[Federal Register Volume 75, Number 234 (Tuesday, December 7, 2010)]
[Rules and Regulations]
[Pages 75870-75872]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2010-30309]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2010-0850; Directorate Identifier 2010-NM-076-AD;
Amendment 39-16536; AD 2010-25-03]
RIN 2120-AA64
Airworthiness Directives; Airbus Model A300 Series Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
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SUMMARY: We are adopting a new airworthiness directive (AD) for the
products listed above. This 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
[[Page 75871]]
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.
* * * * *
We are issuing this AD to require actions to correct the unsafe
condition on these products.
DATES: This AD becomes effective January 11, 2011.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of January 11,
2011.
ADDRESSES: You may examine the AD docket on the Internet at http://www.regulations.gov or in person at the U.S. Department of
Transportation, Docket Operations, M-30, West Building Ground Floor,
Room W12-140, 1200 New Jersey Avenue, SE., Washington, DC.
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:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that would apply to the specified products.
That NPRM was published in the Federal Register on August 27, 2010 (75
FR 52652). That NPRM proposed 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 [EASA] AD requires repetitive
[detailed] inspections to detect if damage exists to the THSA upper
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.
Comments
We gave the public the opportunity to participate in developing
this AD. We received no comments on the NPRM or on the determination of
the cost to the public.
Conclusion
We reviewed the available data and determined that air safety and
the public interest require adopting the AD as proposed.
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 required different actions in this AD from those
in the MCAI in order to follow our FAA policies. Any such differences
are highlighted in a note within the AD.
Costs of Compliance
We estimate that this AD will affect 5 products of U.S. registry.
We also estimate that it will take about 2 work-hours per product to
comply with the basic requirements of this AD. The average labor rate
is $85 per work-hour. Based on these figures, we estimate the cost of
this AD to the 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 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 this AD:
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 AD and placed it in the AD docket.
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 the NPRM, 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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
0
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.
[[Page 75872]]
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by adding the following new AD:
2010-25-03 Airbus: Amendment 39-16536. Docket No. FAA-2010-0850;
Directorate Identifier 2010-NM-076-AD.
Effective Date
(a) This airworthiness directive (AD) becomes effective January
11, 2011.
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.
(i) Doing the corrective actions specified in paragraph (h) of
this AD is not a terminating action for the repetitive inspections
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.
Material Incorporated by Reference
(l) You must use Airbus Mandatory Service Bulletin A300-27-0203,
excluding Appendix 01, dated June 8, 2009, to do the actions
required by this AD, unless the AD specifies otherwise.
(1) The Director of the Federal Register approved the
incorporation by reference of this service information under 5
U.S.C. 552(a) and 1 CFR part 51.
(2) For service information identified in this 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.
(3) You may review copies of the 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.
(4) You may also review copies of the 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, call 202-741-6030, or go to: http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.
Issued in Renton, Washington, on October 22, 2010.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2010-30309 Filed 12-6-10; 8:45 am]
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