60608 Federal Register / Vol. 75, No. 190 / Friday, October 1, 2010 / Rules and Regulations 

availability of this material at the FAA, call 

425–227–1221. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on 

September 21, 2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–24482 Filed 9–30–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0438; Directorate 

Identifier 2009–NM–265–AD; Amendment 

39–16450; AD 2010–20–15] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Model CL–600–2C10 (Regional Jet 

Series 700, 701, & 702) Airplanes, 

Model CL–600–2D15 (Regional Jet 

Series 705) Airplanes, and Model CL– 

600–2D24 (Regional Jet Series 900) 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) for 

the products listed above. This AD 

results from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

The heating capability of several AOA 

[angle of attack] transducer heating elements 

removed from in-service aircraft has been 

found to be below the minimum requirement. 

Also, it was discovered that a large number 

of AOA transducers repaired in an approved 

maintenance facility were not calibrated 

accurately. 

Inaccurate calibration of the AOA 

transducer and/or degraded AOA transducer 

heating elements can result in early or late 

activation of the stall warning, stick shaker 

and stick pusher by the Stall Protection 

Computer (SPC). 

* * * * * 

Inaccurate calibration of the AOA 

transducers and/or degraded AOA 

transducer heating elements could 

result in an ineffective response to an 

aerodynamic stall and reduced 

controllability of the airplane. We are 

issuing this AD to require actions to 

correct the unsafe condition on these 

products. 

DATES: This AD becomes effective 

November 5, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of November 5, 2010. 

On November 13, 2009 (74 FR 55767, 

October 29, 2009), the Director of the 

Federal Register approved the 

incorporation by reference of a certain 

other publication listed in this AD. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: 

Wing Chan, Aerospace Engineer, 

Avionics and Flight Test Branch, ANE– 

172, FAA, New York Aircraft 

Certification Office, 1600 Stewart 

Avenue, Suite 410, Westbury, New York 

11590; telephone (516) 228–7311; fax 

(516) 794–5531. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on May 10, 2010 (75 FR 25791), 

and proposed to supersede AD 2009– 

22–12, Amendment 39–16065 (74 FR 

55767, October 29, 2009). That NPRM 

proposed to correct an unsafe condition 

for the specified products. 

When we issued AD 2009–22–12, we 

stated that we did not include certain 

actions (the inspection to determine if 

certain transducers are installed and 

replaced if necessary in paragraph (h) of 

this AD) because the planned 

compliance time was not enough to give 

notice as AD 2009–22–12 was issued as 

an immediately adopted rule. We now 

have determined that further 

rulemaking is indeed necessary, and 

this AD follows from that 

determination. You may obtain further 

information by examining the MCAI in 

the AD docket. 

Since we issued the NPRM we have 

reviewed Bombardier Service Bulletin 

670BA–27–053, Revision B, dated 

January 12, 2010. We referred to 

Bombardier Service Bulletin 670BA–27– 

053, Revision A, dated July 7, 2009, as 

the appropriate source of service 

information for doing certain actions 

specified in the NPRM. Bombardier 

Service Bulletin 670BA–27–053, 

Revision B, dated January 12, 2010, 

contains minor editorial changes that do 

not have an effect on the technical 

content in this AD. We have revised 

paragraphs (h) and (i) of this AD to refer 

to Bombardier Service Bulletin 670BA– 

27–053, Revision B, dated January 12, 

2010. We have also added Bombardier 

Service Bulletin 670BA–27–053, 

Revision A, dated July 7, 2009, to 

paragraph (j) of this AD for credit for 

inspections and replacements 

accomplished before the effective date 

of this AD. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received. One 

commenter, Air Line Pilots Association, 

International, supports the NPRM. 

Request to Reference the Correct 

Service Bulletin 

Comair, Inc. states that the intended 

reference for paragraph (j) of the NPRM 

should be Bombardier Service Bulletin 

670BA–27–053, dated May 14, 2009, for 

inspections and replacements 

accomplished before the effective date 

of this AD. 

We agree with Comair, Inc. that 

Bombardier Service Bulletin 670BA–27– 

053, dated May 14, 2009, is considered 

acceptable for compliance with the 

corresponding actions specified in this 

AD. We have added this service bulletin 

to paragraph (j) of this AD. 

Conclusion 

We reviewed the available data, 

including the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the change described previously. 

We determined that this change will not 

increase the economic burden on any 

operator or increase the scope of the AD. 

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 

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 required different 

actions in this AD from those in the 

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Federal Register / Vol. 75, No. 190 / Friday, October 1, 2010 / Rules and Regulations 60609 

MCAI in order to follow our FAA 

policies. Any such differences are 

highlighted in a NOTE within the AD. 

