Document ID: FAA-2009-0614-0005
Agency: faa
Document Type: Rule
Title: Airworthiness Directives: Empresa Brasileira de Aeronautica S.A. (EMBRAER) Model ERJ 170 and Model ERJ 190 Airplanes
Posted Date: 2010-05-13T04:00Z

[Federal Register Volume 75, Number 92 (Thursday, May 13, 2010)]
[Rules and Regulations]
[Pages 26883-26885]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2010-10900]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2009-0614; Directorate Identifier 2009-NM-045-AD; 
Amendment 39-16286; AD 2010-10-07]
RIN 2120-AA64

Airworthiness Directives; Empresa Brasileira de Aeronautica S.A. 
(EMBRAER) Model ERJ 170 and Model ERJ 190 Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of 
Transportation (DOT).

ACTION: Final rule.

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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:

    It has been found the occurrence of outboard slat skew sensor 
failure in open or closed position. The combination of an outboard 
slat skew sensor failed closed, an outboard slat actuator structural 
failure (rupture) and its adjacent actuator torque limiter failing 
high (allows higher loads to the panel structure) occurring in the 
same slat surface, under normal flight loads, may lead [the] slat 
surface to detach from the wing with the possibility of hitting and 
damaging the horizontal stabilizer and elevator, which may affect 
the airplane controllability.
* * * * *
    We are issuing this AD to require actions to correct the unsafe 
condition on these products.

DATES: This AD becomes effective June 17, 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: Kenny Kaulia, Aerospace Engineer, 
International Branch, ANM-116, Transport Airplane Directorate, FAA, 
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425) 
227-2848; 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 July 22, 2009 (74 FR 
36129). That NPRM proposed to correct an unsafe condition for the 
specified products. The MCAI states:

    It has been found the occurrence of outboard slat skew sensor 
failure in open or closed position. The combination of an outboard 
slat skew sensor failed closed, an outboard slat actuator structural 
failure (rupture) and its adjacent actuator torque limiter failing 
high (allows higher loads to the panel structure) occurring in the 
same slat surface, under normal flight loads, may lead [the] slat 
surface to detach from the wing with the possibility of hitting and 
damaging the horizontal stabilizer and elevator, which may affect 
the airplane controllability.
* * * * *
    Corrective actions include repetitive operational tests of the 
outboard slat skew sensor, and replacement with a serviceable outboard 
slat skew sensor if necessary.
    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 Reference to the Revision Level of the Airplane 
Maintenance Manual (AMM) Task

    Embraer requests that we remove reference to the specific revision 
of the AMM task specified in Note 1 of the NPRM. Embraer explains that 
since AMMs are often revised to improve task procedures, changes to 
other tasks might force the subsequent tasks to be ``re-paged and re-
dated.'' Embraer points out that changes made to improve task 
procedures do not change the intent of the tasks and that the specific 
task number will always refer to the specific task, regardless of 
revision level. Embraer notes that referring to a specific revision 
will cause operators to request alternative methods of compliance 
(AMOCs) for updated AMM tasks that might be identical.
    Embraer suggests that if it is necessary to refer to a specific 
revision of the AMM, we should not refer to the AMM task, but instead 
include the text of the

[[Page 26884]]

outboard slat skew sensor operational test directly in the text of the 
AD. Embraer also suggests that another alternative would be to mandate 
revision of the Airworthiness Limitations Section of the Instructions 
for Continued Airworthiness to incorporate Task 27-83-01-001 of the 
latest revision of the Maintenance Review Board Report, but with a 
reduced interval mandated by the AD.
    We disagree with the request to remove reference to a specific 
revision of the AMM task and the alternative suggestions to either 
include the text of the outboard slat skew sensor operational test 
directly in the text of the AD, or to mandate the revision of the 
Airworthiness Limitations Section of the Instructions for Continued 
Airworthiness to incorporate Task 27-83-01-001 of the latest revision 
of the Maintenance Review Board Report.
    As stated in the commenter's request, the AMM may be revised to 
improve the task procedures, which could include substantive changes. 
We assume that this is also true for Task Number 27-83-01-710-801-A, 
``Outboard Slat Skew Sensor-Operational Test.'' We have reviewed the 
task as it currently exists, which has a date of October 28, 2008, and 
acknowledge that this task addresses the unsafe condition. It is 
impossible for us to anticipate what changes might be made to a task in 
future revisions, and we might not agree that the revised task 
adequately addresses the unsafe condition.
    Operators are not required to use this task to accomplish the 
requirements of this AD. We point out that the task referenced in Note 
1 of this AD is provided merely for operators to use as a source of 
guidance. Regardless of the method used to comply with the requirements 
of this AD, operators are required to contact us or the Ag[ecirc]ncia 
Nacional de Avia[ccedil][atilde]o Civil ANAC (or its delegated agent) 
for approval of all methods of compliance for this AD. We have not 
changed the AD in this regard.

Conclusion

    We reviewed the available data, including the comment received, and 
determined that air safety and the public interest require adopting the 
AD as proposed.

