[Federal Register Volume 73, Number 188 (Friday, September 26, 2008)]
[Proposed Rules]
[Pages 55781-55786]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: E8-22632]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2008-0018; Directorate Identifier 2007-NM-145-AD]
RIN 2120-AA64
Airworthiness Directives; Airbus Model A310 Series Airplanes and
Model A300-600 Series Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Supplemental notice of proposed rulemaking (NPRM); reopening of
comment period.
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SUMMARY: The FAA is revising an earlier NPRM for an airworthiness
directive (AD) that applies to all Airbus Model A310 series airplanes
and Model A300-600 series airplanes. The original NPRM would have
required superseding two existing ADs. One existing AD applies to
certain Airbus Model A310 series airplanes and currently requires
[[Page 55782]]
repetitive inspections for cracking of the flap transmission shafts,
and replacement of the transmission shafts if necessary. That existing
AD also provides an optional terminating action for the repetitive
inspections. The other existing AD applies to all Airbus Model A310 and
A300-600 series airplanes and currently requires a one-time inspection
of the trimmable horizontal stabilizer actuator, corrective actions if
necessary, and follow-on repetitive tasks. The original NPRM would have
added revising the Airworthiness Limitations Section of the
Instructions for Continued Airworthiness to incorporate new limitations
and maintenance tasks for aging systems maintenance. The original NPRM
resulted from the manufacturer's determination that life limitations
and maintenance tasks are necessary in order to ensure continued
operational safety of the affected airplanes. This new action revises
the original NPRM by reducing the initial compliance times. We are
proposing this supplemental NPRM to prevent reduced structural
integrity of these airplanes due to the failure of system components.
DATES: We must receive comments on this supplemental NPRM by October
21, 2008.
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 W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
For service information identified in this AD, contact Airbus, 1
Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France.
Examining the AD Docket
You may examine the AD docket on the Internet at http://www.regulations.gov; or in person at the Docket Management Facility
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 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: Tom Stafford, Aerospace Engineer,
International Branch, ANM-116, Transport Airplane Directorate, FAA,
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425)
227-1622; 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-2008-0018;
Directorate Identifier 2007-NM-145-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 because of 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 FAA issued a notice of proposed rulemaking (NPRM) (the
``original NPRM'') to amend 14 CFR part 39 to include an AD that
supersedes two existing ADs: AD 2006-10-11, amendment 39-14595 (71 FR
28254, May 16, 2006), which applies to certain Airbus Model A310 series
airplanes; and AD 2006-15-10, amendment 39-14690 (71 FR 42021, July 25,
2006), which applies to all Airbus Model A310 and A300-600 series
airplanes. The original NPRM was published in the Federal Register on
January 14, 2008 (73 FR 2197). The original NPRM applies to all Airbus
Model A310 series airplanes and Model A300-600 series airplanes. The
original NPRM proposed to retain the requirements of the existing ADs.
The original NPRM also proposed to add revising the Airworthiness
Limitations Section (ALS) of the Instructions for Continued
Airworthiness (ICA) to incorporate new limitations and maintenance
tasks for aging systems maintenance.
Actions Since Original NPRM Was Issued
Since the original NPRM was issued, we have determined that the
initial compliance times for the revision specified in paragraph (o) of
the original NPRM need to be reduced. In paragraph (o) of the original
NPRM, we specified that for all tasks ``* * * the initial compliance
times start from the effective date of this AD * * *.'' However, the
thresholds specified in Airbus A310 ALS Part 4--Aging Systems
Maintenance, Revision 01, dated December 21, 2006; and Airbus A300-600
ALS Part 4--Aging Systems Maintenance, Revision 01, dated December 21,
2006; (which are referred to as the appropriate sources of service
information for accomplishing the required actions in paragraph (o) of
the original NPRM); start from ``* * * the initial entry into service
of a specific maintenance task.''
In order to ensure timely action to address the identified unsafe
condition, we have reduced the initial compliance times in order to
match the service information. We have revised paragraph (o) of the
supplemental NPRM accordingly.
Comments
We provided the public the opportunity to participate in the
development of this AD. We have considered the comments that have been
received on the original NPRM.
