[Federal Register Volume 62, Number 189 (Tuesday, September 30, 1997)]
[Rules and Regulations]
[Pages 51019-51021]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 97-25832]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 97-CE-15-AD; Amendment 39-10148; AD 97-20-11]
RIN 2120-AA64
Airworthiness Directives; Socata--Groupe Aerospatiale Model TBM
700 Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule
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SUMMARY: This amendment adopts a new airworthiness directive (AD) that
applies to certain Socata--Groupe Aerospatiale (Socata) Model TBM 700
airplanes. This AD requires removing the main landing gear (MLG)
inboard doors and the door locking control mechanism (MOD 70-065-32).
This AD is the result of an incident on one of the affected airplanes
where the MLG inboard door locking hooks (hinges) corroded, caused the
doors to jam, and prevented the MLG from extending. The Federal
Aviation Administration's analysis reveals that removing the MLG
inboard doors will not cause any airplane safety or performance
problems. The actions specified by this AD are intended to prevent the
MLG from failing to extend because of corroded MLG inboard locking
hinges, which could result in loss of control of the airplane during
landing operations.
DATES: Effective November 13, 1997.
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of November 13, 1997.
ADDRESSES: Service information that applies to this AD may be obtained
from Socata--Groupe Aerospatiale, Socata Product Support, Aeroport
Tarbes-Ossun-Lourdes, B P 930, 65009 Tarbes Cedex, France; telephone
62.41.74.26; facsimile 62.41.74.32; or the Product Support Manager,
Socata--Groupe Aerospatiale, North Perry Airport, 7501 Pembroke Road,
Pembroke Pines, Florida 33023; telephone (954) 964-6877; facsimile
(954) 964-1668. This information may also be examined at
[[Page 51020]]
the Federal Aviation Administration (FAA), Central Region, Office of
the Regional Counsel, Attention: Rules Docket 97-CE-15-AD, Room 1558,
601 E. 12th Street, Kansas City, Missouri 64106; or at the Office of
the Federal Register, 800 North Capitol Street, NW., suite 700,
Washington, DC.
FOR FURTHER INFORMATION CONTACT: Mr. Karl Schletzbaum, Aerospace
Engineer, FAA, Small Airplane Directorate, 1201 Walnut Street, suite
900, Kansas City, Missouri 64106; telephone (816) 426-6934; facsimile
(816) 426-2169.
SUPPLEMENTARY INFORMATION:
Events Leading to the Issuance of This AD
A proposal to amend part 39 of the Federal Aviation Regulations (14
CFR part 39) to include an AD that would apply to Socata Model TBM 700
airplanes was published in the Federal Register as a notice of proposed
rulemaking (NPRM) on April 9, 1997 (62 FR 17125). The NPRM proposed to
require removing the MLG inboard doors and the door locking control
mechanism (MOD 70-065-32). Accomplishment of the proposed actions as
specified in the NPRM would be in accordance with the Technical
Instruction of Modification OPT70 KO59-32, dated December 1995, as
referenced in Socata Service Bulletin 70-073, Amdt. 1, dated June 1996.
The NPRM was the result of an incident on one of the affected
airplanes where the MLG inboard door locking hooks (hinges) corroded,
caused the doors to jam, and prevented the MLG from extending. The
FAA's analysis reveals that removing the MLG inboard doors will not
cause any airplane safety or performance problems.
Interested persons have been afforded an opportunity to participate
in the making of this amendment. Due consideration has been given to
the comments received by one commenter.
Comment 1: No Justification for AD Action
The commenter states that the FAA does not have substantiating
engineering data to justify the unsafe condition proposed in the NPRM.
This commenter believes that if the pilot-in-command is adequately
accomplishing the preflight checks, then any corrosion in the MLG
inboard door locking hooks (hinges) would be detected and then
corrected. Thus, the MLG doors would not jam and prevent the MLG from
extending.
