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Federal Register / Vol. 72, No.

101 / Friday, May 25, 2007 / Rules and Regulations 29241

(4) Chapter 26–22–03, Page Block 401, Boulevard, Downsview, Ontario M3K 1Y5, of a certain publication listed in the AD
dated December 5, 2005. Canada, for a copy of this service as of June 29, 2007.
(5) Chapter 26–22–11, Page Block 401, information. You may review copies at the
On June 23, 2004, (69 FR 31867, June
dated December 5, 2005. FAA, Transport Airplane Directorate, 1601
(6) Chapter 26–22–16, Page Block 401, Lind Avenue, SW., Renton, Washington; or at 8, 2004), the Director of the Federal
dated December 5, 2005. the National Archives and Records Register approved the incorporation by
(7) Chapter 26–23–01, Page Block 401, Administration (NARA). For information on reference of Airbus All Operators Telex
dated December 5, 2005. the availability of this material at NARA, call A320–32A1273, Revision 01, dated May
Actions Accomplished According to
202–741–6030, or go to: http:// 6, 2004.
www.archives.gov/federal-register/cfr/ibr-
Previous Issue of Service Bulletin ADDRESSES: You may examine the AD
locations.html.
(i) Actions accomplished before the docket on the Internet at http://
effective date of this AD in accordance with Issued in Renton, Washington, on May 15, dms.dot.gov or in person at the Docket
Bombardier Service Bulletin 84–26–07, dated 2007. Management Facility, U.S. Department
June 15, 2005; and Revision ‘A,’ dated Ali Bahrami, of Transportation, 400 Seventh Street,
February 21, 2006; are considered acceptable Manager, Transport Airplane Directorate, SW., Nassif Building, Room PL–401,
for compliance with the corresponding action Aircraft Certification Service. Washington, DC.
specified in paragraph (g) of this AD, [FR Doc. E7–10035 Filed 5–24–07; 8:45 am]
provided the intended restriction of the Contact Airbus, 1 Rond Point Maurice
connectors was done as specified in BILLING CODE 4910–13–P Bellonte, 31707 Blagnac Cedex, France,
Bombardier Service Bulletin 84–26–07, for service information identified in this
Revision ‘B,’ dated November 1, 2006. AD.
DEPARTMENT OF TRANSPORTATION
Alternative Methods of Compliance FOR FURTHER INFORMATION CONTACT: Tim
(AMOCs) Federal Aviation Administration Dulin, Aerospace Engineer,
(j)(1) The Manager, New York ACO, FAA, International Branch, ANM–116, FAA,
has the authority to approve AMOCs for this 14 CFR Part 39 Transport Airplane Directorate, 1601
AD, if requested in accordance with the Lind Avenue, SW., Renton, Washington
procedures found in 14 CFR 39.19. [Docket No. FAA–2006–24983; Directorate 98057–3356; telephone (425) 227–2141;
(2) To request a different method of Identifier 2005–NM–196–AD; Amendment
39–15068; AD 2007–11–11]
fax (425) 227–1149.
compliance or a different compliance time
for this AD, follow the procedures in 14 CFR SUPPLEMENTARY INFORMATION:
RIN 2120–AA64
39.19. Before using any approved AMOC on Examining the Docket
any airplane to which the AMOC applies, Airworthiness Directives; Airbus Model
notify your appropriate principal inspector A318, A319, A320, and A321 Airplanes You may examine the airworthiness