Request To Refer to Latest Revisions of Service Bulletins
Federal Express (FedEx) requests that we refer to the latest
revision of Airbus Service Bulletin A300-27-6044, Revision 04, dated
September 10, 2001; and Airbus Service Bulletin A310-27-2089, Revision
02, dated June 28, 2001 (which are referred to in Table 1 of paragraph
(k) of the original NPRM as the appropriate sources of service
information for doing the actions specified in paragraphs (l), (m), and
(n) of the original NPRM). FedEx states that Airbus Service Bulletin
A300-27-6044, Revision 05, dated August 29, 2006; and Airbus Service
Bulletin A310-27-2089, Revision 03, dated August 29, 2006; do not
specify any additional work and were primarily issued to adjust the
service bulletin effectivity as well as to provide additional reference
data.
We agree with the commenter to refer to Airbus Service Bulletin
A300-27-6044, Revision 05, dated August 29, 2006; and Airbus Service
Bulletin A310-27-2089, Revision 03, dated August 29, 2006. We have
reviewed the service bulletins and determined no additional work is
required. We have revised Table 1 of this supplemental NPRM
accordingly.
[[Page 55783]]
Request To Clarify Definition of ``New''
FedEx requests that we clarify the word ``new'' specified in
paragraph (m) of the original NPRM. FedEx states that the word ``new''
pertains to the replacement of the trimmable horizontal stabilizer
actuator (THSA), and the replacement could be with a new or used
(serviceable) THSA provided that the THSA has not been operated more
than 65,000 flight hours or 40,000 flight cycles or been in service
more than 25 years since new, whichever occurs first. FedEx also states
that if an THSA that was operated more than 47,000 flight hours has
been installed, it must be inspected in accordance with Airbus Service
Bulletins A300-27-6044 or A310-27-2089 (as specified in paragraph (n)
of the original NPRM). FedEx further states that Airbus is in
concurrence with FedEx's comment.
We agree with the commenter that the replacement specified in
paragraph (m) of this supplemental NPRM could be with a new or
serviceable THSA. Sub-part 4-2 of the Airbus A300-600 and A310 ALS Part
4 lists the life limits for the operational life of the listed
components. When a component (e.g., the THSA) reaches the earliest of
any of the life limits in flight hours, flight cycles, or calendar
time, that component has reached the end of its given operational life
and must be removed from the airplane and replaced by another unit. It
is not necessary that the replacement unit/component be ``new.'' The
rules of application for the ALS Part 4 are given in sub-part 4-0 of
the ALS.
It is a requirement that a life-limited component not be operated
beyond the limitation stated in the ALS Part 4-2. Thus, for the THSA,
as long as none of the limits (65,000 flight hours, 40,000 flight
cycles, or 25 years of operation) have been exceeded and the component
is classified ``serviceable,'' then the component can be installed and
operated on the airplane. Airbus Operators Information Telex (OIT) SE
999.0074/05/BB, dated August 3, 2005, provides clarification on these
limits. We have revised paragraph (m) of this supplemental NPRM to
clarify that the installed part may be ``new'' or ``serviceable,'' and
we have added Note 6 and Note 7 to this supplemental NPRM to refer to
the OIT for clarification of these limits.
Request To Clarify Starting Point of 25-Year Life Limit
FedEx requests that we clarify the starting point for the 25-year
life limit specified in the Airbus A300-600 and A310 ALS Part 4 for
THSAs built as spare parts and not originally installed on airplanes.
FedEx suggests that operators be required to use the date of
manufacture of the THSA as documented by Goodrich, the original
equipment manufacturer (OEM) of the THSA. FedEx states that it would be
difficult to determine when the component, produced as a spare by
Goodrich, was first installed on an airplane.
We agree to clarify the starting point for the 25-year life limit.
The ALS Part 4 does not provide the calendar limit guidance that is
provided in Airbus Service Information Letter (SIL) 05-008, dated July
7, 2006. Airbus issued SIL 05-008 to give guidance (i.e., a calculation
method) for life limitations in calendar parameters for components
whose history is partially or completely unknown. This calculation
method could be used by operators when they comply with the ALS Parts
4-2 and 4-3(a).
The SIL is intended for use when operators cannot retrieve their
parts history (in flight hours/flight cycles). This method provides an
estimated parts life (flight hours/flight cycles) and is very
conservative. As suggested in the FedEx request, one method employed in
the life calculation (starting point) is the date of manufacture (DOM).
The DOM is shown in one of the tables and examples within the SIL.
The SIL is not currently referenced in the ALS Part 4. However,
Airbus has issued OIT SE 999.0008/07/LB, dated January 16, 2007.
