[Federal Register Volume 87, Number 39 (Monday, February 28, 2022)]
[Rules and Regulations]
[Pages 10958-10964]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2022-04146]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2020-0345; Product Identifier 2019-NM-154-AD; Amendment 
39-21951; AD 2022-04-09]
RIN 2120-AA64


Airworthiness Directives; AVOX System Inc. (Formerly Scott 
Aviation) Oxygen Cylinder and Valve Assemblies and Oxygen Valve 
Assemblies

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for 
certain AVOX System Inc. (formerly Scott Aviation) oxygen cylinder and 
valve assemblies, and oxygen valve assemblies, installed on but not 
limited to various transport airplanes. This AD was prompted by reports 
of cylinder and valve assemblies having oxygen leakage from the valve 
assembly vent hole, caused by the absence of a guide that maintains 
appropriate spacing between certain parts. This AD requires an 
inspection of the oxygen valve assemblies, and oxygen cylinder and 
valve assemblies, to determine the serial number of the valve, 
cylinder, and entire assembly. For assemblies and parts with certain 
serial numbers, this AD requires a detailed inspection for correct 
spacing of the gap between the bottom of the packing retainer and top 
of the valve body on the assemblies, and replacement of assemblies 
having unacceptable gaps. The FAA is issuing this AD to address the 
unsafe condition on these products.

DATES: This AD is effective April 4, 2022.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in this AD as of April 4, 
2022.

ADDRESSES: For service information identified in this final rule, 
contact AVOX Systems Inc., 225 Erie Street, Lancaster, NY 14086; 
telephone 716-683-5100; internet https://www.safranaerosystems.com. You 
may view this service information 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. It is also available at https://www.regulations.gov 
by searching for and locating Docket No. FAA-2020-0345.

Examining the AD Docket

    You may examine the AD docket at https://www.regulations.gov by 
searching for and locating Docket No. FAA-2020-0345; or in person at 
Docket Operations between 9 a.m. and 5 p.m., Monday through Friday, 
except Federal holidays. The AD docket contains this final rule, any 
comments received, and other information. The address for Docket 
Operations is U.S. Department of Transportation, Docket Operations, M-
30, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue 
SE, Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: Elizabeth Dowling, Aerospace Engineer, 
Mechanical Systems and Administrative Services Section, FAA, New York 
ACO Branch, 1600 Stewart Avenue, Suite 410, Westbury, NY 11590; 
telephone 516-228-7300; email [email protected].

SUPPLEMENTARY INFORMATION:

Background

    The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 
CFR part 39 by adding an AD that would apply to certain AVOX System 
Inc. (formerly Scott Aviation) oxygen cylinder and valve assemblies, 
and oxygen valve assemblies, installed on but not limited to various 
transport airplanes. The NPRM published in the Federal Register on May 
1, 2020 (85 FR 25353). The NPRM was prompted by reports of cylinder and 
valve assemblies having oxygen leakage from the valve assembly vent 
hole, caused by the absence of a guide that maintains appropriate 
spacing between certain parts. In the NPRM, the FAA proposed to require 
an inspection of the oxygen valve assemblies, and oxygen cylinder and 
valve assemblies, to determine the serial number of the valve, 
cylinder, and entire assembly. For assemblies and parts with certain 
serial numbers, the NPRM proposed to require a detailed inspection for 
correct spacing of the gap between the bottom of the packing retainer 
and top of the valve body on the assemblies, and replacement of 
assemblies having unacceptable gaps (removing affected assemblies and 
installing serviceable assemblies). The NPRM also proposed to require 
reporting and returning of affected parts to the manufacturer. The FAA 
is issuing this AD to address oxygen leakage from the cylinder, which 
could result in decreased or insufficient oxygen supply during a 
depressurization event; and heating or flow friction, which could cause 
an ignition event in the valve assembly.

Discussion of Final Airworthiness Directive

Comments

    The FAA received comments from one commenter, Air Line Pilots 
Association, International (ALPA), who supported the NPRM without 
change.
    The FAA received additional comments from five commenters, 
including American Airlines (AAL), Delta Air Lines (DAL), FedEx Express 
(FedEx), United Airlines (UAL), and an individual. The following 
presents the comments received on the NPRM and the FAA's response to 
each comment.

Request To Revise Applicability

    AAL and UAL suggested revising the applicability statement to 
include more aircraft manufacturers and models. AAL suggested adding 
all airplane models that affected assemblies could be installed on, in 
particular, Boeing Model 737-NG (Next Generation models are 737-600, -
700, -700C, -800, -900, and -900ER series), 737-MAX, 777-200, and 777-
300 series airplanes. UAL also suggested adding Model 737-NG airplanes. 
AAL stated that the applicability statement as proposed in the NPRM 
could mislead operators into believing that the AD would apply only to 
the airplanes identified in paragraphs (c)(1) through (12) of the AD. 
UAL believed the suggested change will be beneficial and assist 
operators in determining if their fleets are affected.