Costs of Compliance 

We estimate that this AD will affect 

about 368 products of U.S. registry. 

The actions that are required by AD 

2009–22–12 and retained in this AD 

take about 1 work-hour per product, at 

an average labor rate of $85 per workhour. Based on these figures, the 

estimated cost of the currently required 

actions is $85 per product. 

We estimate that it will take about 5 

work-hours per product to comply with 

the new basic requirements of this AD. 

The average labor rate is $85 per workhour. Required parts will cost about $0 

per product. Where the service 

information lists required parts costs 

that are covered under warranty, we 

have assumed that there will be no 

charge for these costs. As we do not 

control warranty coverage for affected 

parties, some parties may incur costs 

higher than estimated here. Based on 

these figures, we estimate the cost of the 

AD on U.S. operators to be $156,400, or 

$425 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 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 this AD: 

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 AD and placed it in the AD docket. 

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 the NPRM, 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. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by 

removing Amendment 39–16065 (74 FR 

55767, October 29, 2009) and adding the 

following new AD: 

2010–20–15 Bombardier, Inc.: Amendment 

39–16450. Docket No. FAA–2010–0438; 

Directorate Identifier 2009–NM–265–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective November 5, 2010. 

Affected ADs 

(b) This AD supersedes AD 2009–22–12, 

Amendment 39–16065. 

Applicability 

(c) This AD applies to Bombardier, Inc. 

Model CL–600–2C10 (Regional Jet Series 700, 

701, & 702) airplanes, Model CL–600–2D15 

(Regional Jet Series 705) airplanes, and 

Model CL–600–2D24 (Regional Jet Series 

900) airplanes; certificated in any category, 

that are equipped with Thales angle of attack 

(AOA) transducers having part number (P/N) 

C16258AA. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 27: Flight Controls. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

The heating capability of several AOA 

[angle of attack] transducer heating elements 

removed from in-service aircraft has been 

found to be below the minimum requirement. 

Also, it was discovered that a large number 

of AOA transducers repaired in an approved 

maintenance facility were not calibrated 

accurately. 

Inaccurate calibration of the AOA 

transducer and/or degraded AOA transducer 

heating elements can result in early or late 

activation of the stall warning, stick shaker 

and stick pusher by the Stall Protection 

Computer (SPC). 

This [Canadian] directive mandates a 

periodic inspection of the inrush current to 

verify the AOA heating capability and 

replacement of the inaccurately calibrated 

AOA transducers. 

Inaccurate calibration of the AOA 

transducers and/or degraded AOA transducer 

heating elements could result in an 

ineffective response to an aerodynamic stall 

and reduced controllability of the airplane. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Restatement of Requirements of AD 2009– 

22–12 

(g) Do the following actions. 

(1) Within the applicable compliance times 

specified in Table 1 of this AD: Measure the 

inrush current of both AOA transducers, in 

accordance with Part A of the 

Accomplishment Instructions of Bombardier 

Service Bulletin 670BA–27–051, dated May 

14, 2009. 

TABLE 1—INITIAL MEASUREMENT

For any AOA transducer that, as of November 13, 2009 (the effective 

date of AD 2009–22–12), has accumulated— Do the initial inrush current measurement— 

Less than 6,500 total flight hours ............................................................. Before the AOA transducer has accumulated 7,500 total flight hours. 

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60610 Federal Register / Vol. 75, No. 190 / Friday, October 1, 2010 / Rules and Regulations 

TABLE 1—INITIAL MEASUREMENT—Continued 

For any AOA transducer that, as of November 13, 2009 (the effective 

date of AD 2009–22–12), has accumulated— Do the initial inrush current measurement— 

More than or equal to 6,500 total flight hours but less than 7,500 total 

flight hours.

Within 500 flight hours after November 13, 2009, but before the AOA 

transducer has accumulated 8,000 total flight hours. 

More than or equal to 7,500 total flight hours .......................................... Within 250 flight hours after November 13, 2009. 

(2) If, during any measurement required by 

paragraph (g)(1) of this AD, an AOA 

transducer is found to have an inrush current 

less than 1.60 amps (‘‘degraded’’ transducer), 

before further flight replace the transducer 

with a new or serviceable transducer, in 

accordance with Part C of the 

Accomplishment Instructions of Bombardier 

Service Bulletin 670BA–27–051, dated May 

14, 2009. Do the measurement specified in 

paragraph (g)(1) of this AD for that 

replacement transducer at the times specified 

in paragraph (g)(2)(i) or (g)(2)(ii) of this AD. 

