Good decision-making and risk management practices can help prevent accidents
The problem
Although few pilots knowingly accept severe risks, accidents can also result when several risks of marginal severity are not identified or are ineffectively managed by the pilot and compound into a dangerous situation. Accidents also result when the pilot does not accurately perceive situations that involve high levels of risk.
Ineffective risk management or poor aeronautical decision-making can be associated with almost any type of fatal accident across all general aviation (GA) sectors.
Similar Posts
Small Plane Crashes near Adirondack Regional Airport; 4 Killed
A Piper PA-46 aircraft crashed shortly after taking off from Adirondack Regional Airport in Saranac Lake, New York, on August 7th.
Authorities said the single-engine plane had arrived from Rochester worldwide Airport and was flying back there when it went down.
Four people were killed in the crash. They were identified as Raymond Shortino, 67, his wife Sharon Shortino, 66, and their friends Harvey Stoler, 68, and Sharon Stoler, 68.
The FAA and the NTSB are investigating.
ICAO Press Release: Safety Conference
FOR IMMEDIATE RELEASE
STRONG CONSENSUS REACHED AT ICAO SAFETY CONFERENCE ON WAYS TO REDUCE ACCIDENTS
MONTREAL, 1 April 2010 – A High-Level Safety Conference which concluded today established a strong mandate for the International Civil Aviation Organization (ICAO) to create a strategy to further reduce the global accident rate, through the sharing of safety-related information among Member States and the air transport industry.
More than 600 participants at the four-day event, attended by Ministers and Directors General of Civil Aviation from 150 Member countries as well as industry representatives, recommended that ICAO create a global safety information exchange to enable analysis of key safety indicators. This will guide future strategic decisions related to the evolution of today’s air transportation system. The Conference called upon ICAO to facilitate the collection, analysis and dissemination of safety information provided by States and industry partners, throughout the international aviation community.
The Conference further recommended that ICAO develop processes to give the general public access to relevant safety information, thereby allowing them to make an informed decision about the safety of air transportation and to further ensure that such information is used solely to improve aviation safety and not for retribution or the purpose of gaining economic advantage.
“We have traditionally focused our efforts on accident reports as a means to improve safety. This new approach will help us to better identify and deal with safety threats before they result in accidents”, said Roberto Kobeh González, President of the Council of ICAO.
“Regulators and industry must come to manage safety-critical information in the same way that they view accidents. Both must become triggers for action in preventing accidents,” he added.
On Tuesday, ICAO, the Federal Aviation Administration of the United States (FAA), the Commission of the European Union (EC) and the International Air Transport Association (IATA) signed a Declaration of Intent on the development of a global safety information exchange agreement.
In the months to come, the parties will establish an operational framework for the information exchange. It will address technical, confidentiality, legal and policy implications, as well as the relevance and timing of information collected.
“ICAO has long promoted the concept of information sharing on a global scale so as to connect the various databases of regulators and industry. The recommendation from the Conference and the Declaration of Intent represent a breakthrough in achieving our objective of better utilizing data to reduce the accident rate globally and in specific regions and States around the world,” Mr. Kobeh emphasized.
On the question of black boxes, the Conference recommended that ICAO look into technical enhancements that would improve the ability to locate and recover the units, such as longer time periods for signals, better resistance to crashes and floatability.
“While the electronic transmission of information during flights is progressively improving, black boxes will remain absolutely indispensable for years to come as the primary source of technical data in cases of accidents or incidents,” Mr. Kobeh said.
The Conference also called on States and industry to ensure improved communication and surveillance of flights over oceanic and remote areas through the use of all available technologies.
Reaffirming the fundamental mission of ICAO to ensure the safety of international civil aviation, the Conference endorsed the creation of a new Annex to the Convention on International Civil Aviation, one dedicated exclusively to safety management principles.
Recommendations from the Conference will be submitted to the Council of ICAO for consideration in the coming weeks.
– END –
PIO.04.10.ENGLISH PIO.04.10.FRENCH PIO.04.10.SPANISH PIO.04.10.RUSSIAN PIO.04.10.ARABIC PIO.04.10.CHINESE
Posted in Uncategorized. Comments Off
Sharing of Information highlight of second day of Safety Conference
March 30, 2010 — oacicomm
On the second day of the High-level safety Conference, the more than 600 participants from some 150 ICAO Member States and industry unequivocally endorsed the twin concepts of transparency and sharing of safety-related information among States and with major stakeholders within the global aviation community, as well as with the general public.
There was agreement that ICAO should be the body charged with coordinating the integration of the safety information provided by the international community as well as for the dissemination of safety intelligence. To that end, ICAO would convene a group of experts to define and harmonize safety metrics, associated data requirements and analysis processes.