[[Page 10959]]

    The FAA disagrees with the commenters' request. The FAA does not 
have a comprehensive list of all possible affected aircraft. To address 
the incomplete list, paragraph (c) of this AD identifies specific 
airplane models in paragraph (c) of this AD, but also notes that the 
assemblies are ``not limited to.'' The FAA has not changed the AD in 
this regard.

Request To Revise Compliance Time for Parts

    AAL stated that the 60-day compliance time should apply only to 
valve assemblies that are installed on the aircraft and not ones in 
stock. AAL believes the unsafe condition only exists when an assembly 
is installed on an airplane, and for those assemblies that are not 
installed on an airplane, the proposed requirements in paragraph (k) of 
the proposed AD would ensure that the unsafe condition is addressed 
before that assembly is installed on an aircraft.
    The FAA disagrees with the request to revise the compliance time. 
The FAA agrees that an affected spare part that is uninstalled and 
stored off an aircraft would not cause an unsafe condition on an 
aircraft. The 60-day compliance time applies to parts already installed 
on an aircraft, and paragraph (k) requires that action to be done on 
affected spare parts before installation, which could result in a spare 
part being inspected before the 60-day compliance time. In developing 
the compliance time for this AD, the FAA considered the urgency 
associated with the subject unsafe condition and the availability of 
required parts. The FAA determined that the 60-day compliance time for 
parts already installed on an aircraft is appropriate for accomplishing 
the actions required by this AD while maintaining an adequate level of 
safety. The FAA has not changed this AD in this regard.

Request To Remove Inspection for Serial Numbers or Include Only Valve 
P/Ns

    AAL requested that the inspection to verify the serial number of 
the oxygen cylinder and entire assembly not be required. DAL requested 
that paragraphs (c), (h), (i), and (k) of the proposed AD be revised to 
remove reference to cylinder part numbers (P/Ns) and apply only to 
valve assembly P/Ns. AAL stated that it reviewed the service 
information and it seems that the defective part is only the valve 
assembly or ``hand valve.'' DAL also reasoned that the unsafe condition 
applies only to the valve assembly and not the cylinder. AAL then 
reasoned that the inspection to verify the serial number should apply 
only to the valve assembly or ``hand valve.'' AAL also stated that 
paragraph (i) of the proposed AD also seems to require the actions of 
paragraph (h)(1) through (3) of the proposed AD if a serial number of a 
cylinder was affected and a valve assembly not affected, even though it 
seems that it should not require those actions.
    The FAA disagrees with the request. The parts of the oxygen 
cylinder and valve assemblies are interrelated, and valves from matched 
sets could have fit-up issues between parts or be mixed up or swapped 
during maintenance operations. The serial number inspection as proposed 
would address this interchangeability. The valve and cylinder that are 
part of those assemblies must also be inspected to address the unsafe 
condition, not just the assemblies themselves. Therefore, the FAA 
specifies to inspect the oxygen valve assemblies, and oxygen cylinder 
and valve assemblies, to determine the serial number of the valve, 
cylinder, and entire assembly. The FAA has not changed this AD in this 
regard.

Request To Clarify Which Components Need To Be Identified

    UAL requested a change to the wording of which components need the 
serial number inspection. UAL stated that the statement in paragraph 
(h) of the proposed AD can be misconstrued as requiring that each of 
the three components (valve, cylinder, and entire assembly) be 
inspected individually for suspect serial numbers. UAL inferred that 
the intention is to inspect for the serial number of the entire 
cylinder and valve assembly, and not the individual components. UAL 
also stated that, for new oxygen cylinder assemblies from AVOX, there 
are individual placards that itemize the P/N and serial number for each 
component, and that for some cylinder assemblies, the serialization of 
the entire cylinder and valve assembly is nearly identical in format to 
the serialization of sub-component valve assemblies, which could lead 
to inaccurate reporting of results. The FAA infers that UAL suggested 
that the relevant numbers on the placards could be confused with other 
numbers.
    The FAA disagrees. Each part and assembly stated in paragraph (h) 
of this AD are interrelated and must be inspected. The valve and 
cylinder components that are part of those assemblies must also be 
inspected for serial numbers, not just the assemblies themselves. If 
the serial number markings are unclear or missing, the service 
information contains information on identifying the parts and part 
assemblies. The FAA has not changed this AD in this regard.