Section 4 of the OIT advises users of the availability of SIL 05-008.
We have added Note 8 to this supplemental NPRM to refer to the OIT and
SIL for clarification.
Request To Include New THSA Part
FedEx requests that we include the new configuration of THSA, part
number (P/N) 47142-323, and its life limitation. FedEx states that P/N
47142-323 does not have the 25-year life limit due to the application
of enhanced materials and processes used during manufacture to
reinforce their resistance to corrosion. FedEx notes that Airbus issued
Service Bulletins A300-27-6058 and A310-27-2100, both dated August 30,
2007, to introduce this new THSA configuration, which does not carry a
calendar life limit. FedEx further states that ALS Part 4 does not
address this THSA configuration.
We do not agree to include the new THSA part number. We acknowledge
that Airbus Service Bulletins A300-27-6058 (for Model A300-600
airplanes) and A310-27-2100 (for Model A310 airplanes) specify
procedures to install THSA P/N 47142-323. However, Airbus has not
published a revised inspection task that will apply to P/N 47142-323 to
address the corrosion issue. After this task has been published,
operators may request an alternative method of compliance (AMOC)
according to the provisions of paragraph (r) of this supplemental NPRM.
We have not revised this supplemental NPRM in this regard.
Request To Allow Additional Compliance Time
FedEx requests that we add a grace period of 1,200 flight hours for
Task Number 274411-12-1. FedEx states that the task is contained within
Airbus A310 ALS Part 4--Aging Systems Maintenance, Revision 01, dated
December 21, 2006; and Airbus A300-600 ALS Part 4--Aging Systems
Maintenance, Revision 01, dated December 21, 2006; which were referred
to in paragraph (o) of the original NPRM for the incorporation of new
limitations and maintenance tasks for aging systems maintenance. FedEx
states that the task establishes a threshold for accomplishment at
47,000 flight hours or 20 years, whichever occurs first, but does not
provide a grace period for the inspection on actuators that have
exceeded 20 years in service but not yet reached 25 years in service
(the established life limit of the THSA). FedEx suggests a grace period
of 1,200 flight hours to provide sufficient time to sequence airplanes
through maintenance for accomplishment of this THSA inspection at the
new established threshold.
We agree that a grace period is necessary. In accordance with
paragraph (o) of this supplemental NPRM, operators have three months to
revise the ALS of the ICA to incorporate the tasks specified in Airbus
A310 ALS Part 4--Aging Systems Maintenance, Revision 01, dated December
21, 2006; and A300-600 ALS Part 4--Aging Systems Maintenance, Revision
01, dated December 21, 2006; as applicable. For the initial compliance
times for the tasks identified in the ALS, we have added paragraph
(o)(2) of this supplemental NPRM to provide a grace period of within 3
months after revising the ALS of the ICA.
FAA's Determination and Proposed Requirements of the Supplemental NPRM
The changes discussed above expand the scope of the original NPRM;
therefore, we have determined that it is necessary to reopen the
comment period to provide additional opportunity for public comment on
this supplemental NPRM.
[[Page 55784]]
Costs of Compliance
The following table provides the estimated costs for U.S. operators
to comply with this supplemental NPRM.
Estimated Costs
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Number of U.S.-
Action Work hours Average labor Cost per registered Fleet cost
rate per hour airplane airplanes
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Inspection (required by AD 1 $80 $80, per 59 $4,720, per
2006-10-11). inspection inspection
cycle. cycle.
Inspection (required by AD 3 80 $240............ 213 $51,120.
2006-15-10).
Repetitive follow-on tasks 12 80 $960, per 213 $204,480, per
(required by AD 2006-15-10). inspection inspection
cycle. cycle.
ALS revision (new action).... 1 80 $80............. 213 $17,040.
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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 have 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 that the 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 supplemental NPRM and placed it in the AD docket. See
the ADDRESSES section for a location to examine the regulatory
evaluation.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, 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 Federal Aviation Administration (FAA) amends Sec. 39.13 by
removing amendment 39-14595 (71 FR 28254, May 16, 2006) and amendment
39-14690 (71 FR 42021, July 25, 2006) and adding the following new
airworthiness directive (AD):
Airbus: Docket No. FAA-2008-0018; Directorate Identifier 2007-NM-
145-AD.
Comments Due Date
(a) The FAA must receive comments on this AD action by October
21, 2008.