ICAO would also develop a code of conduct on the sharing of safety information, so as to ensure that such information is used solely to improve aviation safety and not for retribution or the purpose of gaining economic advantage.
Processes would be developed to provide the general public with access to relevant safety information which would allow them to make an informed decision about the safety of air transportation.
Recommendations on these and other items will be reviewed and approved on the final day of the Conference, Thursday, 1 April. Recommendations will subsequently be submitted to the ICAO Council for consideration in the coming weeks.
Earlier in the Conference, in line with the discussions on the sharing of information as a means to improve aviation safety levels around the world, ICAO and three other State and industry parties signed a Declaration of Intent on the Development of a Global Safety Information Exchange Agreement: the Federal Aviation Administration of the United States (FAA); the Commission of the European Union (EC); and the International Air Transport Association (IATA).
In the weeks to come, representatives of the signatories will produce a work plan incorporating the following activities and concepts: identification of the safety information gathered by the Participants that would be most relevant to the enhancement of risk reduction activities; identification of the legal or policy constraints, if any, on the ability of Participants to share this information among the parties and development of mechanisms to overcome these constraints; identification of the appropriate timing of that information sharing; development of an efficient mechanism to ensure that this information is used to generate safety intelligence and identify critical safety trends in a timely fashion; development of policies and procedures to safeguard proprietary, confidentially submitted, and/or personal information in line with relevant applicable privacy laws, data sharing policies and regulations standardization of aspects of the audit metrics, data taxonomies etc, to maximize effective utilization of the safety information gathered in this process; and determination of how to disseminate this information globally as appropriate.
Tomorrow the conference will discuss the creation of a new Annex to the Convention on International Civil Aviation, one dedicated to safety processes.
Aviation Safety Action Program
Because of management issues, labor vs management issues, and the question of how much protection should pilots/crew have when they make a mistake, a number of big carriers have dropped the Aviation Safety Action Program. THe official goal of the Aviation Safety Action Program (ASAP) is “to enhance aviation safety through the prevention of accidents and incidents. Its focus is to encourage voluntary reporting of safety issues and events that come to the attention of employees of certain certificate holders.”
But pilots are being punished for their honesty.
The program that is being dropped allows pilots and other airline workers to report mistakes they’ve made and safety issues.
This enables carriers to spot trends before they become safety issues.
So..why have Delta, American, U. S. Airways and Com Air dropped the program?
Should we even FLY these carriers if they are not following ASAP?
DOT: Airworthiness Directives; Airbus Model A330-300, A340-200, A340-300
[Federal Register: March 26, 2009 (Volume 74, Number 57)]
[Proposed Rules]
[Page 13148-13152]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr26mr09-30]
———————————————————————–
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2009-0264; Directorate Identifier 2008-NM-174-AD]
RIN 2120-AA64
Airworthiness Directives; Airbus Model A330-300, A340-200, and
A340-300 Series Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
———————————————————————–
SUMMARY: We propose to adopt a new airworthiness directive (AD) for the
products listed above. This proposed AD results from mandatory
continuing airworthiness information (MCAI)
[[Page 13149]]
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:
One Long Range operator experienced a failure of one spoiler
servo-control, associated with surface deflection in flight and
hydraulic leak. On ground, this servo-control Part Number (P/N)
MZ4306000-02X was found with the maintenance cover broken.
Investigations showed that the rupture of the maintenance cover was
due to pressure pulse fatigue.
* * * The rupture of the maintenance cover in flight may result
in the deflection of the associated spoiler surface up to the null-
hinge position (loss of the hydraulic locking). It may also result
in the loss of the associated hydraulic system (external leakage).
In the worst case, the three hydraulic systems may be affected,
which constitutes an unsafe condition.
* * * * *
Loss of the three hydraulic systems could result in reduced
controllability of the airplane. The proposed AD would require actions
that are intended to address the unsafe condition described in the
MCAI.
DATES: We must receive comments on this proposed AD by April 27, 2009.
ADDRESSES: You may send comments by any of the following methods:
Federal eRulemaking Portal: Go to http://
www.regulations.gov. Follow the instructions for submitting comments.
Fax: (202) 493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590.
Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-40, 1200 New
Jersey Avenue, SE., Washington, DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
For service information identified in this proposed AD, contact
Airbus SAS–Airworthiness Office–EAL, 1 Rond Point Maurice Bellonte,
31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; fax +33 5 61
93 45 80, e-mail airworthiness.A330-A340@airbus.com; Internet http://
www.airbus.com. You may review copies of the referenced 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 or 425-227-1152.