Request To Revise Conditions for Gap Inspection and Related Actions

    AAL and DAL requested changes to address concerns about what 
actions are required if a part is missing a blue dot. DAL stated that 
it seems best to prohibit all affected serial numbers to avoid a case 
where an inspected and marked part is installed, but the blue dot 
fades. AAL pointed to paragraph (i) of the proposed AD that would 
clarify that only the affected serial numbers of the valve assembly 
would need additional work, and, for valve assemblies marked with a 
blue dot, a detailed inspection for correct spacing of the gap between 
the bottom of the packing retainer and top of the valve body would not 
be required. AAL stated that, as written, the proposed AD seems to 
suggest that an inspection of the gap would be required regardless of 
the presence of a blue dot.
    The FAA disagrees with the request. The service information 
specifies that if there is a doubt on the condition of a part, such as 
missing serial numbers or a blue dot not definitively identified, then 
the follow-on inspections are required to ensure that no discrepant or 
affected part is missed. Paragraph (k) of this AD prohibits 
installation of assemblies with affected serial numbers unless the 
actions of paragraph (i) of this AD are accomplished. The FAA has not 
changed this AD in this regard.

Request To Remove Inspection Report Requirement

    DAL requested that the compliance times for the inspection report 
be removed from paragraph (j)(1) of the proposed NPRM, and if not, the 
inspection report itself be removed. AAL requested removing the 
proposed requirement to submit an inspection report after accomplishing 
the requirements (i.e., gap inspection) of paragraph (i) of the 
proposed AD. FedEx stated reporting should not be required for units 
that pass the inspection, and that sending units that failed the 
inspection to the vendor should be sufficient for reporting those 
failures. FedEx noted that any reporting requirements should consider 
the difficulties in reporting findings in a short period of time and 
noted that the inspector might not have access to the internet, email, 
and a device capable of printing and scanning. FedEx opined that its 
proposal would maintain accurate reporting and accommodate the 
realities of a global workplace. AAL and DAL stated that the reporting 
seems unnecessary and does not contribute to any additional level of 
safety. AAL

[[Page 10960]]

added that the NPRM would give operators the responsibility of ensuring 
that any affected part is returned to the manufacturer, and asserted 
that an equivalent level of safety would be maintained even if the 
reporting is not accomplished. DAL reasoned that if a cylinder valve 
assembly is unacceptable, it would be in the operator's best interest 
to report that finding to AVOX anyways so that it can receive a 
replacement assembly.
    The FAA disagrees. In this case, the inspection results need to be 
reported to assist in tracking affected parts that are in circulation. 
In addition, reporting all findings gives assurance that an inspection 
was performed on an assembly with a given serial number. The FAA has 
not changed this AD in this regard.

Request To Remove Compliance Time for Returning Parts

    AAL, DAL, and UAL requested revising paragraph (j)(2) of the 
proposed AD to remove a compliance time for returning discrepant parts 
to the manufacturer. AAL stated that a compliance time would not 
contribute to the level of safety. AAL also stated that all discrepant 
assemblies would be returned in a timely manner that is sufficient to 
the operator. DAL stated that it would be an unnecessary burden on 
operators to wait for AVOX's response before sending an unacceptable or 
discrepant part back within the compliance time in exchange for a free-
of-charge replacement. DAL also stated that it would also be in the 
operator's best interest to send in the assembly so that it can qualify 
for a free-of-charge replacement if AVOX determines the part is 
unacceptable or discrepant. UAL stated it also believes the instruction 
to contact AVOX for shipping instructions could impede compliance with 
the 30-day limit to ship discrepant parts back to AVOX. UAL also stated 
that it wants to know how, for accurate AD-compliance reporting, it 
would be determined that a part is being shipped back as a result of 
this finding from AD-required inspections, or as a result of other, 
normal repair order processes.
    The FAA agrees to clarify. Paragraph (j)(2) of this AD requires 
returning the assembly to the manufacturer in accordance with paragraph 
3.D.(2) or 3.D.(3), as applicable, of the applicable service 
information. However, the service information does not include 
instructions to wait for a response from AVOX before returning the 
part. In addition, the FAA has revised paragraph (j)(2) of this AD to 
clarify that contacting AVOX for shipping instructions in not required. 
AVOX is tracking parts that are returned to it during accomplishment of 
the AD for data collection or analysis of manufacturing issues, and 
AVOX is also re-conditioning parts where possible. The FAA determined 
that having a 30-day compliance time for returning the part after an 
inspection finding is appropriate for this AD. However, under the 
provisions of paragraph (m) of this AD, an operator may request an 
approval of an alternative method of compliance (AMOC). The FAA has not 
changed this AD in this regard.