(PI) in the FAA Flight Standards District directive (AD) docket on the Internet at
Office (FSDO), or lacking a PI, your local AGENCY: Federal Aviation http://dms.dot.gov or in person at the
FSDO. Administration (FAA), Department of Docket Management Facility office
Related Information Transportation (DOT). between 9 a.m. and 5 p.m., Monday
(k) Canadian airworthiness directive CF– ACTION: Final rule. through Friday, except Federal holidays.
2005–14R1, dated May 8, 2006, also The Docket Management Facility office
addresses the subject of this AD. SUMMARY: The FAA is superseding an (telephone (800) 647–5227) is located on
existing airworthiness directive (AD), the plaza level of the Nassif Building at
Material Incorporated by Reference which applies to all Airbus Model the street address stated in the
(l) You must use the service information A318, A319, A320, and A321 airplanes. ADDRESSES section.
identified in Table 1 of this AD to perform That AD currently requires a one-time
the actions that are required by this AD, inspection to determine the serial Discussion
unless the AD specifies otherwise.
number of both main landing gear The FAA issued a notice of proposed
(MLG) sliding tubes, repetitive detailed rulemaking (NPRM) to amend 14 CFR
TABLE 1.—ALL MATERIAL inspections for cracking of the affected part 39 to include an AD that
INCORPORATED BY REFERENCE MLG sliding tubes, and corrective supersedes AD 2004–11–13, amendment
actions if necessary. This new AD 39–13659 (69 FR 31867, June 8, 2004).
Bombardier
Service Revision Date retains these inspections and adds new The existing AD applies to all Airbus
level repetitive inspections for cracking of the
Bulletin Model A318, A319, A320, and A321
MLG sliding tubes. This AD also airplanes. That NPRM was published in
A84–26–06 Original .. May 12, 2005. requires eventual replacement of both the Federal Register on June 12, 2006
A84–26–06 ‘A’ ........... June 6, 2005. MLG shock absorbers. Doing this (71 FR 33658). That NPRM proposed to
84–26–07 .. ‘B’ ........... November 1, 2006. replacement terminates the repetitive retain the inspections required by the
inspection requirements of this AD. existing AD and add new repetitive
(1) The Director of the Federal Register
This AD results from a determination inspections for cracking of the MLG
approved the incorporation by reference of
Bombardier Alert Service Bulletin A84–26– that additional inspections and sliding tubes. That NPRM also proposed
06, Revision ‘A,’ dated June 6, 2005; and mandatory replacement of the MLG to require eventual replacement of both
Bombardier Service Bulletin 84–26–07, shock absorbers are necessary. We are MLG shock absorbers, which would
Revision ‘B,’ dated November 1, 2006; in issuing this AD to detect and correct terminate the repetitive inspection
accordance with 5 U.S.C. 552(a) and 1 CFR cracking in an MLG sliding tube, which requirements proposed by that NPRM.
part 51. could result in failure of the sliding
(2) On July 5, 2005 (70 FR 35172, June 17, Comments
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tube, loss of one axle, and consequent