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 this proposed AD, 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.
FOR FURTHER INFORMATION CONTACT: Vladimir Ulyanov, Aerospace Engineer,
International Branch, ANM-116, Transport Airplane Directorate, FAA,
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425)
227-1138; fax (425) 227-1149.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include “Docket No. FAA-2009-0264;
Directorate Identifier 2008-NM-174-AD” at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this proposed AD. We
will consider all comments received by the closing date and may amend
this proposed AD based on those comments.
We will post all comments we receive, without change, to http://
www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.
Discussion
The European Aviation Safety Agency (EASA), which is the Technical
Agent for the Member States of the European Community, has issued EASA
Airworthiness Directive 2008-0160, dated August 22, 2008 (referred to
after this as “the MCAI”), to correct an unsafe condition for the
specified products. The MCAI states:
One Long Range operator experienced a failure of one spoiler
servo-control, associated with surface deflection in flight and
hydraulic leak. On ground, this servo-control Part Number (P/N)
MZ4306000-02X was found with the maintenance cover broken.
Investigations showed that the rupture of the maintenance cover was
due to pressure pulse fatigue.
The maintenance cover allows switching the servo-control from
“Operational” to “Maintenance” modes. The same cover is
installed on all standard MZ spoiler servo-controls except on P/N
MZ4339390-12 and MZ4306000-12, which have a reinforced maintenance
cover. The rupture of the maintenance cover in flight may result in
the deflection of the associated spoiler surface up to the null-
hinge position (loss of the hydraulic locking). It may also result
in the loss of the associated hydraulic system (external leakage).
In the worst case, the three hydraulic systems may be affected,
which constitutes an unsafe condition.
For the reasons described above, this EASA AD requires the
identification and the modification of all standard MZ spoiler
servo-controls with initial maintenance cover (P/N MZ4339390-01X, –
02X, -10X for position 1 and P/N MZ4306000-01X, 02X, -10X for
positions 2 to 6) into standard MZ servo-controls with reinforced
maintenance cover (P/N MZ4339390-12 for position 1 and P/N
MZ4306000-12 for positions 2 to 6).
Loss of the three hydraulic systems could result in reduced
controllability of the airplane. You may obtain further information by
examining the MCAI in the AD docket.
Relevant Service Information
Airbus has issued the service information described in the
following table. The actions described in this service information are
intended to correct the unsafe condition identified in the MCAI.
Service Information
————————————————————————
Service Bulletin Revision level Date
————————————————————————
Airbus Mandatory Service 01……………. July 25, 2008.
Bulletin A330-27A3154.
Airbus Service Bulletin A330-27- 02……………. March 2, 2007.
3110.
Airbus Mandatory Service 01……………. July 25, 2008.
Bulletin A340-27A4154.
Airbus Service Bulletin A340-27- 01……………. March 2, 2007.
4115.
————————————————————————
[[Page 13150]]
FAA’s Determination and Requirements of This Proposed AD
This product has been approved by the aviation authority of another
country, and is approved for operation in the United States. Pursuant
to our bilateral agreement with the State of Design Authority, we have
been notified of the unsafe condition described in the MCAI and service
information referenced above. We are proposing this AD because we
evaluated all pertinent information and determined an unsafe condition
exists and is likely to exist or develop on other products of the same
type design.
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 proposed different actions in this AD from those
in the MCAI in order to follow FAA policies. Any such differences are
highlighted in a NOTE within the proposed AD.
Costs of Compliance
Based on the service information, we estimate that this proposed AD
would affect 16 products of U.S. registry. We also estimate that it
would take between 1 work-hour per product to comply with the basic
requirements of this proposed AD. The average labor rate is $80 per
work-hour. Based on these figures, we estimate the cost of the proposed
AD on U.S. operators to be $1,280, or $80 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 proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would 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 proposed
regulation:
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 proposed AD and placed it in the AD docket.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 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.
Sec. 39.13 [Amended]
2. The FAA amends Sec. 39.13 by adding the following new AD:
Airbus: Docket No. FAA-2009-0264; Directorate Identifier 2008-NM-
174-AD.
Comments Due Date
(a) We must receive comments by April 27, 2009.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Airbus Model A330-300, A340-200, and
A340-300 series airplanes; certificated in any category, except
those identified in paragraph (c)(1) and (c)(2) of this AD.
(1) Airbus Model A330-301, -302, -303, -321, -322, -323, -341, –
342, and -343 airplanes, manufacturer serial numbers (MSNs) up to
and including MSN 588, except those on which Airbus Service Bulletin
A330-27-3110 has been embodied in service.