Request To Allow Later Revisions of Service Information

    AAL requested that all the references to the AVOX service 
information be revised to allow use of subsequent revisions. AAL 
reasoned that this revision would reduce the number of AMOC requests 
each time a referenced service bulletin is revised.
    The FAA disagrees. In an AD, the FAA may not refer to any document 
that does not yet exist. In general terms, the FAA is required by the 
Office of the Federal Register (OFR) regulations for approval of 
materials incorporated by reference, as specified in 1 CFR 51.1(f), to 
either publish the service document contents as part of the actual AD 
language; or submit the service document to the OFR for approval as 
referenced material, in which case the FAA may only refer to such 
material in the text of an AD. The AD may refer to the service document 
only if the OFR approved it for incorporation by reference. See 1 CFR 
part 51. The FAA disagrees with revising the AD to include specific 
airplane models based on the corresponding service information because 
the agency does not have a comprehensive list of the applicable 
aircraft to which specific AVOX service information could apply. The 
FAA has not changed this AD in this regard.

Request To Clarify AD Applicability With Reference to Service 
Information

    A commenter requested clarifying paragraph (c) of the proposed AD 
by including reference to the service information that was identified 
in paragraph (h) of the proposed AD. The commenter suggested revising 
the paragraph so that the applicability would include information on 
the service information definition of the affected units. AAL also 
requested adding the airplane configuration information in the text of 
the AD to add further clarification to operators and release the 
technical data in a more organized fashion.
    The FAA disagrees. The definition of the affected units does not 
need to be moved to paragraph (c) of the AD. The effectivity of the 
service information is limited to specific airplane models, but the 
applicability of this AD applies to all aircraft. Because the affected 
parts could be installed on additional aircraft models, the FAA has 
determined that the affected parts could later be installed on aircraft 
that were initially delivered with acceptable parts, thereby subjecting 
those aircraft to the unsafe condition. The FAA has not changed this AD 
in this regard.

Request To Revise Compliance Time for Parts Identification

    DAL and UAL requested revising the compliance time proposed in 
paragraph (h) of the proposed NPRM. DAL and UAL stated that since many 
operators have parked their aircraft or severely reduced usage of 
aircraft, an extension of the compliance time (either with additional 
calendar days or adding an option for flight hours and flight cycles), 
would allow operators additional time for compliance. UAL also stated 
that the supply chain could be affected due to potential increased 
shipping time and workforce reductions.
    The FAA disagrees with the request to extend the compliance time. 
The FAA acknowledges the effects that the pandemic response might have 
on operators' fleet use, supply chain, and maintenance personnel. In 
developing an appropriate compliance time for this action, the FAA 
considered the degree of urgency associated with addressing the subject 
unsafe condition, the manufacturer's recommendation for an appropriate 
compliance time, and the practical aspect of accomplishing the required 
inspection within a period of time that corresponds to the normal 
scheduled maintenance for most affected operators. In addition, the FAA 
notes that some aircraft may have been in service during the pandemic 
and must comply within the required compliance time. Operators do have 
the option to inspect the airplane before the first flight following 
storage if the airplane is in storage for more than 27 months. However, 
under the provisions of paragraph (m) of this AD, the FAA will consider 
requests for an extension of the compliance time if sufficient data are 
submitted to substantiate that the new compliance time would provide an 
acceptable level of safety. The FAA has not changed this AD in this 
regard.

Request To Allow Use of Alternatives for Parts Marking

    FedEx requested that the specification to use oil-based blue ink 
markers be

[[Page 10961]]

modified to allow alternative methods and colors such as black 
indelible ink. FedEx stated that oil-based blue paint markers are not 
readily available or kept in stock regularly. FedEx suggested that a 
list of part numbers for approved, aircraft grade, oil-based paint be 
provided.
    The FAA disagrees. While the FAA realizes this is a limitation, 
there must be one standard to help avoid confusion. The procedures 
required by this AD specify actions based on the presence or absence of 
a blue dot in a specific location. The FAA has not seen any 
difficulties in obtaining the paint markers. However, under the 
provisions of paragraph (m) of this AD, any person may request an 
approval of an AMOC. The FAA has not revised this AD in this regard.

Request To Allow Alternative Means of Measuring Gaps

    FedEx requested that the proposed AD be revised to allow use of 
feeler gauges, calipers, and other means of measuring the gap in 
imperial units of measure. FedEx stated that the service information 
specifies use of pin gauges that are made for metric units of measure, 
and that acquiring those metric pin gauges is an extra expense and 
logistical complication. FedEx recommended adding a tolerance to the 
gap measurement and specifying a fractional imperial measure (\3/32\-
inch) that is close to the metric unit specified. FedEx suggested that 
if a tolerance or other measurement is not added, then a manufacturer 
part number (MPN) for a specific tool or supplier should be provided.
    The FAA disagrees. Using other means of measuring could introduce 
or increase variables that could affect the accuracy of the 
measurement. The FAA understands that not everyone has the same 
resources, tools, or supplies; however, the FAA also understands that 
this means of measurement is easily accessible. Under the provisions of 
paragraph (m) of this AD, operators may request approval of an AMOC if 
sufficient data are submitted to substantiate that the tolerance would 
provide an acceptable level of safety. The FAA has not changed this AD 
in this regard.