2005), the Director of the Federal Register reduced controllability of the airplane.
approved the incorporation by reference of We provided the public the
Bombardier Alert Service Bulletin A84–26– DATES: This AD becomes effective June opportunity to participate in the
06, dated May 12, 2005. 29, 2007. development of this AD. We have
(3) Contact Bombardier, Inc., Bombardier The Director of the Federal Register considered the comments that have
Regional Aircraft Division, 123 Garratt approved the incorporation by reference been received on the NPRM.

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29242 Federal Register / Vol. 72, No. 101 / Friday, May 25, 2007 / Rules and Regulations

Support for the NPRM flight cycles, and that utilizing a safety Request To Withdraw MPI and
Airbus concurs with the contents of factor of 3 yields the required interval Mandatory Shock Absorber
the NPRM. of 6,666 flight cycles. Replacement
We partially agree. We have The same commenters request that the
Request To Retain Inspection in determined that an MPI interval that
Existing AD mandatory terminating action be
corresponds with a gear overhaul removed from the NPRM. UAL accepts
The Air Transport Association (ATA) interval of 10 years or 20,000 flight the requirement for the initial and
on behalf of its members United cycles would not provide an adequate repetitive detailed inspections, but
Airlines (UAL), Northwest Airlines level of safety. Further, the highest asserts that the risk of MLG failure is so
(NWA), and U.S. Airways (USAir), stress areas described by NWA have small that the expense of the MPI
requests that we retain the 10-day highly contoured geometries that cannot inspection and the mandatory shock
inspection required by AD 2004–11–13. be reliably inspected with MPIs. absorber replacement is not justified.
The commenters state that they consider However, we agree that the MPI and The commenters note that, in 2003,
the current 10-day visual inspection to applicable corrective actions should be Airbus determined that the frequency of
be the most effective and appropriate performed during scheduled heavy occurrence of the subject failure was
inspection method to check and recheck maintenance when these actions could one event in 1.33 billion component
in-service parts for a crack, because that be done properly. Therefore, we have hours; and that, since then, the fleet has
inspection emulates the process which revised the repetitive interval in continued to operate with no incidents
identified the first and only crack found paragraph (h) of the AD to read ‘‘not to of MLG failure. Further, UAL notes that
on the transition area of the main exceed 2,500 flight cycles or 21 months, the root cause of the event was
landing gear (MLG) sliding tube after an whichever occurs earlier.’’ determined to be a manufacturing
overweight/heavy landing. process condition that could be random
We agree with the commenters that Request for Alternative Terminating
Action within the volume of the part and
the visual inspection is currently the asserts, therefore, that volumetric
most effective method of detecting analysis would be more appropriate.
The same commenters request that we
cracks in the high stress transition area. Finally, UAL notes that, although the
consider other methods of terminating
As the 10-day visual inspection required MPI increases the chances of identifying
action. UAL asserts that the acoustic
by AD 2004–11–13 is retained in this the surface indication of a crack, the
resonance inspection system (ARIS) and
AD, it is not necessary to change the AD areas to be inspected are not in the
in this regard. phased array eddy current methods of
non-destructive testing are able to detect transitional area of the MLG sliding tube
Request To Change Magnetic Particle subsurface flaws in complex geometries where the initial crack occurred. NWA
Inspection (MPI) Interval and, therefore, offer much more precise asserts that the MPI is unable to detect
test results than the MPI. UAL states subsurface flaws or inspect complex
The same commenters request that we
that the ARIS, which uses an geometrical contours and might not be
change the interval for repeating the
electromagnetic acoustic transducer able to detect the most critical flaws,
MPI from intervals not to exceed 1200
(EMAT), exploits the unique physical which could give a false sense of
flight cycles to intervals not to exceed
properties of ultrasonic resonance to security. The commenters request,
2500 flight cycles or the gear overhaul
produce constant sound waves of therefore, that the requirements for the
cycle. NWA asserts that an MPI is most
controllable depth and length that MPI and mandatory shock absorber
effective when applied in a shop
change only if an anomaly is scanned in replacement be removed.
environment, as the MPI could yield
false readings that require removing the the material under test. UAL also asserts We do not agree. As the probability of
protective coating from the MLG sliding that the phased array eddy current manufacturing flaws can not be
tube and re-inspecting to prove that no method, developed by Iowa State precisely determined and an MLG
crack exists. NWA asserts that the effort University with FAA funding, has collapse at high speed could be
to locally remove the protective coating proved effective in inspections for catastrophic, the absence of a
could lead to damage of the MLG sliding cracking of MLG cylinders required by completely reliable method of finding
tube and introduce a further unsafe AD 2005–19–08, amendment 39–14273, subsurface flaws requires that we use
condition. NWA recommends that the which is applicable to DC–9 series the best methods currently available to
MPI remain at an overhaul interval airplanes. detect surface cracks until the affected
schedule instead of the in situ interval We disagree. The commenters have MLG shock absorbers are replaced. As
proposed by the NPRM. UAL asks that not provided any data to demonstrate such, the MPI provides additional
we change the MPI repetitive interval to that these two methods will capability to detect surface cracks and,
2,500 flight cycles or a less intrusive conclusively and positively identify therefore, supplements the detailed
interval that corresponds with a heavy subsurface flaws. Further, Airbus has inspections. We have not changed the
maintenance check, and that we change investigated and determined that these AD in this regard.
the MPI inspection area to the high two inspection methods would not Request To Make Terminating Action
stress area. NWA notes that, according reliably demonstrate the presence of any Optional
to Airbus, the 1,200 flight cycle MPI subsurface flaws. Therefore, we have
interval is based on the highest stress not changed the AD in this regard. The same commenters request that, if
areas, which are specifically excluded However, any operator may request an not removed, the terminating action be
from the MPI inspection areas and are alternative method of compliance made optional. UAL asserts that
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subject only to the detailed visual (AMOC) in accordance with the operators should have the choice to
inspection. NWA further notes that, procedures in paragraph (m) of the AD, continue repeating the required
according to Airbus, the remaining axle provided that sufficient data are inspections indefinitely or to replace the
stresses are not significant enough for a submitted to substantiate that the affected MLG sliding tubes. UAL
crack to reach critical size within one proposed AMOC would provide an contends that Airbus and Messier-
overhaul interval of 10 years or 20,000 acceptable level of safety. Dowty have not justified that sufficient