Affected ADs
(b) This AD supersedes AD 2006-10-11 and AD 2006-15-10.
Applicability
(c) This AD applies to all Airbus Model A310 series airplanes;
and Model A300-600 series airplanes; certificated in any category.
Note 1: This AD requires revisions to certain operator
maintenance documents to include new inspections. Compliance with
these inspections is required by 14 CFR 91.403(c). For airplanes
that have been previously modified, altered, or repaired in the
areas addressed by these inspections, the operator may not be able
to accomplish the inspections described in the revisions. In this
situation, to comply with 14 CFR 91.403(c), the operator must
request approval for an alternative method of compliance according
to paragraph (r) of this AD. The request should include a
description of changes to the required inspections that will ensure
the continued operational safety of the airplane.
Unsafe Condition
(d) This AD results from the manufacturer's determination that
life limitations and maintenance tasks are necessary in order to
ensure continued operational safety of the affected airplanes. We
are issuing this AD to prevent reduced structural integrity of these
airplanes due to the failure of system components.
Compliance
(e) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the
actions have already been done.
Restatement of Requirements of AD 2006-10-11
Inspection and Corrective Action
(f) For Airbus Model A310-203, -204, -221, -222, -304, -322, -
324, and -325 airplanes, except for airplanes on which Airbus
Modification 12247 has been embodied in production: At the earlier
of the compliance times specified in paragraph (f)(1) or (f)(2) of
this AD, perform a detailed inspection for stress corrosion cracking
of the flight transmission shafts located between the power control
unit (PCU) and the torque limiters in accordance with the
Accomplishment Instructions of Airbus Service Bulletin A310-27-2092,
Revision 02, dated April 11, 2005. Thereafter, repeat the
inspections as required by paragraph (g) of this AD. Before further
flight, replace any cracked transmission shaft discovered during any
inspection required by this AD with a new or reconditioned shaft, in
accordance with the Accomplishment Instructions of Airbus Service
Bulletin A310-27-2095, dated March 29, 2000. Doing an inspection in
accordance with paragraph (o) or (p) of this AD terminates the
requirements of this paragraph.
(1) Within 2,000 flight hours after the last flap asymmetry
protection test performed in accordance with Airbus A310 Maintenance
[[Page 55785]]
Planning Document (MPD) Task 275600-01-1.
(2) Within 8,000 flight cycles after the last flap asymmetry
protection test performed in accordance with Airbus A310 MPD Task
275600-02-1 or 800 flight cycles after June 20, 2006 (the effective
date of AD 2006-10-11), whichever comes later.
Note 2: Airbus Service Bulletin A310-27-2092, Revision 02, dated
April 11, 2005, refers to Lucas Liebherr Service Bulletin 551A-27-
624, Revision 1, dated August 18, 2000, as an additional source of
service information for accomplishing the inspections.
Note 3: Airbus Service Bulletin A310-27-2092, Revision 02,
refers to Airbus Service Bulletin A310-27-2095, dated March 29,
2000, as a source of service information for replacing the flap
transmission shafts.
Note 4: Airbus Service Bulletin A310-27-2095 refers to Lucas
Liebherr Service Bulletin 551A-27-M551-05, dated January 12, 2000,
as an additional source of service information for replacing the
flap transmission shafts.
Repetitive Inspections
(g) Repeat the inspection required by paragraph (f) of this AD
at the applicable times specified in paragraphs (g)(1), (g)(2), and
(g)(3) of this AD. Doing an inspection in accordance with paragraph
(o) or (p) of this AD terminates the requirements of this paragraph.
(1) Before further flight after any occurrence of jamming of the
flap transmission system.
(2) At intervals not to exceed 2,000 flight hours after each
flap asymmetry protection test performed in accordance with Airbus
A310 MPD Task 275600-01-1.
(3) At intervals not to exceed 8,000 flight cycles after each
flap asymmetry protection test performed in accordance with Airbus
A310 MPD Task 275600-02-1.
Optional Terminating Action
(h) Replacing any flap transmission shaft with a new or
reconditioned transmission shaft in accordance with the
Accomplishment Instructions of Airbus Service Bulletin A310-27-2095,
dated March 29, 2000, ends the inspections required by paragraphs
(f) and (g) of this AD for that transmission shaft only.