Request To Revise Procedure for Shipping an Assembly

    FedEx requested that the proposed AD be revised to allow operators 
to use their own procedures for shipping dangerous goods such as 
unopened cylinder valve assemblies (CVAs) instead of the procedure 
specified in the service information. FedEx explained that it has 
established and accepted procedures for shipping dangerous goods, and 
that the disposition of an unopened CVA would be done by a department 
separate from the one doing the inspection. FedEx stated that following 
the procedures in the service information would require additional 
coordination time, and that the wording of the procedures would not 
function properly with its AD compliance mechanisms.
    The FAA agrees to clarify. The design approval holder (DAH) of the 
affected valve assemblies has specified a method for shipping, or 
returning, an unopened CVA that has been found to be unacceptable or 
discrepant, specifically a shipping method that is compliant with DOT 
standard HM-224B. If FedEx has procedures that are compliant with DOT 
standard HM-224B, then those procedures are acceptable for compliance 
with this AD. For procedures that are not compliant with DOT standard 
HM-224B, under the provisions of paragraph (m) of this AD, the FAA will 
consider requests for an AMOC. The FAA has not changed this AD in this 
regard.

Request for Clarification on Applicability of AD

    FedEx requested clarification on whether the proposed AD is written 
``against'' the MPN or the serial numbers within that MPN. FedEx 
explained the effects on the operator's workload and also on the 
operational impact of a unit's overhaul cycle in conjunction with a 60-
day compliance time and the scope of the applicability. FedEx added 
that a 180-day compliance time would be more reasonable.
    The FAA agrees to clarify. The applicability of this AD is written 
against the MPN and specific serial numbers, in addition to manufacture 
dates of the assemblies. The FAA disagrees to revise the compliance 
time because the FAA has determined that requirement based on a risk 
calculation. The FAA has not changed this AD in that regard.

Request To Clarify Requirement if Component Number(s) Cannot Be 
Determined

    UAL requested clarification on what actions are required in the 
event the P/N or serial number information cannot be determined. UAL 
stated that as a result of in-service activity, that information might 
be illegible, unintentionally obliterated, or missing from the placard. 
UAL added that under its normal practices, whenever a part or serial 
number cannot be determined, the part is considered suspect, made 
unserviceable, and removed from service. UAL stated that, when the P/N 
of the entire cylinder and valve assembly can be determined but not the 
serial number, and the date of manufacture is between January and 
November 2018, it wants to still be able to establish conformity by 
inspecting for the presence of the blue dot and accomplish the 
applicable service information instruction if the blue dot is missing. 
UAL also stated that depending on the FAA's response to this request, 
it may apply for an AMOC.
    The FAA agrees to clarify. The service information states to 
inspect for the manufacturing date, serial number, and the presence of 
a blue dot. The service information then states that if there is doubt 
or a determination cannot be made (such as the numbers or dot is not 
clearly identified), to proceed with the follow-on inspection for 
proper gap spacing (this follow-on inspection is required by paragraph 
(i) of this AD). The FAA has not changed this AD in this regard.

Request for Clarification on Compliance Time and Method for Inspection 
Report

    UAL requested clarification on how a 30-day requirement for the 
inspection report was determined, and if a ``comprehensive'' report is 
acceptable. UAL stated that it understands the need for the information 
gathered from the reports; however, it does not understand why or how a 
30-day compliance time was established. UAL also stated that it assumed 
that reporting of the results should be done as a single, comprehensive 
report and not piece-wise (individually for each assembly or aircraft), 
and that the report does not need to be an exact copy of the report 
form in the service information.
    The FAA agrees to clarify. The FAA determined that the 30-day 
compliance time is appropriate for this AD. Also, the manufacturer is 
collecting information for analysis of manufacturing issues. The format 
of the report may be done as UAL assumed, as long as all documents are 
labeled correctly. However, under the provisions of paragraph (m) of 
this AD, an operator may request an approval of an AMOC. The FAA has 
not changed this AD in this regard.

Request To Provide Clarification on Reporting Form

    UAL requested clarification on the definition of ``manufacture 
date'' in a recording column of a report form in the service 
information. UAL stated that it is implied that ``manufacture date'' in 
that column is the manufacture date of

[[Page 10962]]

the entire cylinder and valve assembly and not of the valve assembly.
    The FAA agrees to clarify. The ``manufacturer date'' is not limited 
to the date of the entire cylinder and valve assembly, but is the 
manufacture date of each part or assembly that might be recorded in the 
inspection report, such as the assemblies listed in Appendix 1 of the 
service information. The FAA has not changed this AD in this regard.