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Federal Register / Vol. 72, No. 101 / Friday, May 25, 2007 / Rules and Regulations 29243

need exists to require replacing the MLG approved method of removing and provides the estimated costs for U.S.
sliding tubes by a certain date. replacing the MLG shock absorbers. operators to comply with this AD at an
We do not agree. According to FAA estimated labor rate of $80 per work
policy, design changes should be Conclusion
hour. Operators should note that,
implemented to remove the source of a We have carefully reviewed the although all U.S.-registered airplanes
problem, rather than relying on available data, including the comments are subject to the requirements of the
inspections to ensure the problem does that have been received, and determined existing AD, there are only 297 possible
not occur, especially when the results that air safety and the public interest
affected MLG sliding tubes in the
could be catastrophic and the inspection require adopting the AD with the
worldwide fleet. We have no way of
is difficult, as in this case. We have not changes described previously. We have
determined that this change will neither knowing how many affected MLG
changed the AD in this regard.
increase the economic burden on any sliding tubes, if any, are installed in
Clarification of AMM U.S.-registered airplanes. Therefore, the
operator nor increase the scope of the
To prevent confusion, we have AD. estimated costs to perform the new
revised paragraph (i) of the AD to clarify requirements of this AD apply only to
that the Airbus A318/A319/A320/A321 Costs of Compliance individual sliding tubes; no fleet cost
aircraft maintenance manual, chapter This AD affects about 720 airplanes of can be determined for these actions.
32–11–13, page block 401, describes one U.S. registry. The following table

ESTIMATED COSTS TO PERFORM REQUIREMENTS OF EXISTING AD 2004–11–13


Cost per
Action Work hours Parts Fleet cost
airplane

General visual inspection to determine serial number .......... 1 None ....................................... $80 $57,600

ESTIMATED COSTS TO PERFORM NEW REQUIREMENTS OF THIS AD


Action Work hours Parts Cost per sliding tube

Detailed inspection ................................................................... 1 None ....................................... $80, per inspection cycle.


Detailed inspection and magnetic particle inspection .............. 9 None ....................................... $720, per inspection cycle.
Replacement of sliding tube ..................................................... 8 $38,278 to $45,310 ................. $39,918 to $45,950.

Authority for This Rulemaking responsibilities among the various PART 39—AIRWORTHINESS
levels of government. DIRECTIVES
Title 49 of the United States Code
specifies the FAA’s authority to issue For the reasons discussed above, I ■ 1. The authority citation for part 39
rules on aviation safety. Subtitle I, certify that this AD: continues to read as follows:
section 106, describes the authority of (1) Is not a ‘‘significant regulatory Authority: 49 U.S.C. 106(g), 40113, 44701.
the FAA Administrator. Subtitle VII, action’’ under Executive Order 12866;
Aviation Programs, describes in more § 39.13 [Amended]
(2) Is not a ‘‘significant rule’’ under
detail the scope of the Agency’s ■ 2. The Federal Aviation
DOT Regulatory Policies and Procedures
authority. Administration (FAA) amends § 39.13
(44 FR 11034, February 26, 1979); and
We are issuing this rulemaking under by removing amendment 39–13659 (69
the authority described in subtitle VII, (3) Will not have a significant FR 31867, June 8, 2004) and adding the
part A, subpart III, section 44701, economic impact, positive or negative, following new airworthiness directive
‘‘General requirements.’’ Under that on a substantial number of small entities (AD):
section, Congress charges the FAA with under the criteria of the Regulatory 2007–11–11 Airbus: Amendment 39–15068.
promoting safe flight of civil aircraft in Flexibility Act. Docket No. FAA–2006–24983;
air commerce by prescribing regulations We prepared a regulatory evaluation Directorate Identifier 2005–NM–196–AD.
for practices, methods, and procedures of the estimated costs to comply with Effective Date
the Administrator finds necessary for this AD and placed it in the AD docket. (a) This AD becomes effective June 29,
safety in air commerce. This regulation See the ADDRESSES section for a location 2007.
is within the scope of that authority to examine the regulatory evaluation.
because it addresses an unsafe condition Affected ADs
that is likely to exist or develop on List of Subjects in 14 CFR Part 39 (b) This AD supersedes AD 2004–11–13.
products identified in this rulemaking Applicability
Air transportation, Aircraft, Aviation
action. (c) This AD applies to all Airbus Model
safety, Incorporation by reference,
Regulatory Findings Safety. A318, A319, A320, and A321 airplanes,
certificated in any category.
We have determined that this AD will Adoption of the Amendment Unsafe Condition
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not have federalism implications under