(i) At the applicable time specified in Table 

2 of this AD if the degraded transducer was 

replaced with a serviceable transducer that is 

not new; or 

(ii) Within 2,000 flight hours after 

replacement if the degraded transducer was 

replaced with a new one. 

(3) If, during any measurement required by 

paragraph (g)(1) of this AD, an AOA 

transducer is found to have an inrush current 

more than or equal to 1.60 amps, repeat the 

measurement specified in paragraph (g)(1) of 

this AD thereafter at intervals not to exceed 

the applicable interval specified in Table 2 of 

this AD. 

TABLE 2—REPETITIVE MEASUREMENT INTERVALS

If the last inrush current measurement of the serviceable AOA transducer is— Then repeat the measurement— 

More than or equal to 1.90 amps ............................................................. Within 2,000 flight hours after the last measurement. 

More than or equal to 1.80 amps but less than 1.90 amps .................... Within 1,500 flight hours after the last measurement. 

More than or equal to 1.70 amps but less than 1.80 amps .................... Within 1,000 flight hours after the last measurement. 

More than or equal to 1.60 amps but less than 1.70 amps .................... Within 500 flight hours after the last measurement. 

New Requirements of This AD 

(h) Within 6,000 flight hours after the 

effective date of this AD: Do an inspection to 

determine the serial number of the AOA 

transducer having P/N C16258AA, and to 

determine if the serial number has suffix ‘‘A,’’ 

in accordance with the Accomplishment 

Instructions of Bombardier Service Bulletin 

670BA–27–053, Revision B, dated January 

12, 2010. 

(1) If the serial number is not specified in 

paragraph 1.A.(1) of Bombardier Service 

Bulletin 670BA–27–053, Revision B, dated 

January 12, 2010, no further action is 

required by this paragraph. 

(2) If the serial number is specified in 

paragraph 1.A.(1) of Bombardier Service 

Bulletin 670BA–27–053, Revision B, dated 

January 12, 2010, and the serial number has 

a suffix ‘‘A,’’ no further action is required by 

this paragraph. 

(3) If the serial number is specified in 

paragraph 1.A.(1) of Bombardier Service 

Bulletin 670BA–27–053, Revision B, dated 

January 12, 2010, and the serial number does 

not have suffix ‘‘A,’’ before further flight, 

replace the AOA transducer with a 

serviceable transducer, in accordance with 

the Accomplishment Instructions of 

Bombardier Service Bulletin 670BA–27–053, 

Revision B, dated January 12, 2010. 

(i) As of the effective date of this AD, no 

person may install, on any airplane, an AOA 

transducer having P/N C16258AA with any 

serial number specified in paragraph 1.A.(1) 

of Bombardier Service Bulletin 670BA–27– 

053, Revision B, dated January 12, 2010, 

unless the serial number has a suffix ‘‘A.’’ 

(j) Inspections and replacements 

accomplished before the effective date of this 

AD, according to the service information 

specified in Table 3 of this AD, are 

considered acceptable for compliance with 

the corresponding actions specified in this 

AD. 

TABLE 3—CREDIT SERVICE BULLETINS

Service Bulletin— Revision— Date— 

Bombardier Service Bulletin 670BA–27–053 .................................................................................................... Original ............. May 14, 2009. 

Bombardier Service Bulletin 670BA–27–053 .................................................................................................... A ....................... July 7, 2009. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(k) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, New York Aircraft 

Certification Office (ACO), ANE–170, 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: 

Program Manager, Continuing Operational 

Safety, FAA, New York ACO, 1600 Stewart 

Avenue, Suite 410, Westbury, New York 

11590; telephone 516–228–7300; fax 516– 

794–5531. Before using any approved AMOC 

on any airplane to which the AMOC applies, 

notify your principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. The AMOC approval letter must 

specifically reference this AD. 

(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. 

Related Information 

(l) Refer to MCAI Canadian Airworthiness 

Directive CF–2009–35, dated August 31, 

2009; Bombardier Service Bulletin 670BA– 

27–051, dated May 14, 2009; and Bombardier 

Service Bulletin 670BA–27–053, Revision B, 

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Federal Register / Vol. 75, No. 190 / Friday, October 1, 2010 / Rules and Regulations 60611 

dated January 12, 2010; for related 

information. 

Material Incorporated by Reference 

(m) You must use Bombardier Service 

Bulletin 670BA–27–051, dated May 14, 2009; 

and Bombardier Service Bulletin 670BA–27– 

053, Revision B, dated January 12, 2010; as 

applicable; to do the actions required by this 

AD, unless the AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

Bombardier Service Bulletin 670BA–27–053, 

Revision B, dated January 12, 2010, under 5 

U.S.C. 552(a) and 1 CFR part 51. 

