[Federal Register Volume 75, Number 166 (Friday, August 27, 2010)]
[Proposed Rules]
[Pages 52652-52654]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2010-21419]
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Proposed Rules
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains notices to the public of
the proposed issuance of rules and regulations. The purpose of these
notices is to give interested persons an opportunity to participate in
the rule making prior to the adoption of the final rules.
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Federal Register / Vol. 75, No. 166 / Friday, August 27, 2010 /
Proposed Rules
[[Page 52652]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2010-0850; Directorate Identifier 2010-NM-076-AD]
RIN 2120-AA64
Airworthiness Directives; Airbus Model A300 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:
In accordance with design regulation, the THSA [trimmable
horizontal stabilizer actuator] has a failsafe design. Its upper
attachment to the aeroplane has two load paths, a Primary Load Path
(PLP) and a Secondary Load Path (SLP), which is only engaged in case
of PLP failure. Following the design intent, engagement of the SLP
leads to jam the THSA, indicating the failure of the PLP.
Tests carried out under the loads-measured during representative
flights have demonstrated that, when the SLP is engaged, it does not
systematically jam the THSA. In addition, laboratory tests have
confirmed that the SLP will only withstand the loads for a limited
period of time.
This condition of PLP failure during an extended period of time,
if not detected and corrected, would lead to the rupture of the THSA
upper attachment and consequent THSA loss of command, resulting in
reduced 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 12,
2010.
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-2010-0850;
Directorate Identifier 2010-NM-076-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 have lengthened the 30-day comment period for proposed ADs that
address MCAI originated by aviation authorities of other countries to
provide adequate time for interested parties to submit comments. The
comment period for these proposed ADs is now typically 45 days, which
is consistent with the comment period for domestic transport ADs.
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 2010-0019, dated February 5, 2010 (referred to
after this as ``the MCAI''), to correct an unsafe condition for the
specified products. The MCAI states:
In accordance with design regulation, the THSA [trimmable
horizontal stabilizer actuator] has a failsafe design. Its upper
attachment to the aeroplane has two load paths, a Primary Load Path
(PLP) and a Secondary Load Path (SLP), which is only engaged in case
of PLP failure. Following the design intent, engagement of the SLP
leads to jam the THSA, indicating the failure of the PLP.
Tests carried out under the loads-measured during representative
flights have demonstrated that, when the SLP is engaged, it does not
systematically jam the THSA. In addition, laboratory tests have
confirmed that the SLP will only withstand the loads for a limited
period of time.
This condition of PLP failure during an extended period of time,
if not detected and corrected, would lead to the rupture of the THSA
upper attachment and consequent THSA loss of command, resulting in
reduced control of the aeroplane.
For the reasons stated above, this AD requires repetitive
[detailed] inspections to detect if damage exists to the THSA upper
[[Page 52653]]
attachment and if the SLP has been engaged and corrective actions,
depending on findings.
The corrective actions include contacting Airbus for instructions and
doing those instructions. You may obtain further information by
examining the MCAI in the AD docket.
Relevant Service Information
Airbus has issued Mandatory Service Bulletin A300-27-0203,
including Appendix 01, dated June 8, 2009. 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 5 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 $850, 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 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-2010-0850; Directorate Identifier 2010-NM-
076-AD.
Comments Due Date
(a) We must receive comments by October 12, 2010.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Airbus Model A300 B2-1A, B2-1C, B4-2C,
B2K-3C, B4-103, B2-203, and B4-203 airplanes, certificated in any
category, all serial numbers.
Subject
(d) Air Transport Association (ATA) of America Code 27: Flight
Controls.
Reason
(e) The mandatory continuing airworthiness information (MCAI)
states:
In accordance with design regulation, the THSA [trimmable
horizontal stabilizer actuator] has a failsafe design. Its upper
attachment to the aeroplane has two load paths, a Primary Load Path
(PLP) and a Secondary Load Path (SLP), which is only engaged in case
of PLP failure. Following the design intent, engagement of the SLP
leads to jam the THSA, indicating the failure of the PLP.
Tests carried out under the loads-measured during representative
flights have demonstrated that, when the SLP is engaged, it does not
systematically jam the THSA. In addition, laboratory tests have
confirmed that the SLP will only withstand the loads for a limited
period of time.
This condition of PLP failure during an extended period of time,
if not detected and corrected, would lead to the rupture of the THSA
upper attachment and consequent THSA loss of command, resulting in
reduced 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 2,500 flight hours after the effective date of this
AD, do a detailed visual inspection for metallic particles, cracks,
scratches, and missing materials of the THSA upper attachment and
screw shaft, in accordance with the Accomplishment Instructions of
Airbus Mandatory Service Bulletin A300-27-0203, dated June 8, 2009.
Repeat the inspection thereafter at intervals not to exceed 2,500
flight hours.
(h) If during any inspection required by paragraph (g) of this
AD, any metallic particle, crack, scratch, or missing material is
found, before further flight, contact Airbus to obtain approved
corrective action instructions, and accomplish those instructions
accordingly.
[[Page 52654]]
(i) Doing the corrective actions in paragraph (h) of this AD is
not a terminating action for the repetitive inspection required by
paragraph (g) of this AD.
FAA AD Differences
Note 1: This AD differs from the MCAI and/or service
information as follows: No differences.
Other FAA AD Provisions
(j) The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager,
International Branch, ANM-116, Transport Airplane Directorate, FAA,
has the authority to approve AMOCs for this AD, if requested using
the procedures found in 14 CFR 39.19. Send information to ATTN: 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
(k) Refer to MCAI European Aviation Safety Agency Airworthiness
Directive 2010-0019, dated February 5, 2010; and Airbus Mandatory
Service Bulletin A300-27-0203, dated June 8, 2009; for related
information.
Issued in Renton, Washington, on August 20, 2010.
Jeffrey E. Duven,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2010-21419 Filed 8-26-10; 8:45 am]
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