(2) Airbus Model A340-211, -212, -213, -311, -312, and -313
airplanes, MSNs up to and including MSN 598, except those on which
Airbus Service Bulletin A340-27-4115 has been embodied in service.
Subject
(d) Air Transport Association (ATA) of America Code 27: Flight
controls.
Reason
(e) The mandatory continuing airworthiness information (MCAI)
states:
One Long Range operator experienced a failure of one spoiler
servo-control, associated with surface deflection in flight and
hydraulic leak. On ground, this servo-control Part Number (P/N)
MZ4306000-02X was found with the maintenance cover broken.
Investigations showed that the rupture of the maintenance cover was
due to pressure pulse fatigue.
The maintenance cover allows switching the servo-control from
“Operational” to “Maintenance” modes. The same cover is
installed on all standard MZ spoiler servo-controls except on P/N
MZ4339390-12 and MZ4306000-12, which have a reinforced maintenance
cover. The rupture of the maintenance cover in flight may result in
the deflection of the associated spoiler surface up to the null-
hinge position (loss of the hydraulic locking). It may also result
in the loss of the associated hydraulic system (external leakage).
In the worst case, the three hydraulic systems may be affected,
which constitutes an unsafe condition.
For the reasons described above, this EASA AD requires the
identification and the modification of all standard MZ spoiler
servo-controls with initial maintenance cover (P/N MZ4339390-01X, –
02X, -10X for position 1 and P/N MZ4306000-01X, 02X, -10X for
positions 2 to 6) into standard MZ servo-controls with reinforced
maintenance cover (P/N MZ4339390-12 for position 1 and P/N
MZ4306000-12 for positions 2 to 6).
Loss of the three hydraulic systems could result in reduced
controllability of the airplane.
Actions and Compliance
(f) Unless already done, do the following actions.
(1) For airplanes that have accumulated more than 8,500 total
flight cycles since first flight as of the effective date of this
AD: Do the actions required by paragraphs (f)(1)(i) and (f)(1)(ii)
of this AD, as applicable.
(i) Within 3 months after the effective date of this AD:
Identify the part number of spoiler servo-controls installed on the
airplane at all positions in order to determine the number of
affected hydraulic circuits in accordance with the Accomplishment
Instructions of Airbus Mandatory Service Bulletin A330-27A3154,
Revision 01; or Airbus Mandatory Service Bulletin A340-27A4154,
Revision 01; both dated July 25, 2008, as applicable. If there is no
spoiler servo-control installed with a part number
[[Page 13151]]
identified in Table 1 of this AD, no further action is required by
this paragraph.
(ii) If there is any spoiler servo-control installed with a part
number identified in Table 1 of this AD, do all applicable actions
required by paragraph (f)(2), (f)(3), or (f)(4) of this AD.
Table 1–Spoiler Servo-Control Part Numbers
————————————————————————
Position 1 Positions 2 through 6
————————————————————————
MZ4339390-01X……………………….. MZ4306000-01X.
MZ4339390-02X……………………….. MZ4306000-02X.
MZ4339390-10X……………………….. MZ4306000-10X.
————————————————————————
(2) If three affected hydraulic circuits are identified during
the inspection required by paragraph (f)(1) of this AD, do the
actions required by paragraphs (f)(2)(i), (f)(2)(ii), and
(f)(2)(iii) of this AD, at the time specified.
(i) Before the accumulation of 10,400 total flight cycles since
first flight, or within 3 months after accomplishing the
requirements of paragraph (f)(1)(i) of this AD, whichever occurs
later: Modify the affected spoiler servo-controls on one hydraulic
circuit in accordance with the Accomplishment Instructions of Airbus
Service Bulletin A330-27-3110, Revision 02; or Airbus Service
Bulletin A340-27-4115, Revision 01; both dated March 2, 2007, as
applicable.
(ii) Before the accumulation of 10,800 total flight cycles since
first flight, or within 6 months after accomplishing the
requirements in paragraph (f)(1)(i) of this AD, whichever occurs
later: Modify the affected spoiler servo-controls on the second
hydraulic circuit in accordance with the Accomplishment Instructions
of Airbus Service Bulletin A330-27-3110, Revision 02; or Airbus
Service Bulletin A340-27-4115, Revision 01; both dated March 2,
2007, as applicable.
(iii) Within 18 months after the effective date of this AD:
Modify the remaining affected spoiler servo-controls in accordance
with the Accomplishment Instructions of Airbus Service Bulletin
A330-27-3110, Revision 02; or Airbus Service Bulletin A340-27-4115,
Revision 01; both dated March 2, 2007, as applicable.
