[Federal Register Volume 75, Number 162 (Monday, August 23, 2010)]
[Proposed Rules]
[Pages 51698-51701]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2010-20854]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2010-0803; Directorate Identifier 2010-NM-124-AD]
RIN 2120-AA64
Airworthiness Directives; Airbus Model A310 Series Airplanes; and
Model A300 B4-600, A300 B4-600R, A300 F4-600R Series Airplanes, and
Model A300 C4-605R Variant F Airplanes (Collectively Called A300-600
Series Airplanes)
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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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) 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: The ball screw nut assemblies of the first 70 Trimmable
Horizontal Stabilizer Actuators (THSA) manufactured by Goodrich were
fitted with an upper attachment gimbal having a thickness of 58 mm
(2.28 in), which is different from the design of the final production
standard. The gimbal installed on the subsequent THSAs (final
production standard) is more robust, having a thickness of 70mm (2.76
in). During the fatigue life demonstration of the THSA upper attachment
primary load path elements, only a gimbal having a thickness of 70mm
(2.76 in) was used. Thereafter, no additional justification work to
demonstrate the robustness of the upper attachment fitted with a gimbal
of 58 mm was accomplished. In case of failure of this gimbal, the THSA
upper attachment primary load path would be lost and the THSA upper
attachment secondary load path would engage. Because the upper
attachment secondary load path will only withstand the loads for a
limited period of time, the condition where it would be engaged and not
detected could lead to failure of the secondary load path, which would
likely result in loss of control of the aeroplane. 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 October 7, 2010.
[[Page 51699]]
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--EAW (Airworthiness Office), 1 Rond Point Maurice Bellonte,
31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; fax +33 5 61
93 44 51; e-mail: [email protected]; 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.
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: Dan Rodina, Aerospace Engineer,
International Branch, ANM-116, Transport Airplane Directorate, FAA,
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425)
227-2125; 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-2010-0803;
Directorate Identifier 2010-NM-124-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 2010-0092, dated May 21, 2010 (referred to
after this as ``the MCAI''), to correct an unsafe condition for the
specified products. The MCAI states:
The ball screw nut assemblies of the first 70 Trimmable
Horizontal Stabilizer Actuators (THSA) manufactured by Goodrich were
fitted with an upper attachment gimbal having a thickness of 58 mm
(2.28 in), which is different from the design of the final
production standard. The gimbal installed on the subsequent THSAs
(final production standard) is more robust, having a thickness of 70
mm (2.76 in).
During the fatigue life demonstration of the THSA upper
attachment primary load path elements, only a gimbal having a
thickness of 70mm (2.76 in) was used. Thereafter, no additional
justification work to demonstrate the robustness of the upper
attachment fitted with a gimbal of 58 mm was accomplished.
In case of failure of this gimbal, the THSA upper attachment
primary load path would be lost and the THSA upper attachment
secondary load path would engage.
Because the upper attachment secondary load path will only
withstand the loads for a limited period of time, the condition
where it would be engaged and not detected could lead to failure of
the secondary load path, which would likely result in loss of
control of the aeroplane.
As the affected ball screw nut assemblies (including the gimbal)
could have been moved from one THSA to another during maintenance
operation and because the change from the old design to the final
production standard design is not identified through a dedicated
THSA Part Number, a gimbal with thickness of 58 mm (2.28 in) can be
fitted on any A310 or A300-600 aeroplane.
For the reasons described above, this AD requires the
identification of the THSA which have a 58 mm (2.28 in) gimbal
installed, repetitive [general visual] inspections to check whether
there is engagement of the secondary load path and, depending on
findings, associated corrective action(s).
Corrective actions include contacting Airbus for repair instructions
and doing the repair. You may obtain further information by examining
the MCAI in the AD docket.
Relevant Service Information
Airbus has issued Mandatory Service Bulletins A300-27A6067,
Revision 01, including Appendix 01, dated May 12, 2010; and A310-
27A2104, Revision 01, including Appendix 01, dated May 12, 2010. The
actions described in this service information are intended to correct
the unsafe condition identified in the MCAI.
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 about 170 products of U.S. registry. We also estimate that
it would take about 2 work-hours per product to comply with the basic
requirements of this proposed AD. The average labor rate is $85 per
work-hour. Based on these figures, we estimate the cost of the proposed
AD on U.S. operators to be $28,900, or $170 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
[[Page 51700]]
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-2010-0803; Directorate Identifier 2010-NM-
124-AD.
Comments Due Date
(a) We must receive comments by October 7, 2010.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Airbus Model A300 B4-601, B4-603, B4-620,
B4-622, B4-605R, B4-622R, F4-605R, and F4-622R airplanes; Model A300
C4-605R Variant F airplanes; and Model A310-203, -204, -221, -222, -
304, -322, -324, and -325 airplanes; certificated in any category,
all certified models, all manufacturer serial numbers.
Subject
(d) Air Transport Association (ATA) of America Code 27: Flight
controls.
Reason
(e) The mandatory continuing airworthiness information (MCAI)
states:
The ball screw nut assemblies of the first 70 Trimmable
Horizontal Stabilizer Actuators (THSA) manufactured by Goodrich were
fitted with an upper attachment gimbal having a thickness of 58 mm
(2.28 in), which is different from the design of the final
production standard. The gimbal installed on the subsequent THSAs
(final production standard) is more robust, having a thickness of
70mm (2.76 in).
