Federal Register / Vol. 73, No. 197 / Thursday, October 9, 2008 / Proposed Rules 59571 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–1078; Directorate 

Identifier 2008–CE–051–AD] 

RIN 2120–AA64 

Airworthiness Directives; BURKHART 

GROB LUFT—UND RAUMFAHRT 

GmbH & CO KG G103 Series Gliders 

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: 

The Luftfahrt-Bundesamt received a report 

from the Grob Company that a bolt in the 

airbrake control was found failed during a 

pre-flight inspection on a G 103C TWIN III 

ACRO. During an extensive investigation 

(metallurgical investigation) a double sided 

fatigue crack was found as root cause. As the 

bolt is insignificantly stressed by cyclic 

bending the crack was probably caused by 

mean stress supported by a bolt torque 

exceeding the limit. 

The actions specified by this airworthiness 

directive are intended to prevent further bolt 

cracking which can result in airbrake as well 

as elevator failure (elevator control is on the 

same pedestal) and reduced controllability of 

the power glider. 

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 November 10, 

2008. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590, 

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

through Friday, except Federal holidays. 

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: Greg 

Davison, Glider Program Manager, FAA, 

Small Airplane Directorate, 901 Locust, 

Room 301, Kansas City, Missouri 64106; 

telephone: (816) 329–4130; 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–2008–1078; Directorate Identifier 

2008–CE–051–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 

The Luftfahrt-Bundesamt (LBA), 

which is the aviation authority for the 

Federal Republic of Germany, has 

issued AD D–2008–231, dated July 11, 

2008; and AD D–2008–232, dated July 

11, 2008 (referred to after this as ‘‘the 

MCAI’’), to correct an unsafe condition 

for the specified products. The MCAI 

states: 

The Luftfahrt-Bundesamt received a report 

from the Grob Company that a bolt in the 

airbrake control was found failed during a 

pre-flight inspection on a G 103C TWIN III 

ACRO. During an extensive investigation 

(metallurgical investigation) a double sided 

fatigue crack was found as root cause. As the 

bolt is insignificantly stressed by cyclic 

bending the crack was probably caused by 

mean stress supported by a bolt torque 

exceeding the limit. 

The actions specified by this airworthiness 

directive are intended to prevent further bolt 

cracking which can result in airbrake as well 

as elevator failure (elevator control is on the 

same pedestal) and reduced controllability of 

the power glider. 

The MCAI requires: 

• Replacement of bolt LN9037– 

M6x60 from the airbrake bell crank 

103B–4437 with a new bolt and a new 

locking nut and tightening the bolt to a 

specific torque; 

• Check of all parts of the airbrake 

bell crank and the attachment parts for 

any damage and replacement of any 

damaged parts; 

• Check of the airbrake locking force 

of the left-hand and right-hand wing for 

a specific force value range and that the 

locking is clearly noticeable; and 

• Check of the airbrake locking force 

at the operating lever in the front 

cockpit with the wings rigged for a 

specific force value range. 

You may obtain further information by 

examining the MCAI in the AD docket. 

Relevant Service Information 

Grob Aerospace has issued Service 

Bulletin No. MSB 315–76/1 and 869– 

27/1 (same document), dated June 23, 

2008. 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 


jlentini on PROD1PC65 with PROPOSALS
59572 Federal Register / Vol. 73, No. 197 / Thursday, October 9, 2008 / Proposed Rules 

policies. Any such differences are 

highlighted in a NOTE within the 

proposed AD. 

Costs of Compliance 

We estimate that this proposed AD 

will affect 129 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 $80 per work-hour. Required 

parts would cost about $15 per product. 

Based on these figures, we estimate 

the cost of the proposed AD on U.S. 

operators to be $12,255, or $95 per 

product. 

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); 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, 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: 

Burkhart Grob Luft—Und Raumfahrt GmbH 

& CO KG: Docket No. FAA–2008–1078; 

Directorate Identifier 2008–CE–051–AD. 

Comments Due Date 

(a) We must receive comments by 

November 10, 2008. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to the following 

models and serial numbers (SNs) gliders, 

certificated in any category: 

(1) G103 TWIN II, SNs 3730 through 3878; 

(2) G103A TWIN II ACRO, SNs 3730 

through 34078 (K); 

(3) G103C TWIN III ACRO, SNs 34101 

through 34203; and 

(4) G 103 C TWIN III SL, SNs 35001 

through 35051 

Subject 

(d) Air Transport Association of America 

(ATA) Code 27: Flight Controls. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

The Luftfahrt-Bundesamt received a report 

from the Grob Company that a bolt in the 

airbrake control was found failed during a 

pre-flight inspection on a G 103C TWIN III 

ACRO. During an extensive investigation 

(metallurgical investigation) a double sided 

fatigue crack was found as root cause. As the 

bolt is insignificantly stressed by cyclic 

bending the crack was probably caused by 

mean stress supported by a bolt torque 

exceeding the limit. The actions specified by 

this airworthiness directive are intended to 

prevent further bolt cracking which can 

result in airbrake as well as elevator failure 

(elevator control is on the same pedestal) and 

reduced controllability of the power glider. 

The MCAI requires replacement of bolt 

LN9037–M6x60 from the airbrake bell crank 

103B–4437 with a new bolt with a new 

locking nut and tightening the bolt to a 

specific torque; check of all parts of the 

airbrake bell crank and the attachment parts 

for any damage and replacement of any 

damaged parts; check of the airbrake locking 

force of the left-hand and right-hand wing for 

a specific force value range and that the 

locking is clearly noticeable; and check of the 

airbrake locking force at the operating lever 

in the front cockpit with the wings rigged for 

a specific force value range. 