Actions Performed Using Previously Issued Service Information
(i) Actions performed in accordance with Airbus Service Bulletin
A310-27-2092, dated April 9, 1999; or Revision 01, dated December
11, 2001; are considered acceptable for compliance with the
corresponding requirements of paragraphs (f) and (g) of this AD.
No Reporting
(j) Although Airbus Service Bulletin A310-27-2092, Revision 02,
dated April 11, 2005, specifies to submit certain information to the
manufacturer, this AD does not include that requirement.
Restatement of Requirements of AD 2006-15-10
Service Bulletin References
(k) Unless otherwise specified in this AD, the term ``service
bulletin,'' as used in paragraphs (l), (m), and (n) of this AD,
means the applicable required service bulletin identified in Table 1
of this AD. The service bulletins refer to Goodrich Actuation
Systems Service Bulletin 47142-27-11, Revision 3, dated April 25,
2005, as an additional source of service information for the
required actions.
Table 1--Service Bulletins
------------------------------------------------------------------------
Approved Airbus
Service Bulletin
version for
Required Airbus Service Bulletin actions done Airbus airplane
before the model
effective date of
this AD
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A300-27-6044, Revision 04, dated A300-27-6044, A300 B4-601, B4-
September 10, 2001; or A300-27- Revision 02, 603, B4-620, and
6044, Revision 05, dated August dated August 26, B4-622.
29, 2006. 2000; or Revision A300 B4-605R and
03, dated June B4-622R.
28, 2001. A300 F4-605R and
F4-622R.
A300 C4-605R
Variant F.
A310-27-2089, Revision 02, dated A310-27-2089, A310-203, -204, -
June 28, 2001; or A310-27-2089, Revision 01, 221, and -222
Revision 03, dated August 29, dated August 25, A310-304, -322, -
2006. 2000. 324, and -325.
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Inspection
(l) At the applicable time specified in paragraph (l)(1) or
(l)(2) of this AD, do a detailed inspection of specified components
of the trimmable horizontal stabilizer actuator (THSA) in accordance
with paragraph 1.E.(2)(a) and the Accomplishment Instructions of the
applicable service bulletin. Repair any discrepancy before further
flight in accordance with a method approved by the Manager,
International Branch, ANM-116, Transport Airplane Directorate, FAA;
or the European Aviation Safety Agency (EASA) (or its delegated
agent). TRW Aeronautical Systems/Lucas Aerospace Component
Maintenance Manual 27-44-13, dated September 14, 2001, is one
acceptable method for the repair. Doing an inspection in accordance
with paragraph (o) or (p) of this AD terminates the requirements of
this paragraph.
(1) If the flight hours accumulated on the THSA can be
positively determined: Inspect at the earlier of:
(i) Before the accumulation of 47,000 total flight hours on the
THSA, or within 600 flight hours after August 29, 2006 (the
effective date of AD 2006-15-10), whichever occurs later.
(ii) Within 25 years since the THSA was new or within 600 flight
hours after August 29, 2006, whichever occurs later.
(2) If the flight hours accumulated on the THSA cannot be
positively determined: Inspect before the accumulation of 47,000
total flight hours on the airplane, or within 600 flight hours after
August 29, 2006, whichever occurs later.
Note 5: 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.''
Follow-on Repetitive Tasks
(m) After the inspection required by paragraph (l) of this AD:
Do the repetitive tasks in accordance with the Accomplishment
Instructions and at the times specified in paragraph 1.E.(2)(b) of
the service bulletin, as applicable, except as provided by paragraph
(n) of this AD. The repetitive tasks are valid only until the THSA
operational life exceeds 65,000 flight hours, 40,000 flight cycles,
or 25 years, whichever occurs first. Before the THSA is operated
beyond these extended life goals, it must be replaced with a new or
serviceable THSA, except as required by paragraph (n) of this AD.
Doing an inspection in accordance with paragraph (o) or (p) of this
AD terminates the requirements of this paragraph.
Note 6: Refer to Airbus Operators Information Telex (OIT) SE
999.0074/05/BB, dated August 3, 2005, for additional information on
the THSA life limits.
THSA Replacement
(n) For any THSA, whether discrepant or not, that is replaced
with a new or serviceable THSA: Within 47,000 flight hours or 25
years, whichever occurs first, after the THSA is replaced, do the
applicable tasks specified in paragraph 1.E.(2)(a) and the
Accomplishment Instructions of the applicable service bulletin.
