to 

maintain a clear portion of the 

windshield, during precipitation 

conditions, enough for both pilots to 

have a sufficiently extensive view along 

the ground or flight path in normal taxi 

and flight attitudes of the airplane. This 

means must be designed to function, 

without continuous attention on the 

part of the crew, in conditions from 

light misting precipitation to heavy rain, 

at speeds from fully stopped in still air 

to 1.5 VSR1 with lift and drag devices 

retracted. 

Issued in Renton, Washington, on May 19, 

2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–12943 Filed 5–24–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0530; Directorate 

Identifier 2011–CE–012–AD] 

RIN 2120–AA64 

Airworthiness Directives; SOCATA 

Model TBM 700 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 the 

products listed above. 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: 

A TBM 700 operator reported a case of 

elevator trim tab actuator jamming once the 

trim tab arrived to stop. 

The investigations conducted by the trim 

tab actuator manufacturer have shown that 

there was a discrepancy with PRECILEC 

manufacturing process of elevator trim tab 

actuator which caused this event. It has been 

determined as well that this discrepancy is 

limited to a batch of Serial Numbers (S/N). 

If not detected and corrected, a jammed 

trim tab could lead to unusual control forces, 

resulting in lower controllability, particularly 

if combined with adverse flight conditions at 

landing. 

The proposed AD would require actions 

that are intended to address the unsafe 

condition described in the MCAI. 

DATES: We must receive comments on 

this proposed AD by July 11, 2011. 

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, 

WReier-Aviles on DSKGBLS3C1PROD with PROPOSALS

30296 Federal Register / Vol. 76, No. 101 / Wednesday, May 25, 2011 / Proposed Rules 

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 SOCATA— 

Direction des Services—65921 Tarbes 

Cedex 9—France; telephone +33 (0) 62 

41 7300, fax +33 (0) 62 41 76 54, or for 

North America: SOCATA NORTH 

AMERICA, 7501 South Airport Road, 

North Perry Airport (HWO), Pembroke 

Pines, Florida 33023; telephone: (954) 

893–1400; fax: (954) 964–4141; e-mail: 

mysocata@socata.daher.com; Internet: 

http://mysocata.com. 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. 

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–2011–0530; Directorate Identifier 

2011–CE–012–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 EASA AD No.: 

2011–0060, dated March 29, 2011 

(Correction: March 30, 2011) (referred to 

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

unsafe condition for the specified 

products. The MCAI states: 

A TBM 700 operator reported a case of 

elevator trim tab actuator jamming once the 

trim tab arrived to stop. 

The investigations conducted by the trim 

tab actuator manufacturer have shown that 

there was a discrepancy with PRECILEC 

manufacturing process of elevator trim tab 

actuator which caused this event. It has been 

determined as well that this discrepancy is 

limited to a batch of Serial Numbers (S/N). 

If not detected and corrected, a jammed 

trim tab could lead to unusual control forces, 

resulting in lower controllability, particularly 

if combined with adverse flight conditions at 

landing. 

For the reasons described above, this AD 

requires the inspection of the elevators trim 

tab actuator P/N 6071017251 for 

identification of S/N and, in case of findings, 

the replacement of the affected ones with 

serviceable units. 

You may obtain further information by 

examining the MCAI in the AD docket. 

Relevant Service Information 

DAHER-SOCATA has issued 

Mandatory Service Bulletin SB 70–190– 

27, dated January 2011. The actions 

described in this service information are 

intended to correct the unsafe condition 

identified in the MCAI. 

FAA’s Determination and Requirements 

of the 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 this State of 

Design Authority, they have notified us 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are proposing this 

AD because we evaluated all 

information and determined the unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

Differences Between This Proposed AD 

and the MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 

We might also have proposed 

different actions in this AD from those 

in the MCAI in order to follow FAA 

policies. Any such differences are 

highlighted in a NOTE within the 

proposed AD. 

Costs of Compliance 

We estimate that this proposed AD 

will affect 377 products of U.S. registry. 

We also estimate that it would take 

about 1 work-hour per product to 

comply with the basic requirements of 

this proposed AD. The average labor 

rate is $85 per work-hour. Required 

parts would cost about $0 per product. 

Based on these figures, we estimate 

the cost of the proposed AD on U.S. 

operators to be $32,045, or $85 per 

product. 

In addition, we estimate that any 

necessary follow-on actions would take 

about 7 work-hours and require parts 

costing $0, for a cost of $595 per 

product. We have no way of 

determining the number of products 

that may need these actions. 

According to the manufacturer, some 

of the costs of this proposed AD may be 

covered under warranty, thereby 

reducing the cost impact on affected 

individuals. We do not control warranty 

coverage for affected individuals. As a 

result, we have included all costs in our 

cost estimate. 

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. 

WReier-Aviles on DSKGBLS3C1PROD with PROPOSALS

Federal Register / Vol. 76, No. 101 / Wednesday, May 25, 2011 / Proposed Rules 30297 

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); 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 a regulatory evaluation 

of the estimated costs to comply with 

this proposed AD and placed it in the 

AD docket. 

