AD 2020-26-17

The FAA is adopting a new airworthiness directive (AD) for all ATR--GIE Avions de Transport Regional Model ATR42-500 and ATR72 airplanes. This AD was prompted by a report of damage found on a wire bundle connecting an angle-of-attack (AOA) probe and a multi-function computer (MFC), which can inhibit activation of the stick pusher without any indication to the flight crew by the stall warning system. This AD requires a repetitive operational test for discrepancies of the stall warning system and stick pusher in the flight configuration, an inspection for discrepancies in the wiring bundles between AOA probes and MFCs, and corrective action if necessary, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.

Final rule; request for comments.

Adoption of the Amendment \n\n\n\tAccordingly, under the authority delegated to me by the Administrator, the FAA amends 14 CFR part 39 as follows: \n\nPART 39--AIRWORTHINESS DIRECTIVES \n\n0 1. The authority citation for part 39 continues to read as follows: \n\n\n\tAuthority: 49 U.S.C. 106(g), 40113, 44701. \n\n\n\nSec. 39.13 (Amended) \n\n0 2. The FAA amends Sec. 39.13 by adding the following new airworthiness directive: \n\n2020-26-17 ATR-GIE Avions de Transport Regional: Amendment 39-21372; Docket No. FAA-2020-1133; Project Identifier MCAI-2020- 01515-T. \n\n(a) Effective Date \n\n\n\tThis airworthiness directive (AD) becomes effective January 4, 2021. \n\n(b) Affected ADs \n\n\n\tNone. \n\n(c) Applicability \n\n\n\tThis AD applies to all ATR-GIE Avions de Transport Regional airplanes identified in paragraphs (c)(1) and (2) of this AD, certificated in any category. \n\t(1) Model ATR42-500 airplanes. \n\t(2) Model ATR72-101, -102, -201, -202, -211, -212, and -212A airplanes. \n\n(d) Subject \n\n\n\tAir Transport Association (ATA) of America Code 31, Instruments. \n\n(e) Reason \n\n\n\tThis AD was prompted by a report of damage found on a wire bundle connecting an angle-of-attack probe and a multi-function computer, which can inhibit activation of the stick pusher without any indication to the flight crew by the stall warning system. The FAA is issuing this AD to address latent failure of the stick pusher, which could result in loss of control of the airplane. \n\n(f) Compliance \n\n\n\tComply with this AD within the compliance times specified, unless already done. \n\n(g) Requirements \n\n\n\tExcept as specified in paragraph (h) of this AD: Comply with all required actions and compliance times specified in, and in accordance with, European Union Aviation Safety Agency (EASA) AD 2020-0249, dated November 11, 2020 (EASA AD 2020-0249). \n\n(h) Exceptions to EASA AD 2020-0249 \n\n\n\t(1) Where EASA AD 2020-0249 refers to its effective date, this AD requires using the effective date of this AD. \n\t(2) The ''Remarks'' section of EASA AD 2020-0249 does not apply to this AD. \n\t(3) Where paragraph (2) of EASA AD 2020-0249 specifies a compliance time for the inspection of ''within 750 FH (flight hours) or 5 months, whichever occurs first'' for this AD, the compliance time is ''within 750 FH or 4 months, whichever occurs first.'' \n\t(4) Paragraph (4) of EASA AD 2020-0249 specifies to report inspection results to ATR-GIE Avions de Transport Regional within a certain compliance time. For this AD, report inspection results at the applicable time \n\n((Page 81798)) \n\nspecified in paragraph (h)(4)(i) or (ii) of this AD. \n\t(i) If the inspection was done on or after the effective date of this AD: Submit the report within 30 days after the inspection. \n\t(ii) If the inspection was done before the effective date of this AD: Submit the report within 30 days after the effective date of this AD. \n\t(5) Where paragraph (3) of EASA AD 2020-0249 refers to discrepancies, forthis AD, for the operational tests specified in paragraph (1) of EASA AD 2020-0249, discrepancies include missing or incorrect annunciators, messages, indicators, warnings, or sounds; and for the inspection specified in paragraph (2) of EASA AD 2020- 0249, discrepancies include damage to electrical routing and conduits, foreign object debris, electrical routing and conduits not properly attached. \n\t(6) Where paragraph (3) of EASA AD 2020-0249 specifies corrective actions if any discrepancies are detected ''during the first operational test as required by paragraph (1) of this (EASA) AD, or during the inspection as required by paragraph (2) of this (EASA) AD'' for this AD, the corrective actions must be done if any discrepancies are detected during any operational test required by paragraph (1) of EASA AD 2020-0249, or during the inspection required by paragraph (2) of EASA AD 