During the fatigue life demonstration of the THSA upper
attachment primary load path elements, only a gimbal having a
thickness of 70mm (2.76 in) was used. Thereafter, no additional
justification work to demonstrate the robustness of the upper
attachment fitted with a gimbal of 58 mm was accomplished.
In case of failure of this gimbal, the THSA upper attachment
primary load path would be lost and the THSA upper attachment
secondary load path would engage.
Because the upper attachment secondary load path will only
withstand the loads for a limited period of time, the condition
where it would be engaged and not detected could lead to failure of
the secondary load path, which would likely result in loss of
control of the aeroplane.
Compliance
(f) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the
actions have already been done.
Actions
(g) Within 130 flight cycles or 650 flight hours after the
effective date of this AD, whichever occurs first, measure the
thickness of the trimmable horizontal stabilizer actuators (THSA)
upper attachment gimbal, in accordance with the Accomplishment
Instructions of Airbus Mandatory Service Bulletin A300-27A6067,
Revision 01, dated May 12, 2010 (for Model A300-600 series
airplanes); or A310-27A2104, Revision 01, dated May 12, 2010 (for
Model A310 series airplanes).
(1) If, during the measurement required by paragraph (g) of this
AD, the gimbal thickness is 58 mm (2.28 in.) 5 mm (0.20
in.), before further flight, do a general visual inspection of the
THSA upper attachment to determine if the THSA upper attachment
secondary load path is engaged, in accordance with the
Accomplishment Instructions of Airbus Mandatory Service Bulletin
A300-27A6067, Revision 01, dated May 12, 2010 (for Model A300-600
series airplanes); or A310-27A2104, Revision 01, dated May 12, 2010
(for Model A310 series airplanes). Repeat the inspection thereafter
at intervals not to exceed 130 flight cycles or 650 flight hours,
whichever occurs first, in accordance with the Accomplishment
Instructions of Airbus Mandatory Service Bulletin A300-27A6067,
Revision 01, dated May 12, 2010 (for Model A300-600 series
airplanes); or A310-27A2104, Revision 01, dated May 12, 2010 (for
Model A310 series airplanes).
(2) If, during the measurement required by paragraph (g) of this
AD, the gimbal thickness is not 58 mm (2.28 in.) 5 mm
(0.20 in.), except for the requirements of paragraph (k) of this AD,
no further action is required of this AD.
(h) If, during any inspection required by paragraph (g)(1) of
this AD, the THSA upper attachment secondary load path is found to
be engaged, before further flight, contact Airbus for repair
instructions and do the repair.
Actions Accomplished According to Previous Issue of Service Bulletin
(i) Actions accomplished before the effective date of this AD in
accordance with Airbus Mandatory Service Bulletin A300-27A6067 (for
Model A300-600 series airplanes) or A310-27A2104 (for Model A310
series airplanes), both dated May 6, 2010, are considered acceptable
for compliance with the corresponding action specified in this AD.
Reporting Requirement
(j) Submit a report of the findings (both positive and negative)
of the measurement required by paragraph (g) of this AD to Airbus,
as identified in Appendix 01 of Airbus Mandatory Service Bulletin
A300-27A6067, Revision 01, dated May 12, 2010 (for Model A300-600
series airplanes); or A310-27A2104, Revision 01, dated May 12, 2010
(for Model A310 series airplanes); at the applicable time specified
in paragraph (l)(1) or (l)(2) of this AD. The report must include
the information specified in Appendix 01 of Airbus Mandatory Service
Bulletin A300-27A6067, Revision 01, dated May 12, 2010 (for Model
A300-600 series airplanes); or A310-27A2104, Revision 01, dated May
12, 2010 (for Model A310 series airplanes).
(1) If the measurement was done on or after the effective date
of this AD: Submit the report within 30 days after the inspection.
(2) If the measurement was done before the effective date of
this AD: Submit the report within 30 days after the effective date
of this AD.
Parts Installation
(k) As of the effective date of this AD, no person may install,
on any airplane, a THSA, unless it is in compliance with the
requirements of this AD.
[[Page 51701]]
FAA AD Differences
Note 1: This AD differs from the MCAI and/or service
information as follows: The MCAI does not include a reporting
requirement; however, the service bulletin recommends reporting.
Paragraph (j) of this AD specifies a reporting requirement.
Other FAA AD Provisions
(l) The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager,
International Branch, ANM-116, 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: Dan Rodina, Aerospace Engineer,
International Branch, ANM-116, Transport Airplane Directorate, FAA,
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone
(425) 227-2125; 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. The AMOC approval letter must
specifically reference this AD.
(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 (44
U.S.C. 3501 et seq.), the Office of Management and Budget (OMB) has
approved the information collection requirements and has assigned
OMB Control Number 2120-0056.
Related Information
(m) Refer to MCAI EASA Airworthiness Directive 2010-0092, dated
May 21, 2010; Airbus Mandatory Service Bulletin A300-27A6067,
Revision 01, dated May 12, 2010; and Airbus Mandatory Service
Bulletin A310-27A2104, Revision 01, dated May 12, 2010; for related
information.
Issued in Renton, Washington, on August 16, 2010.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2010-20854 Filed 8-20-10; 8:45 am]
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