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 AD: 

SOCATA: Docket No. FAA–2011–0530; 

Directorate Identifier 2011–CE–012–AD. 

Comments Due Date 

(a) We must receive comments by July 11, 

2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to SOCATA Model 

TBM 700 airplanes, serial numbers 1 through 

530, certificated in any category. 

Subject 

(d) Air Transport Association of America 

(ATA) Code 27: Flight Controls. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

A TBM 700 operator reported a case of 

elevator trim tab actuator jamming once the 

trim tab arrived to stop. 

The investigations conducted by the trim 

tab actuator manufacturer have shown that 

there was a discrepancy with PRECILEC 

manufacturing process of elevator trim tab 

actuator which caused this event. It has been 

determined as well that this discrepancy is 

limited to a batch of Serial Numbers (S/N). 

If not detected and corrected, a jammed 

trim tab could lead to unusual control forces, 

resulting in lower controllability, particularly 

if combined with adverse flight conditions at 

landing. 

For the reasons described above, this AD 

requires the inspection of the elevators trim 

tab actuator P/N 6071017251 for 

identification of S/N and, in case of findings, 

the replacement of the affected ones with 

serviceable units. 

Actions and Compliance 

(f) Unless already done, do the following 

actions: 

(1) Within 12 months after the effective 

date of this AD, identify the serial number 

(S/N) of Left Hand and Right Hand PRECILEC 

elevator trim tab actuators following DAHERSOCATA Mandatory Service Bulletin SB 70– 

190–27, dated January 2011. 

(2) If, as a result of the inspection required 

by paragraph (f)(1) of this AD you find any 

affected elevator trim tab actuator as listed in 

DAHER-SOCATA Mandatory Service 

Bulletin SB 70–190–27, dated January 2011, 

installed on an airplane, before further flight, 

replace it with a serviceable part following 

DAHER-SOCATA Mandatory Service 

Bulletin SB 70–190–27, dated January 2011. 

(3) After the effective date of this AD, do 

not install on an airplane any PRECILEC 

elevator trim tab actuator part number 

6071017251 with an S/N listed in DAHERSOCATA Mandatory Service Bulletin SB 70– 

190–27, dated January 2011, unless it has 

been repaired in accordance with DAHERSOCATA Mandatory Service Bulletin SB 70– 

190–27, dated January 2011. 

Note 1: Trim tab actuators repaired by a 

service center are identified with screw green 

colored locking varnish as shown in figure 2 

of DAHER-SOCATA Mandatory Service 

Bulletin SB 70–190–27, dated January 2011. 

FAA AD Differences 

Note 2: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(g) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, Standards Office, 

FAA, has the authority to approve AMOCs 

for this AD, if requested using the procedures 

found in 14 CFR 39.19. Send information to 

ATTN: Albert Mercado, Aerospace Engineer, 

FAA, Small Airplane Directorate, 901 Locust, 

Room 301, Kansas City, Missouri 64106; 

telephone: (816) 329–4119; fax: (816) 329– 

4090. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your appropriate principal inspector 

(PI) in the FAA Flight Standards District 

Office (FSDO), or lacking a PI, your local 

FSDO. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, a Federal 

agency may not conduct or sponsor, and a 

person is not required to respond to, nor 

shall a person be subject to a penalty for 

failure to comply with a collection of 

information subject to the requirements of 

the Paperwork Reduction Act unless that 

collection of information displays a current 

valid OMB Control Number. The OMB 

Control Number for this information 

collection is 2120–0056. Public reporting for 

this collection of information is estimated to 

be approximately 5 minutes per response, 

including the time for reviewing instructions, 

completing and reviewing the collection of 

information. All responses to this collection 

of information are mandatory. Comments 

concerning the accuracy of this burden and 

suggestions for reducing the burden should 

be directed to the FAA at: 800 Independence 

Ave. SW., Washington, DC 20591, Attn: 

Information Collection Clearance Officer, 

AES–200. 

Related Information 

(h) Refer to MCAI European Aviation 

Safety Agency (EASA) AD No.: 2011–0060, 

dated March 29, 2011 (Correction: March 30, 

2011); and DAHER-SOCATA Mandatory 

Service Bulletin SB 70–190–27, dated 

January 2011, for related information. For 

service information related to this AD, 

contact SOCATA—Direction des Services— 

65921 Tarbes Cedex 9—France; telephone 

+33 (0) 62 41 7300, fax +33 (0) 62 41 76 54, 

or for North America: SOCATA NORTH 

AMERICA, 7501 South Airport Road, North 

Perry Airport (HWO), Pembroke Pines, 

Florida 33023; telephone: (954) 893–1400; 

fax: (954) 964–4141; e-mail: 

mysocata@socata.daher.com; Internet: http:// 

mysocata.com. 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. 

Issued in Kansas City, Missouri, on May 

18, 2011. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2011–12967 Filed 5–24–11; 8:45 am] 

BILLING CODE 4910–13–P 

WReier-Aviles on DSKGBLS3C1PROD with PROPOSALS