Conclusion

    The FAA reviewed the relevant data, considered any comments 
received, and determined that air safety requires adopting this AD as 
proposed. Except for minor editorial changes, this AD is adopted as 
proposed in the NPRM. None of the changes will increase the economic 
burden on any operator.

Related Service Information Under 1 CFR Part 51

    The FAA reviewed AVOX Systems Inc. Alert Service Bulletins 
10015804-35-01, Revision 02, dated October 16, 2019; 10015804-35-02, 
Revision 2, dated October 31, 2019; and 10015804-35-03, Revision 02, 
dated October 15, 2019. This service information describes procedures 
for an inspection to determine the serial numbers of the oxygen 
cylinder and valve assemblies, and the oxygen valve assemblies, a 
detailed inspection for correct spacing of the gap between the bottom 
of the packing retainer and top of the valve body on the assemblies, 
parts marking, inspection report, and return of parts to the 
manufacturer. These documents are distinct since they apply to 
different assembly part numbers. This service information is reasonably 
available because the interested parties have access to it through 
their normal course of business or by the means identified in 
ADDRESSES.

Costs of Compliance

    The FAA estimates that this AD affects up to 3,034 oxygen cylinder 
and valve assemblies, and oxygen valve assemblies, installed on various 
transport category airplanes of U.S. registry. The FAA estimates the 
following costs to comply with this AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                     Cost per      Cost on U.S.
              Action                    Labor cost             Parts cost             product        operators
----------------------------------------------------------------------------------------------------------------
Serial number inspection.........  1 work-hour x $85    None....................             $85        $257,890
                                    per hour = $85.
Reporting........................  1 work-hour x $85    0.......................              85         257,890
                                    per hour = $85.
----------------------------------------------------------------------------------------------------------------

    The FAA estimates the following costs to do any necessary follow-on 
actions that would be required based on the results of the inspection. 
The FAA has no way of determining the number of aircraft that might 
need these actions:

                                              On-Condition Costs *
----------------------------------------------------------------------------------------------------------------
                                                                                                     Cost per
                Action                          Labor cost                   Parts cost               product
----------------------------------------------------------------------------------------------------------------
Detailed inspection...................  1 work-hour x $85 per      None.........................             $85
                                         hour = $85.
----------------------------------------------------------------------------------------------------------------
* The FAA has received no definitive data on the cost of on-condition replacements.

    According to the manufacturer, some or all of the costs of this AD 
may be covered under warranty, thereby reducing the cost impact on 
affected operators. The FAA does not control warranty coverage for 
affected operators. As a result, the FAA has included all known costs 
in the cost estimate.

Paperwork Reduction Act

    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 currently 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 take 
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. 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.

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.
    The 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 this rulemaking action.

Regulatory Findings

    This AD will not have federalism implications under Executive Order 
13132. This AD will not have a substantial direct effect on the States, 
on the relationship between the national government and the States, or 
on the distribution of power and responsibilities among the various 
levels of government.
    For the reasons discussed above, I certify that this AD:
    (1) Is not a ``significant regulatory action'' under Executive 
Order 12866,
    (2) Will not affect intrastate aviation in Alaska, and
    (3) Will not have a significant economic impact, positive or 
negative, on a substantial number of small entities

[[Page 10963]]

under the criteria of the Regulatory Flexibility Act.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

The Amendment

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

PART 39--AIRWORTHINESS DIRECTIVES

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

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


Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by adding the following new airworthiness 
directive:

2022-04-09 AVOX Systems Inc. (formerly Scott Aviation): Amendment 
39-21951; Docket No. FAA-2020-0345; Product Identifier 2019-NM-154-
AD.