2020-0249. \n\n(i) Other FAA AD Provisions \n\n\n\tThe following provisions also apply to this AD: \n\t(1) Alternative Methods of Compliance (AMOCs): The Manager, Large Aircraft Section, International Validation Branch, FAA, has the authority to approve AMOCs for this AD, if requested using the procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request to your principal inspector or responsible Flight Standards Office, as appropriate. If sending information directly to the Large Aircraft Section, International Validation Branch, send it to the attention of the person identified in paragraph (j) of this AD. Information may be emailed to: 9-AVS-AIR-730-AMOC@faa.gov. Before using any approved AMOC, notify your appropriate principal inspector, or lacking a principal inspector, the manager of the responsible Flight Standards Office. \n\t(2) Contacting the Manufacturer: For any requirement in this AD to obtain instructions from a manufacturer, the instructions must be accomplished using a method approved by the Manager, Large Aircraft Section, International Validation Branch,FAA; or EASA; or ATR-GIE Avions de Transport Regional's EASA Design Organization Approval (DOA). If approved by the DOA, the approval must include the DOA-authorized signature. \n\t(3) Paperwork Reduction Act Burden Statement: 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 1 hour per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information. All responses to this collection of information are mandatory as required by this AD.Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden to Information Collection Clearance Officer, Federal Aviation Administration, 10101 Hillwood Parkway, Fort Worth, TX 76177-1524. \n\n(j) Related Information \n\n\n\tFor more information about this AD, contact Shahram Daneshmandi, Aerospace Engineer, Large Aircraft Section, International Validation Branch, FAA, 2200 South 216th St., Des Moines, WA 98198; telephone and fax 206-231-3220; email shahram.daneshmandi@faa.gov. \n\n(k) Material Incorporated by Reference \n\n\n\t(1) The Director of the Federal Register approved the incorporation by reference (IBR) of the service information listed in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51. \n\t(2) You must use this service information as applicable to do the actions required by this AD, unless this AD specifies otherwise. \n\t(i) European Union Aviation Safety Agency (EASA) AD 2020-0249, dated November 11, 2020. \n\t(ii) (Reserved) \n\t(3) For EASA AD 2020-0249, contact the EASA, Konrad-Adenauer- Ufer 3, 50668 Cologne, Germany; telephone +49 221 8999 000; email ADs@easa.europa.eu; internet www.easa.europa.eu. You may find this EASA AD on the EASA website at https://ad.easa.europa.eu. \n\t(4) You may view this material at the FAA, Airworthiness Products Section, Operational Safety Branch, 2200 South 216th St., Des Moines, WA. For information on the availability of this material at the FAA, call 206-231-3195. This material may be found in the AD docket on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2020-1133. \n\t(5) You may view this material that is incorporated by reference at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, email fedreg.legal@nara.gov, or go to: https://www.archives.gov/federal-register/cfr/ibr-locations.html. \n\n\n\tIssued on December 11, 2020. Lance T. Gant, Director, Compliance & Airworthiness Division, Aircraft Certification Service. (FR Doc. 2020-27910 Filed 12-15-20; 2:00 pm) BILLING CODE 4910-13-P

Discussion \n\n\n\tThe EASA, which is the Technical Agent for the Member States of the European Union, has issued EASA AD 2020-0249, dated November 11, 2020 (EASA AD 2020-0249) (also referred to as the Mandatory Continuing Airworthiness Information, or the MCAI), to correct an unsafe condition for all ATR-GIE Avions de Transport Regional Model ATR42-400 and -500 airplanes; and Model ATR72-101, -102, -201, -202, -211, -212, and -212A airplanes. Model ATR42-400 airplanes are not certificated by the FAA and are not included on the U.S. type certificate data sheet; this AD therefore does not include those airplanes in the applicability. \n\tThis AD was prompted by a report of damage found on a wire bundle connecting an AOA probe and a MFC, which can inhibit activation of the stick pusher without any indication to the \n\n((Page 81796)) \n\nflight crew by the stall warning system. The FAA is issuing this AD to address latent failure of the stick pusher, which could result in loss of control of the airplane. See the MCAI for additional background information. \n\nRelated Service Information Under 1 CFR Part 51 \n\n\n\tEASA AD 2020-0249 describes procedures