Executive Order 13132. This AD will ■ Accordingly, under the authority (d) This AD results from a determination
that additional inspections and mandatory
not have a substantial direct effect on delegated to me by the Administrator, replacement of the main landing gear (MLG)
the States, on the relationship between the FAA amends 14 CFR part 39 as shock absorbers are necessary. We are issuing
the national government and the States, follows: this AD to detect and correct cracking in an
or on the distribution of power and MLG sliding tube, which could result in

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29244 Federal Register / Vol. 72, No. 101 / Friday, May 25, 2007 / Rules and Regulations

failure of the sliding tube, loss of one axle, (ii) For any MLG that has been inspected (1) For any inspection done after June 23,
and consequent reduced controllability of the before June 23, 2004: Within 10 days after 2004, but before the effective date of this AD:
airplane. that inspection, do the detailed inspection Within 30 days after the inspection or 30
required by paragraph (g)(2)(i) of this AD. days after the effective date of this AD,
Compliance
whichever comes first.
(e) You are responsible for having the New Requirements of This AD (2) For any inspection done after the
actions required by this AD performed within Detailed Inspection and Magnetic Particle effective date of this AD: Within 30 days after
the compliance times specified, unless the Inspection (MPI) the inspection.
actions have already been done.
(h) For any airplane equipped with any Parts Installation
Service Information References MLG having a sliding tube installed that is (l) As of the effective date of this AD, no
(f) The term ‘‘service information,’’ as used identified with a S/N listed in the service person may install, on any airplane, any
in this AD, means Airbus All Operators Telex information: Within 500 flight cycles after sliding tube, or MLG shock absorber having
(AOT) A320–32A1273, Revision 01, dated the effective date of this AD, perform a
a sliding tube installed, if the sliding tube has
May 6, 2004; or the Accomplishment detailed inspection and an MPI of the MLG
a S/N identified in the service information,
Instructions of Airbus Service Bulletin A320– sliding tube for cracking in accordance with
unless the sliding tube has been inspected,
32A1273, Revision 02, including Appendix the service information. Repeat these
and any applicable corrective actions have
01, dated May 26, 2005. After the effective inspections thereafter at intervals not to
been done, in accordance with paragraph
date of this AD, only Airbus Service Bulletin exceed 2,500 flight cycles or 21 months,
(g)(2)(i), (h), or (i) of this AD.
A320–32A1273, Revision 02, may be used. whichever occurs earlier, until paragraph (i)
of this AD has been accomplished. If any Alternative Methods of Compliance (AMOCs)
Note 1: Airbus AOT A320–32A1273,
cracking is discovered during any inspection (m)(1) The Manager, International Branch,
Revision 01, and Airbus Service Bulletin
required by this paragraph, before further ANM–116, has the authority to approve
A320–32A1273, Revision 02, refer to
flight, replace the cracked sliding tube with
Messier-Dowty Service Bulletin 201–32–43, AMOCs for this AD, if requested using the
a new or serviceable sliding tube in
Revision 1, dated May 1, 2005; and Messier- procedures found in 14 CFR 39.19.
accordance with the service information.
Dowty Service Bulletin 200–32–286, (2) Before using any AMOC approved in
Replacing the MLG sliding tube with a
Revision 1, dated March 1, 2005, as accordance with § 39.19 on any airplane to
sliding tube having a S/N not listed in the
additional sources of service information for which the AMOC applies, notify the
service information terminates the repetitive
accomplishing the detailed inspections and appropriate principal inspector in the FAA
inspection requirements of this paragraph
magnetic particle inspections (MPI). Flight Standards Certificate Holding District
and paragraph (g)(2)(i)(A) of this AD for that
Office.
Restatement of Certain Requirements of AD sliding tube only.
2004–11–13 Related Information
Terminating Action
Serial Number (S/N) Identification (i) Within 41 months after the effective (n) French airworthiness directive F–2005–
date of this AD, replace all MLG shock 115, dated July 6, 2005, also addresses the
(g) For all airplanes: Within 30 days after subject of this AD.
June 23, 2004 (the effective date of AD 2004– absorbers equipped with sliding tubes having