Thereafter repeat the tasks within the repetitive intervals
specified in paragraph 1.E.(2)(b) of the applicable service
bulletin. Doing the corresponding tasks in accordance with
[[Page 55786]]
paragraph (o) or (p) of this AD terminates the requirements of this
paragraph.
New Requirements of This AD
Revise Airworthiness Limitations Section (ALS) To Incorporate
Limitations and Maintenance Tasks for Aging Systems Maintenance
(o) Within 3 months after the effective date of this AD, revise
the ALS of the Instructions for Continued Airworthiness (ICA) to
incorporate Airbus A310 ALS Part 4--Aging Systems Maintenance,
Revision 01, dated December 21, 2006; or Airbus A300-600 ALS Part
4--Aging Systems Maintenance, Revision 01, dated December 21, 2006;
as applicable. For all tasks identified in Airbus A310 ALS Part 4--
Aging Systems Maintenance, Revision 01; and Airbus A300-600 ALS Part
4--Aging Systems Maintenance, Revision 01; do the tasks at the later
of the times specified in paragraphs (o)(1) and (o)(2) of this AD,
except as provided by paragraph (p) of this AD. The repetitive
inspections must be accomplished thereafter at the interval
specified in Airbus A310 ALS Part 4--Aging Systems Maintenance,
Revision 01; and Airbus A300-600 ALS Part 4--Aging Systems
Maintenance, Revision 01. Doing an inspection required by this
paragraph terminates the corresponding inspection required by
paragraph (f), (g), (l), (m), or (n) of this AD.
(1) At the initial compliance times (thresholds) specified in
the applicable ALS Part 4--Aging Systems Maintenance, with the
compliance times starting from the later of the times specified in
paragraphs (o)(1)(i) and (o)(1)(ii) of this AD.
(i) Since first flight of the airplane.
(ii) Since the applicable part was new or refurbished if the
part's life (in flight hours, flight cycles, landings, or calendar
time, as applicable) can be conclusively determined.
(2) Within 3 months after doing the revision of the ALS of the
ICA required by paragraph (o) of this AD.
Note 7: Refer to Airbus OIT SE 999.0074/05/BB, dated August 3,
2005, for additional information on the THSA life limits.
Note 8: Refer to Airbus OIT SE 999.0008/07/LB, dated January 16,
2007; and Airbus Service Information Letter (SIL) 05-008, Revision
1, dated February 21, 2007; for additional information on the THSA
life limits and calculation method for unknown history of parts.
(p) For airplanes on which any life limitation/maintenance task
has been complied with in accordance with the requirements of
paragraph (f), (g), (l), (m), or (n) of this AD (e.g., AD 2006-10-11
or AD 2006-15-10), the last accomplishment of each limitation/task
must be retained as a starting point for the accomplishment of each
corresponding limitation/task interval now introduced in Airbus A310
ALS Part 4--Aging Systems Maintenance, Revision 01, dated December
21, 2006; and A300-600 ALS Part 4--Aging Systems Maintenance,
Revision 01, dated December 21, 2006; as applicable. Doing an
inspection required by this paragraph terminates the corresponding
inspection required by paragraph (f), (g), (l), (m), or (n) of this
AD.
(q) Except as provided by paragraph (r) of this AD: After
accomplishing the actions specified in paragraphs (o) and (p) of
this AD, no alternative inspection, inspection intervals, or
limitations may be used.
Alternative Methods of Compliance (AMOCs)
(r)(1) 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: Tom Stafford, Aerospace Engineer,
International Branch, ANM-116, Transport Airplane Directorate, FAA,
1601 Lind Avenue SW., Renton, Washington 98057-3356; telephone (425)
227-1622; fax (425) 227-1149. Before using any approved AMOC on any
airplane to which the AMOC applies, notify your appropriate
principal inspector (PI) in the FAA Flight Standards District Office
(FSDO), or lacking a PI, your local FSDO.
(2) AMOCs approved previously in accordance with AD 2006-10-11
are not approved as AMOCs with this AD.
(3) AMOCs approved previously in accordance with AD 2006-15-10
are not approved as AMOCs with this AD.
Related Information
(s) EASA airworthiness directive 2007-0092, dated April 10,
2007, also addresses the subject of this AD.
Issued in Renton, Washington, on September 18, 2008.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E8-22632 Filed 9-25-08; 8:45 am]
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