(a) Effective Date

    This airworthiness directive (AD) is effective April 4, 2022.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to AVOX Systems Inc. (formerly Scott Aviation) 
oxygen cylinder and valve assemblies having part number (P/N) 
89794077, 89794015, 891511-14, 806835-01, 807982-01, or 808433-01; 
and oxygen valve assemblies (body and gage assemblies) having P/N 
807206-01. These assemblies might be installed on, but not limited 
to, the aircraft identified in paragraphs (c)(1) through (12) of 
this AD, certificated in any category.
    (1) Airbus SAS Model A300 B2-1A, B2-1C, B2K-3C, B2-203, B4-2C, 
B4-103, and B4-203 airplanes.
    (2) Airbus SAS Model A300 B4-601, B4-603, B4-620, B4-622, B4-
605R, B4-622R, F4-605R, F4-622R, and C4-605R Variant F airplanes.
    (3) Airbus SAS Model A310-203, -204, -221, -222, -304, -322, -
324, and -325 airplanes.
    (4) Airbus SAS Model A318-111, -112, -121, and -122 airplanes.
    (5) Airbus SAS Model A319-111, -112, -113, -114, -115, -131, -
132, -133, and -151N airplanes.
    (6) Airbus SAS Model A320-211, -212, -214, -216, -231, -232, -
233, -251N, -252N, -253N, -271N, -272N, and -273N airplanes.
    (7) Airbus SAS Model A321-111, -112, -131, -211, -212, -213, -
231, -232, -251N, -252N, -253N, -271N, -272N, -251NX, -252NX, -
253NX, -271NX, and -272NX airplanes.
    (8) Airbus SAS Model A330-201, -202, -203, -223, -243, -301, -
302, -303, -321, -322, -323, -341, -342, -343, and -941 airplanes.
    (9) Airbus Model A340-211, -212, -213, -311, -312, -313, -541, 
and -642 airplanes.
    (10) ATR--GIE Avions de Transport R[eacute]gional Model ATR42-
200, -300, -320, and -500 airplanes.
    (11) ATR--GIE Avions de Transport R[eacute]gional Model ATR72-
101, -102, -201, -202, -211, -212, and -212A airplanes.
    (12) The Boeing Company Model 747-8 series airplanes.

(d) Subject

    Air Transport Association (ATA) of America Code 35, Oxygen 
System.

(e) Unsafe Condition

    This AD was prompted by reports of cylinder and valve assemblies 
having oxygen leakage from the valve assembly vent hole, caused by 
the absence of a guide that maintains appropriate spacing between 
certain parts. The FAA is issuing this AD to address oxygen leakage 
from the cylinder, which could result in decreased or insufficient 
oxygen supply during a depressurization event; and heating or flow 
friction, which could cause an ignition event in the valve assembly.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

(g) Definition of Detailed Inspection

    For the purposes of this AD, a detailed inspection is an 
intensive examination of a specific item, installation, or assembly 
to detect damage, failure, or irregularity. Available lighting is 
normally supplemented with a direct source of good lighting at an 
intensity deemed appropriate. Inspection aids such as mirror, 
magnifying lenses, etc., may be necessary. Surface cleaning and 
elaborate procedures may be required.

(h) Identification of Affected Cylinder and Valve Assemblies

    Within 60 days after the effective date of this AD, inspect the 
oxygen valve assemblies, and oxygen cylinder and valve assemblies, 
to determine if the serial numbers of the valve, cylinder, and 
entire assembly, are listed in Appendix 1, ``Affected Shipments,'' 
of the applicable service information identified in paragraphs 
(h)(1) through (3) of this AD. A review of airplane maintenance 
records is acceptable in lieu of this inspection if the serial 
numbers can be conclusively determined from that review.
    (1) AVOX Systems Inc. Alert Service Bulletin 10015804-35-01, 
Revision 02, dated October 16, 2019.
    (2) AVOX Systems Inc. Alert Service Bulletin 10015804-35-02, 
Revision 2, dated October 31, 2019.
    (3) AVOX Systems Inc. Alert Service Bulletin 10015804-35-03, 
Revision 02, dated October 15, 2019.

(i) Inspection of the Gap, Parts Marking Actions, and Replacement

    If, during any inspection or records review required by 
paragraph (h) of this AD, any oxygen valve assembly, valve or 
cylinder of an oxygen cylinder and valve assembly, or oxygen 
cylinder and valve assembly having an affected serial number is 
found: Before further flight, do a detailed inspection for correct 
spacing of the gap between the bottom of the packing retainer and 
top of the valve body, in accordance with paragraph 3.C. of the 
Accomplishment Instructions of the applicable service information 
identified in paragraphs (h)(1) through (3) of this AD.
    (1) If the gap is found to be acceptable, as defined in the 
applicable service information identified in paragraphs (h)(1) 
through (3) of this AD, before further flight, do the parts marking 
actions in accordance with paragraph 3.D.(1) of the Accomplishment 
Instructions of the applicable service information identified in 
paragraphs (h)(1) through (3) of this AD.
    (2) If the gap is found to be unacceptable, as defined in the 
applicable service information identified in paragraphs (h)(1) 
through (3) of this AD, before further flight, remove the affected 
assembly, in accordance with paragraphs 3.D.(2) or 3.D.(3), as 
applicable, of the Accomplishment Instructions of the applicable 
service information identified in paragraphs (h)(1) through (3) of 
this AD; and replace with a serviceable assembly.