(3) If two affected hydraulic circuits are identified during the
inspection required by paragraph (f)(1) of this AD, do the actions
required by paragraphs (f)(3)(i) and (f)(3)(ii) of this AD, at the
time specified:
(i) Before the accumulation of 10,800 total flight cycles since
first flight, or within 6 months after accomplishing the
requirements in paragraph (f)(1)(i) of this AD, whichever occurs
later: Modify the affected spoiler servo-controls on one hydraulic
circuit in accordance with the Accomplishment Instructions of Airbus
Service Bulletin A330-27-3110, Revision 02; or Airbus Service
Bulletin A340-27-4115, Revision 01; both dated March 2, 2007, as
applicable.
(ii) Within 18 months after the effective date of this AD:
Modify the remaining affected spoiler servo-controls in accordance
with the Accomplishment Instructions of Airbus Service Bulletin
A330-27-3110, Revision 02; or Airbus Service Bulletin A340-27-4115,
Revision 01; both dated March 2, 2007, as applicable.
(4) If one affected hydraulic circuit is identified during the
inspection required by paragraph (f)(1) of this AD: Within 18 months
after the effective date of this AD, modify the affected spoiler
servo-controls in accordance with the Accomplishment Instructions of
Airbus Service Bulletin A330-27-3110, Revision 02; or Airbus Service
Bulletin A340-27-4115, Revision 01; both dated March 2, 2007, as
applicable.
(5) For airplanes that have accumulated less than or equal to
8,500 total flight cycles since first flight as of the effective
date of this AD: Do the actions required by paragraphs (f)(5)(i) and
(f)(5)(ii) of this AD, as applicable.
(i) Within 9 months after the effective date of this AD: Do the
actions specified in paragraph (f)(1)(i) of this AD. If there is no
spoiler servo-control installed with a part number identified in
Table 1 of this AD, no further action is required by this paragraph.
(ii) If there is any spoiler servo-control installed with a part
number identified in Table 1 of this AD: Within 18 months after the
effective date of this AD, modify all the affected spoiler servo-
controls in accordance with the Accomplishment Instructions of
Airbus Service Bulletin A330-27-3110, Revision 02; or Airbus Service
Bulletin A340-27-4115, Revision 01; both dated March 2, 2007, as
applicable.
(6) As of the effective date of this AD, no person may install
any spoiler servo-control with a part number identified in Table 1
of this AD on any aircraft as a replacement part, unless the part
has been modified in accordance with the Accomplishment Instructions
of Airbus Service Bulletin A330-27-3110, Revision 02; or Airbus
Service Bulletin A340-27-4115, Revision 01; both dated March 2,
2007, as applicable.
(7) Actions accomplished before the effective date of this AD in
accordance with the service bulletins specified in Table 2 of this
AD are considered acceptable for compliance with the corresponding
requirements of this AD.
Table 2–Credit Service Information
————————————————————————
Service Bulletin Revision level Date
————————————————————————
Airbus Service Bulletin A330-27- Original………. November 28, 2003.
3110.
Airbus Service Bulletin A330-27- 01……………. March 26, 2004.
3110.
Airbus Service Bulletin A340-27- Original………. November 28, 2003.
4115.
————————————————————————
FAA AD Differences
Note 1: 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:
Vladimir Ulyanov, Aerospace Engineer, International Branch, ANM-116,
Transport Airplane Directorate, FAA, 1601 Lind Avenue, SW., Renton,
Washington 98057-3356; telephone (425) 227-1138; 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.
(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, 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 European Aviation Safety Agency Airworthiness
Directive 2008-0160, dated August 22, 2008, and the service
bulletins specified in Table 3 of this AD, for related information.
Table 3–Service Information
—————————————————————————————————————-
Revision
Service Bulletin level Date
—————————————————————————————————————-
Airbus Mandatory Service Bulletin A330-27A3154. 01 July 25, 2008.
[[Page 13152]]
Airbus Service Bulletin A330-27-3110……….. 02 March 2, 2007.
Airbus Mandatory Service Bulletin A340-27A4154. 01 July 25, 2008.
Airbus Service Bulletin A340-27-4115……….. 01 March 2, 2007.
—————————————————————————————————————-
Issued in Renton, Washington, on March 18, 2009.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E9-6734 Filed 3-25-09; 8:45 am]
BILLING CODE 4910-13-P
Air Safety | Brazil | Crash
8 Dead in New Crash
Officials of Reali were not immediately available for comment on the crash of the Learjet 35 on Sunday. It was raining at the time, but not badly; the cause of the crash is unknown.
The private jet can carry up to 10 passengers. The first three victims identified were not passengers.