(2) The Director of the Federal Register 

previously approved the incorporation by 

reference of Bombardier Service Bulletin 

670BA–27–051, dated May 14, 2009, on 

November 13, 2009 (74 FR 55767, October 

29, 2009). 

(3) For service information identified in 

this AD, contact Bombardier, Inc., 400 CoˆteVertu Road West, Dorval, Que ́bec H4S 1Y9, 

Canada; telephone 514–855–5000; fax 514– 

855–7401; e-mail 

thd.crj@aero.bombardier.com; Internet http:// 

www.bombardier.com. 

(4) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(5) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/

code_of_federal_regulations/ibr_

locations.html. 

Issued in Renton, Washington on 

September 16, 2010. 

Robert D. Breneman, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–24255 Filed 9–30–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0478; Directorate 

Identifier 2008–NM–090–AD; Amendment 

39–16451; AD 2010–20–16] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300 B4–600, B4–600R, and F4–600R 

Series Airplanes, and Model A300 C4– 

605R Variant F Airplanes (Collectively 

Called A300–600 Series Airplanes); 

and Model A300 and A310 Series 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD results 

from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

* * * * * 

Two cases of complete nose landing gear 

(NLG) shock absorber bolts failure were 

reported to the manufacturer. In both cases, 

the crew was unable to retract the gear and 

was forced to an In Flight Turn Back. In one 

case, the aircraft experienced a low speed 

runway excursion. The root cause of the bolts 

failure has been identified being due to a 

bolt(s) over-torque. The investigation has 

highlighted that the design of the NLG shock 

absorber was not tolerant to the over-torque, 

and an inspection plan has been developed 

to track any NLG shock absorber-to-main 

barrel attachment bolts status. * * * 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

November 5, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of November 5, 2010. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: Dan 

Rodina, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–2125; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on May 19, 2010 (75 FR 27956). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

* * * * * 

Two cases of complete nose landing gear 

(NLG) shock absorber bolts failure were 

reported to the manufacturer. In both cases, 

the crew was unable to retract the gear and 

was forced to an In Flight Turn Back. In one 

case, the aircraft experienced a low speed 

runway excursion. The root cause of the bolts 

failure has been identified being due to a 

bolt(s) over-torque. The investigation has 

highlighted that the design of the NLG shock 

absorber was not tolerant to the over-torque, 

and an inspection plan has been developed 

to track any NLG shock absorber-to-main 

barrel attachment bolts status. The 

preliminary inspection plan, required by 

DGAC France Airworthiness Directive (AD) 

F–2004–075 and F–2004–076, has allowed 

limiting the number of findings: High at the 

initial inspection, it has decreased following 

the repetitive inspections. 

This new [European Aviation Safety 

Agency (EASA)] AD retains the requirements 

of those ADs, which are superseded, and 

requires a repetitive torque check of the NLG 

shock absorber-to-main barrel attachment 

bolts with new thresholds and intervals. This 

new AD also refers to an optional 

modification as terminating action. 

* * * * * 

The optional modification involves 

modifying the shock absorber-to-barrel 

attachment to increase over-torque 

tolerances. The actions to address the 

unsafe condition also include inspecting 

the NLG shock absorber-to-main barrel 

attachment bolts and doing corrective 

actions. The corrective actions include 

replacing bolts, screws, nuts, washers, 

and cotter pins; contacting Airbus for 

repair and doing the repair; and 

modifying the shock absorber; as 

applicable. The inspection of the NLG 

shock absorber-to-main barrel 

attachment bolts is repeated at intervals 

not to exceed 400 flight hours or 1,000 

flight cycles, depending on the 

inspection results and corrective actions 

performed. You may obtain further 

information by examining the MCAI in 

the AD docket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comment received. 

Request To Remove Reporting 

Requirement 

UPS requests that we remove the 

requirement to submit a report after 

each inspection that results in re-torque 

or replacement of bolts. UPS contends 

that Airbus has had sufficient time to 

gather enough data to determine the root 

cause of the over-torqued bolts. UPS has 

done the inspections of the NLG in 

accordance with Airbus All Operator 

Telex A300–32A6093, dated April 22, 

2004, since it was published. UPS states 

that Airbus has been collecting data 

from airlines that operate under EASA 

regulations. UPS also points out that, 

although it has been doing the 

inspections for 6 years, it would need to 

do an additional inspection within 30 

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