(j) Reporting and Return of Parts

    (1) Report the results of the inspection required by paragraph 
(i) of this AD within the applicable time specified in paragraph 
(j)(1)(i) or (ii) of this AD. Report the results in accordance with 
paragraph 3.D.(1)(a) of the Accomplishment Instructions of the 
applicable service information identified in paragraphs (h)(1) 
through (3) of this AD.
    (i) If the inspection was done on or after the effective date of 
this AD: Submit the report within 30 days after the inspection.
    (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.
    (2) If, during the inspection required by paragraph (i) of this 
AD, any gap is found to be unacceptable, within the applicable time 
specified in paragraph (j)(2)(i) or (ii) of this AD, return the 
assembly to the manufacturer in accordance with paragraph 3.D.(2) or 
3.D.(3), as applicable, of the Accomplishment Instructions of the 
applicable service information identified in paragraphs (h)(1) 
through (3) of this AD, except you are not required to contact AVOX 
for shipping instructions.
    (i) If the inspection was done on or after the effective date of 
this AD: Return the assembly within 30 days after the inspection.
    (ii) If the inspection was done before the effective date of 
this AD: Return the assembly within 30 days after the effective date 
of this AD.

(k) Parts Installation Limitation

    As of the effective date of this AD, no AVOX Systems Inc. oxygen 
valve assembly, or valve or cylinder that is part of an oxygen 
cylinder and valve assembly, or oxygen cylinder and valve assembly 
having an affected serial number identified in Appendix 1, 
``Affected Shipments,'' of any AVOX Systems Inc. service information

[[Page 10964]]

identified in paragraphs (h)(1) through (3) of this AD may be 
installed on any airplane unless the requirements of paragraph (i) 
of this AD have been accomplished on that affected assembly.

(l) Credit for Previous Actions

    This paragraph provides credit for the actions specified in 
paragraphs (h) or (i) of this AD, if those actions were performed 
before the effective date of this AD using the service information 
specified in paragraphs (l)(1) through (5) of this AD.
    (1) AVOX Systems Inc. Service Bulletin 10015804-35-01, dated 
March 6, 2019.
    (2) AVOX Systems Inc. Alert Service Bulletin 10015804-35-01, 
Revision 01, dated July 9, 2019.
    (3) AVOX Systems Inc. Alert Service Bulletin 10015804-35-02, 
Revision 1, dated September 4, 2019.
    (4) AVOX Systems Inc. Service Bulletin 10015804-35-03, dated 
April 11, 2019.
    (5) AVOX Systems Inc. Alert Service Bulletin 10015804-35-03, 
Revision 01, dated May 21, 2019.

(m) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, New York ACO 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 local Flight Standards District 
Office, as appropriate. If sending information directly to the 
manager of the certification office, send it to ATTN: Program 
Manager, Continuing Operational Safety, FAA, New York ACO Branch, 
1600 Stewart Avenue, Suite 410, Westbury, NY 11590; telephone 516-
228-7300; fax 516-794-5531.
    (2) Before using any approved AMOC, notify your appropriate 
principal inspector, or lacking a principal inspector, the manager 
of the local flight standards district office/certificate holding 
district office.

(n) Related Information

    (1) For more information about this AD, contact Elizabeth 
Dowling, Aerospace Engineer, Mechanical Systems and Administrative 
Services Section, FAA, New York ACO Branch, 1600 Stewart Avenue, 
Suite 410, Westbury, NY 11590; telephone 516-228-7300; email [email protected].
    (2) Service information identified in this AD that is not 
incorporated by reference is available at the addresses specified in 
paragraphs (o)(3) and (4) of this AD.

(o) Material Incorporated by Reference

    (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.
    (2) You must use this service information as applicable to do 
the actions required by this AD, unless the AD specifies otherwise.
    (i) AVOX Systems Inc. Alert Service Bulletin 10015804-35-01, 
Revision 02, dated October 16, 2019.
    (ii) AVOX Systems Inc. Alert Service Bulletin 10015804-35-02, 
Revision 2, dated October 31, 2019.
    (iii) AVOX Systems Inc. Alert Service Bulletin 10015804-35-03, 
Revision 02, dated October 15, 2019.
    (3) For service information identified in this AD, contact AVOX 
Systems Inc., 225 Erie Street, Lancaster, NY 14086; telephone 716-
683-5100; internet https://www.safranaerosystems.com.
    (4) You may view this service information 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.
    (5) You may view this service information that is incorporated 
by reference at the National Archives and Records Administration 
(NARA). For information on the availability of this material at 
NARA, [email protected], or go to: https://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued on February 11, 2022.
Lance T. Gant,
Director, Compliance & Airworthiness Division, Aircraft Certification 
Service.
[FR Doc. 2022-04146 Filed 2-25-22; 8:45 am]
BILLING CODE 4910-13-P