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 MCAI in order to follow our FAA policies. Any such differences 
are highlighted in a NOTE within the AD.

Explanation of Change to Costs of Compliance

    Since issuance of the NPRM, we have increased the labor rate used 
in the Costs of Compliance from $80 per work-hour to $85 per work-hour. 
The Costs of Compliance information, below, reflects this increase in 
the specified hourly labor rate.

Costs of Compliance

    We estimate that this AD will affect 223 products of U.S. registry. 
We also estimate that it will take about 2 work-hours per product to 
comply with the basic requirements of this AD. The average labor rate 
is $85 per work-hour. Based on these figures, we estimate the cost of 
this AD to the U.S. operators to be $37,910, or $170 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, Safety.

Adoption of the Amendment

0
Accordingly, under the authority delegated to me by the Administrator, 
the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

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

Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by adding the following new AD:
2010-10-07 Empresa Brasileira de Aeronautica S.A. (EMBRAER): 
Amendment 39-16286. Docket No. FAA-2009-0614; Directorate Identifier 
2009-NM-045-AD.

Effective Date

    (a) This airworthiness directive (AD) becomes effective June 17, 
2010.

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to the airplanes certificated in any 
category, identified in paragraphs (c)(1) and (c)(2) of the AD.
    (1) EMBRAER Model ERJ 170-100 LR, -100 STD, -100 SE, -100 SU, -
200 LR, -200 STD, and -200 SU airplanes, equipped with outboard slat 
skew sensor part number (P/N) 1702286A or 1702288A.

[[Page 26885]]

    (2) EMBRAER Model ERJ 190-100 ECJ, -100 LR, -100 IGW, -100 STD, 
-200 STD, -200 LR, and -200 IGW airplanes, equipped with outboard 
slat skew sensor P/N 1702286A or 1702288A.

Subject

    (d) Air Transport Association (ATA) of America Code 57: Wings.

Reason

    (e) The mandatory continuing airworthiness information (MCAI) 
states:

    ``It has been found the occurrence of outboard slat skew sensor 
failure in open or closed position. The combination of an outboard 
slat skew sensor failed closed, an outboard slat actuator structural 
failure (rupture) and its adjacent actuator torque limiter failing 
high (allows higher loads to the panel structure) occurring in the 
same slat surface, under normal flight loads, may lead [the] slat 
surface to detach from the wing with the possibility of hitting and 
damaging the horizontal stabilizer and elevator, which may affect 
the airplane controllability.''
* * * * *
    Corrective actions include repetitive operational tests of the 
outboard slat skew sensor, and replacement with a serviceable 
outboard slat skew sensor if necessary.

Actions and Compliance

    (f) Unless already done, do the following actions.
    (1) At the applicable compliance time in paragraph (f)(1)(i) or 
(f)(1)(ii) of this AD: Perform an operational test (OPT) of any 
outboard slat skew sensor having P/N 1702286A or P/N 1702288A. If 
any outboard slat skew sensor fails the test, replace the sensor 
with a serviceable sensor before further flight. Do the actions 
using a method approved by either the Manager, International Branch, 
ANM-116, Transport Airplane Directorate, FAA; or the Ag[ecirc]ncia 
Nacional de Avia[ccedil][atilde]o Civil (ANAC) (or its delegated 
agent).
    (i) For Model ERJ 170 airplanes: Within 1,320 flight hours after 
the effective date of this AD.
    (ii) For Model ERJ 190 airplanes: Within 1,320 flight hours or 
12 months after the effective date of this AD, whichever occurs 
first.
    Note 1: Guidance on performing the OPT required by paragraph 
(f)(1) of this AD can be found in Task 27-83-01-710-801-A, 
``Outboard Slat Skew Sensor--Operational Test,'' dated October 28, 
2008, of the Embraer 170/175 or 190 Aircraft Maintenance Manual 
(AMM).
    Note 2: For the purpose of this AD, an OPT is ``A task to 
determine if an item is fulfilling its intended purpose. Since it is 
a failure-finding task, it does not require quantitative 
tolerances.''
    Note 3: For the purpose of this AD, a serviceable sensor is one 
that has passed the OPT required by paragraph (f)(1) of this AD.
    (2) Repeat the OPT required by paragraph (f)(1) of this AD 
thereafter at intervals not to exceed 1,320 flight hours.

FAA AD Differences

    Note 4: 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, 
International Branch, ANM-116, Transport Airplane Directorate, 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: 
Kenny Kaulia, Aerospace Engineer, International Branch, ANM-116, 
Transport Airplane Directorate, FAA, 1601 Lind Avenue, SW., Renton, 
Washington 98057-3356; telephone (425) 227-2848; fax (425) 227-1149. 
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

    (h) Refer to MCAI Brazilian Airworthiness Directives 2009-02-02 
and 2009-02-03, both effective February 16, 2009, for related 
information.

Material Incorporated by Reference

    (i) None.

    Issued in Renton, Washington, on April 28, 2010.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2010-10900 Filed 5-12-10; 8:45 am]
BILLING CODE 4910-13-P