for a repetitive operational test for discrepancies (including missing or incorrect annunciators, messages, indicators, warnings, or sounds) of the stall warning system and stick pusher in the flight configuration, an inspection for discrepancies (including damage to electrical routing and conduits, foreign object debris, electrical routing and conduits not properly attached) in the wiring bundles between AOA probes and MFCs, corrective action, and an inspection report. This material is reasonably available because the interested parties have access to it through their normal course of business or by the means identified in the ADDRESSES section. \n\nFAA's Determination \n\n\n\tThis product has been approved by the aviation authority of another country, and is approved for operation in the United States. Pursuant to the FAA's bilateral agreement with the State of Design Authority, the FAA has been notified of the unsafe condition described in the MCAI referenced above. The FAA is issuing this AD because the FAA evaluated all pertinent information and determined the unsafe condition exists and is likely to exist or develop on other products of the same type design. \n\nRequirements of This AD \n\n\n\tThis AD requires accomplishing the actions specified in the MCAI described previously, as incorporated by reference, except for any differences identified as exceptions in the regulatory text of this AD and except as discussed under ''Differences Between this AD and the MCAI.'' \n\nExplanation of Required Compliance Information \n\n\n\tIn the FAA's ongoing efforts to improve the efficiency of the AD process, the FAA initially worked with Airbus and EASA to develop a process to use certain EASA ADs as the primary source of information for compliance with requirements for corresponding FAA ADs. The FAA has since coordinated with other manufacturers and civil aviation authorities (CAAs) to use this process. As a result, EASA AD 2020-0249 is incorporated by reference in this final rule. This AD, therefore, requires compliance with EASA AD 2020-0249 in its entirety, through that incorporation, except for any differences identified as exceptions in the regulatory text of this AD. Using common terms that are the same as the heading of a particular section in the EASA AD does not mean that operators need comply only with that section. For example, where the AD requirement refers to ''all required actions and compliance times,'' compliance with this AD requirement is not limited to the section titled ''Required Action(s) and Compliance Time(s)'' in the EASA AD. Service information specified in EASA AD 2020-0249 that is required for compliance with EASA AD 2020-0249 is available on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2020-1133. \n\nDifferences Between This AD and the MCAI \n\n\n\tThe MCAI specifies a compliance for the inspection of the affected wiring within 750 FH (flight hours) or 5 months, whichever occurs first. For this AD, the compliance time for the inspection is within 750 FH or 4 months, whichever occurs first after the effective date of this AD. In developing an appropriate compliance time the FAA considered the State of Design authority's recommendation and the degree of urgency associated with the subject unsafe condition. \n\nFAA's Justification and Determination of the Effective Date \n\n\n\tAn unsafe condition exists that requires the immediate adoption of this AD without providing an opportunity for public comments prior to adoption. The FAA has found that the risk to the flying public justifies waiving notice and comment prior to adoption of this rule because of the failure of the stick pusher without any indication to the flight crew by the stall warning system. The latent failure of the stick pusher could result in loss of control of the airplane. In addition, the compliance time for the required action is shorter than the time necessary for the public to comment and for publication of the final rule. Therefore, the FAA finds good cause that notice and opportunity for prior public comment are impracticable. In addition, for the reasons stated above, the FAA finds that good cause exists for making this amendment effective in less than 30 days. \n\nComments Invited \n\n\n\tThe FAA invites you to send any written relevant data, views, or arguments about this AD. Send your comments to an address listed under the ADDRESSES section. Include ''Docket No. FAA-2020-1133; Project Identifier MCAI-2020-01515-T'' at the beginning of your comments. The most helpful comments reference a specific portion of the final rule, explain the reason for any recommended change, and include