The FAA does not concur that the commenter's determination that an
unsafe condition does not exist is justified. The FAA analyzed the
preflight procedures of the Socata TBM 700 airplanes and the preflight
procedures of similar design airplanes. From this analysis, the FAA has
determined that inspecting this area for corrosion is considered action
over and above normal preflight procedures that the pilot is authorized
to perform. In addition, the FAA always tries to mandate modifications
or replacements rather than repetitive inspections. Removing the MLG
doors and the door locking control mechanism is a modification that
would eliminate the need for repetitive inspections, eliminate the
unsafe condition identified by this AD, and not cause any adverse
operational effects on the affected airplanes. No changes have been
made to the final rule as a result of this comment.
Comment 2: Proposed Alternative Method of Compliance
The commenter states that removing the MLG inboard doors as
proposed in the NPRM results in approximately 3-4 knots of performance
degradation, and raises the level of cabin noise in the aircraft.
Socata has issued SB No. 70-076-32, which specifies actions to address
the noise issue (the FAA does not mandate accomplishment of this SB
through AD action). The commenter explains that accomplishing this
noise modification imposes substantial expense on the affected
airplanes owners. For these reasons, the commenter has submitted a
proposed alternative method of compliance (AMOC) that includes
procedures for lubricating the inner landing gear door hinges and
repetitively inspecting the inner landing gear door hinges every 50
hours time-in-service (TIS). The proposed AMOC also includes preflight
visual inspections of the main landing gear doors prior to each flight.
The commenter would like the proposed AMOC approved as an alternative
to the proposed requirement of removing the MLG inboard doors and door
locking control mechanisms.
The FAA is currently in the process of reviewing the information
contained in the proposed AMOC and is working with the commenter toward
approving this AMOC. All owners/operators of Socata TBM 700 airplanes
may contact the FAA at the address specified in paragraph (d) of the AD
to receive this AMOC (when and if it is approved) and to obtain the
necessary documents pertinent to this AMOC.
The FAA's Determination
After careful review of all available information related to the
subject presented above, the FAA has determined that air safety and the
public interest require the adoption of the rule as proposed except for
minor editorial corrections. The FAA has determined that these minor
corrections will not change the meaning of the AD and will not add any
additional burden upon the public than was already proposed.
Compliance Time of This AD
The unsafe condition specified in this AD develops primarily
because of slush/debris accumulating in theMLG inboard doors area while
landing in certain runway environments. Corrosion could have already
developed on an airplane previously operated in certain slush/debris
runway environments, regardless of future operation of the airplane.
For this reason, the FAA has determined that the compliance time of
this AD should be specified in both hours time-in-service (TIS) and
calendar time (whichever occurs first), in order to assure that
corrosion is not allowed to go undetected over time.
Cost Impact
The FAA estimates that 47 airplanes in the U.S. registry will be
affected by this AD, that it will take approximately 3 workhours per
airplane to accomplish this AD, and that the average labor rate is
approximately $60 an hour. Socata will provide parts at no cost to the
owners/operators of the affected airplanes. Based on these figures, the
total cost impact of this AD on U.S. operators is estimated to be
$8,460. This figure is based on the presumption that no owner/operator
of the affected airplanes has accomplished the required actions.
Socata has informed the FAA that parts have been distributed to
equip approximately 30 of the affected airplanes. Presuming that each
set of parts is incorporated on an affected airplane, the cost impact
upon U.S. airplane owners/operators is reduced by $5,400 from $8,460 to
$3,060.
Regulatory Impact
The regulations adopted herein will not have substantial direct
effects 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. Therefore, in
accordance with Executive Order 12612, it is determined that this final
rule does not have sufficient federalism implications to warrant the
preparation of a Federalism Assessment.