11–13), do a one-time general visual S/Ns listed in the service information with Material Incorporated by Reference
inspection to determine the S/N of both MLG new or serviceable MLG shock absorbers
(o) You must use Airbus All Operators
sliding tubes, in accordance with the service equipped with sliding tubes having S/Ns not
Telex A320–32A1273, Revision 01, dated
information. Instead of inspecting the MLG listed in the service information, using a
May 6, 2004, and Airbus Service Bulletin
sliding tubes, reviewing the airplane method approved by either the Manager,
A320–32A1273, Revision 02, including
maintenance records is acceptable if the S/N International Branch, ANM–116, Transport
Appendix 01, dated May 26, 2005; as
of the MLG sliding tubes can be positively Airplane Directorate, FAA; or the DGAC (or
applicable; to perform the actions that are
determined from that review. its delegated agent). Airbus A318/A319/
required by this AD, unless the AD specifies
(1) If the S/N of the MLG sliding tube is A320/A321 AMM 32–11–13, page block 401,
otherwise.
not listed in the service information: No is one approved method. Replacing the MLG
(1) The Director of the Federal Register
further action is required by this paragraph shock absorbers in accordance with this
approved the incorporation by reference of
for that sliding tube. paragraph terminates all repetitive
Airbus Service Bulletin A320–32A1273,
(2) If the S/N of the MLG sliding tube is inspections required by this AD.
Revision 02, including Appendix 01, dated
listed in the service information: Do the May 26, 2005, in accordance with 5 U.S.C.
Submission of Cracked Parts Not Required
actions in paragraph (g)(2)(i) or (g)(2)(ii) of 552(a) and 1 CFR part 51.
this AD, as applicable. (j) The service information has instructions
to send any cracked part to Messier-Dowty. (2) On June 23, 2004 (69 FR 31867, June
(i) For any MLG not inspected before June 8, 2004), the Director of the Federal Register
23, 2004: Before further flight, do a detailed This AD does not include such a
requirement. approved the incorporation by reference of
inspection of the MLG for cracking in Airbus All Operators Telex A320–32A1273,
accordance with the service information. Reporting Requirement Revision 01, dated May 6, 2004.
(A) If no cracking is found in any MLG
(k) Prepare a report of any crack found (3) Contact Airbus, 1 Rond Point Maurice
sliding tube: Repeat the detailed inspection
during any inspection required by paragraph Bellonte, 31707 Blagnac Cedex, France, for a
thereafter at intervals not to exceed 10 days,
(g) or (h) of this AD. Submit the report to copy of this service information. You may
until the MLG replacement specified by
Airbus Customer Services, Engineering and review copies at the FAA, Transport Airplane
paragraph (g)(2)(i)(B), (h), or (i) of this AD has
Technical Support, Attention: M.Y. Quimiou, Directorate, 1601 Lind Avenue, SW., Renton,
been accomplished.
SEE33, fax +33+ (0) 5.6193.32.73, at the Washington; or at the National Archives and
(B) If any cracking is found in any MLG
applicable time specified in paragraph (k)(1) Records Administration (NARA). For
sliding tube: Before further flight replace the
or (k)(2) of this AD. The report must include information on the availability of this
part with a new or serviceable part in
accordance with a method approved by the MLG sliding tube P/N and S/N, date of material at NARA, call 202–741–6030, or go
either the FAA or the Direction Generale de inspection, a description of any cracking to: http://www.archives.gov/federal-register/
l’Aviation Civile (DGAC) (or its delegated found, the airplane serial number, and the cfr/ibr-locations.html.
agent). Chapter 32 of the Airbus A318/A319/ number of flight cycles on the MLG at the Issued in Renton, Washington, on May 15,
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A320/A321 Aircraft Maintenance Manual time of inspection. Under the provisions of 2007.
(AMM) is one approved method. Installing an the Paperwork Reduction Act of 1980 (44 Ali Bahrami,
MLG sliding tube having an S/N that is not U.S.C. 3501 et seq.), the Office of
Management and Budget (OMB) has Manager, Transport Airplane Directorate,
listed in the service information terminates
approved the information collection Aircraft Certification Service.
the repetitive inspections required by
paragraph (h) of this AD for that MLG sliding requirements contained in this AD and has [FR Doc. E7–10025 Filed 5–24–07; 8:45 am]
tube only. assigned OMB Control Number 2120–0056. BILLING CODE 4910–13–P

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