supporting data. The FAA will consider all comments received by the closing date and may amend thisfinal rule because of those comments. \n\tExcept for Confidential Business Information (CBI) as described in the following paragraph, and other information as described in 14 CFR 11.35, the FAA will post all comments received, without change, to https://www.regulations.gov, including any personal information you provide. The agency will also post a report summarizing each substantive verbal contact received about this final rule. \n\nConfidential Business Information \n\n\n\tCBI is commercial or financial information that is both customarily and actually treated as private by its owner. Under the Freedom of Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public disclosure. If your comments responsive to this AD contain commercial or financial information that is customarily treated as private, that you actually treat as private, and that is relevant or responsive to this AD, it is important that you clearly designate the submitted comments as CBI. Please mark each page of yoursubmission containing CBI as ''PROPIN.'' The FAA will treat such marked submissions as confidential under the FOIA, and they will not be placed in the public docket of this AD. Submissions containing CBI should be sent to Shahram Daneshmandi, Aerospace Engineer, Large Aircraft Section, International Validation Branch, FAA, 2200 South 216th St., Des Moines, WA 98198; telephone and fax 206-231-3220; email shahram.daneshmandi@faa.gov. Any commentary that the FAA receives which is not specifically designated as CBI will be placed in the public docket for this rulemaking. \n\nRegulatory Flexibility Act (RFA) \n\n\n\tThe requirements of the RFA do not apply when an agency finds good cause pursuant to 5 U.S.C. 553 to adopt a rule without prior notice and comment. Because the FAA has determined that it has good cause to adopt this rule without notice and comment, RFA analysis is not required. \n\n((Page 81797)) \n\nCosts of Compliance \n\n\n\tThe FAA estimates that this AD affects 28 airplanesof U.S. registry. The FAA estimates the following costs to comply with this AD: \n\n\n\tEstimated Costs for Required Actions * ---------------------------------------------------------------------------------------------------------------- \n\tLabor cost Parts cost Cost per product Cost on U.S. operators ---------------------------------------------------------------------------------------------------------------- Up to 10 work-hours x $85 per hour None................. Up to $850........... Up to $23,800. \n\t= Up to $850. ---------------------------------------------------------------------------------------------------------------- \n* Table does not include estimated costs for reporting.\n\n\n\n\tThe FAA estimates that it takes about 1 work-hour per product to comply with the reporting requirement in this AD. The average labor rate is $85 per hour. Based on these figures, the FAA estimates the cost of reporting the wiring inspection results on U.S. operators to be $2,380, or $85 per product. \n\tThe FAA has received no definitive data on which to base the cost estimates for the on-condition actions specified in this AD. \n\nPaperwork Reduction Act \n\n\n\tA federal agency may not conduct or sponsor, and a person is not required to respond to, nor shall a person be subject to 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 control number for the collection of information required by this AD is 2120- 0056. The paperwork cost associated with this AD has been detailed in the Costs of Compliance section of this document and includes time for reviewing instructions, as well as completing and reviewing the collection of information. Therefore, all reporting associated with this AD is mandatory. Comments concerning the accuracy of this burden and suggestions for reducing the burden should be directed to Information Collection Clearance Officer, Federal Aviation Administration, 10101 Hillwood Parkway, Fort Worth, TX 76177-1524. \n\nAuthority for This Rulemaking \n\n\n\tTitle 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. \n\tThe FAA is 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 thisrulemaking action. \n\nRegulatory Findings \n\n\n\tThe FAA 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. \n\tFor the reasons discussed above, I certify that this AD: \n\t(1) Is not a ''significant regulatory action'' under Executive Order 12866, and \n\t(2) Will not affect intrastate aviation in Alaska. \n\nList of Subjects in 14 CFR Part 39 \n\n\n\tAir transportation, Aircraft, Aviation safety, Incorporation by reference, Safety.