For the reasons discussed above, I certify that this action (1) is
not a
[[Page 51021]]
``significant regulatory action'' under Executive Order 12866; (2) is
not a ``significant rule'' under 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. A copy
of the final evaluation prepared for this action is contained in the
rules docket. A copy of it may be obtained by contacting the rules
docket at the location provided under the caption ADDRESSES.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration amends part 39 of
the Federal Aviation Regulations (14 CFR part 39) as follows:
PART 39--AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 USC 106(g), 40113, 44701.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by adding a new airworthiness directive
(AD) to read as follows:
97-20-11 Socata--Groupe Aerospatiale: Amendment 39-10148; Docket
No. 97-CE-15-AD.
Applicability: Model TBM 700 airplanes (serial numbers 1 through
109), certificated in any category, that do not have the main
landing gear (MLG) inboard doors and the door locking control
mechanism removed (MOD 70-065-32) in accordance with the Technical
Instruction of Modification OPT70 KO59-32, dated December 1995, as
referenced in Socata Service Bulletin (SB) 70-073, Amdt. 1, dated
June 1996.
Note 1: This AD applies to each airplane identified in the
preceding applicability provision, regardless of whether it has been
modified, altered, or repaired in the area subject to the
requirements of this AD. For airplanes that have been modified,
altered, or repaired so that the performance of the requirements of
this AD is affected, the owner/operator must request approval for an
alternative method of compliance in accordance with paragraph (d) of
this AD. The request should include an assessment of the effect of
the modification, alteration, or repair on the unsafe condition
addressed by this AD; and, if the unsafe condition has not been
eliminated, the request should include specific proposed actions to
address it.
Compliance: Required within the next 100 hours time-in-service
after the effective date of this AD or within the next 6 calendar
months after the effective date of this AD, whichever occurs first,
unless already accomplished.
To prevent the MLG from failing to extend because of corroded
MLG inboard locking hinges, which could result in loss of control of
the airplane during landing operations, accomplish the following:
(a) Remove the MLG inboard doors and the door locking control
mechanism (MOD 70-065-32) in accordance with the Technical
Instruction of Modification OPT70 KO59-32, dated December 1995, as
referenced in Socata SB 70-073, Amdt. 1, dated June 1996.
(b) As of the effective date of this AD, no person may undo MOD
70-065-32 on any affected airplane, by reinstalling the MLG inboard
doors and the door locking control mechanism.
(c) Special flight permits may be issued in accordance with
sections 21.197 and 21.199 of the Federal Aviation Regulations (14
CFR 21.197 and 21.199) to operate the airplane to a location where
the requirements of this AD can be accomplished.
(d) An alternative method of compliance or adjustment of the
compliance time that provides an equivalent level of safety may be
approved by the Manager, Small Airplane Directorate, FAA, 1201
Walnut, suite 900, Kansas City, Missouri 64106. The request shall be
forwarded through an appropriate FAA Maintenance Inspector, who may
add comments and then send it to the Manager, Small Airplane
Directorate.
Note 2: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Small Airplane Directorate.
(e) The removal required by this AD shall be done in accordance
with the Technical Instruction of Modification OPT70 KO59-32, dated
December 1995, as referenced in Socata Service Bulletin 70-073,
Amdt. 1, dated June 1996. This incorporation by reference was
approved by the Director of the Federal Register in accordance with
5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from
Socata--Groupe Aerospatiale, Socata Product Support, Aeroport
Tarbes-Ossun-Lourdes, B P 930, 65009 Tarbes Cedex, France; or the
Product Support Manager Socata--Groupe Aerospatiale, North Perry
Airport, 7501 Pembroke Road, Pembroke Pines, Florida 33023. Copies
may be inspected at the FAA, Central Region, Office of the Regional
Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at
the Office of the Federal Register, 800 North Capitol Street NW.,
suite 700, Washington, DC.
(f) This amendment (39-10148) becomes effective on November 13,
1997.
Issued in Kansas City, Missouri, on September 24, 1997.
Henry A. Armstrong,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 97-25832 Filed 9-29-97; 8:45 am]
BILLING CODE 4910-13-U