Actions and Compliance 

(f) Unless already done, within 60 days 

after the effective date of this AD, do the 

following actions following Grob Aerospace 

Service Bulletin No. MSB 315–76/1 and No. 

869–27/1 (same document), dated June 23, 

2008: 

(1) Remove bolt LN9037–M6x60 from the 

airbrake bell crank 103B–4437 and install a 

new bolt LN9037–M6x60 with the new 

locking nut LN9348–M6 and torque the bolt 

to 6.4 Nm (4.7 lbs.ft). 

(2) Inspect all parts of the airbrake bell 

crank including the attachment parts for any 

damage and, before further flight, replace any 

damaged parts. 

(3) Inspect the airbrake locking force of the 

left-hand (LH) and right-hand (RH) wing 

using a spring balance. The force must be 

equal for the LH and RH wing (guidance 

value: 10±2 daN, (22.5±4.5 lbs)) and the 

locking must be clearly noticeable. 

(4) Inspect the airbrake locking force at the 

operating lever in the front cockpit with the 

wings rigged. The guidance value is 10±2 

daN, (22.5±4.5 lbs). It must not exceed 15– 

20 daN (33.7–45.0 lbs). 

FAA AD Differences 

Note: 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: Greg Davison, Glider Program 

Manager, FAA, Small Airplane Directorate, 

901 Locust, Room 301, Kansas City, Missouri 

64106; telephone: (816) 329–4130; 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, under the 

provisions of the Paperwork Reduction Act 

(44 U.S.C. 3501 et seq.), the Office of 

Management and Budget (OMB) has 

approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 


jlentini on PROD1PC65 with PROPOSALS
Federal Register / Vol. 73, No. 197 / Thursday, October 9, 2008 / Proposed Rules 59573 

Related Information 

(h) Refer to MCAI Federal Republic of 

Germany Luftfahrt-Bundesamt AD D–2008– 

231, dated July 11, 2008; and AD D–2008– 

232, dated July 11, 2008; and Grob Aerospace 

Service Bulletin No. MSB 315–76/1 and No. 

869–27/1 (same document), dated June 23, 

2008, for related information. 

Issued in Kansas City, Missouri, on 

October 2, 2008. 

Kim Smith, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. E8–23973 Filed 10–8–08; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–1081; Directorate 

Identifier 2008–NM–143–AD] 

RIN 2120–AA64 

Airworthiness Directives; ATR Model 

ATR72 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), 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: 

Incomplete accomplishment instructions 

in SB [service bulletin] ATR72–27–1059 

original issue and Revision 1, failed to 

mention installation of cotter pins to secure 

the self locking nuts after re-installation of 

the modified Pitch Uncoupling Mechanism 

(PUM), when connecting the elevator control 

linkage rods to the PUM input levers and the 

PUM output rods to the elevator bellcranks 

(on both sides). 

Because of the non-installation of these 

four cotter pins, the fail-safe criteria of the 

design requirements on the pitch control are 

no longer met. Such a failure could cause the 

loss of one self locking nut and would result 

in the loss of pitch control on one side— 

Captain or First Officer—or the loss of 

control of one elevator surface. The 

symmetrical loss of two concerned selflocking nuts could lead to a complete loss of 

the pitch control. 

* * * * * 

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 November 10, 

2008. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–40, 1200 New Jersey Avenue, SE., 

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

p.m., Monday through Friday, except 

Federal holidays. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 

office (telephone (800) 647–5527) is in 

the ADDRESSES section. Comments will 

be available in the AD docket shortly 

after receipt. 

FOR FURTHER INFORMATION CONTACT: Tom 

Rodriguez, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1137; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2008–1081; Directorate Identifier 

2008–NM–143–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD based on those comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Emergency Airworthiness Directive 

2008–0137–E, dated July 23, 2008 

(referred to after this as ‘‘the MCAI’’), to 

correct an unsafe condition for the 

specified products. The MCAI states: 

Incomplete accomplishment instructions 

in SB [service bulletin] ATR72–27–1059 

original issue and Revision 1, failed to 

mention installation of cotter pins to secure 

the self locking nuts after re-installation of 

the modified Pitch Uncoupling Mechanism 

(PUM), when connecting the elevator control 

linkage rods to the PUM input levers and the 

PUM output rods to the elevator bellcranks 

(on both sides). 

Because of the non-installation of these 

four cotter pins, the fail-safe criteria of the 

design requirements on the pitch control are 

no longer met. Such a failure could cause the 

loss of one self locking nut and would result 

in the loss of pitch control on one side— 

Captain or First Officer—or the loss of 

control of one elevator surface. The 

symmetrical loss of two concerned selflocking nuts could lead to a complete loss of 

the pitch control. 

For the reasons stated above, this AD 

requires you to check [for] the presence of the 

four cotter pins and [perform] their 

installation if they are found to be missing. 

You may obtain further information 

by examining the MCAI in the AD 

docket. 

Relevant Service Information 

ATR has issued Avions de Transport 

Regional Service Bulletin ATR72–27– 

1059, Revision 02, dated May 19, 2008. 

The actions described in this service 

information are intended to correct the 

unsafe condition identified in the 

MCAI. 

FAA’s Determination and Requirements 

of This Proposed AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with the State of 

Design Authority, we have been notified 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are proposing this 

AD because we evaluated all pertinent 

information and determined an unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 


jlentini on PROD1PC65 with PROPOSALS