Airworthiness Directives; Airbus Model A318-100 and A319-100 Series Airplanes; Model A320-111 Airplanes; and Model A320-200, A321-100, and A321-200 Series Airplanes, 61922-61924 [05-21434]
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61922
Federal Register / Vol. 70, No. 207 / Thursday, October 27, 2005 / Proposed Rules
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 proposed AD 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.
§ 39.13
[Amended]
2. The Federal Aviation
Administration (FAA) amends § 39.13
by adding the following new
airworthiness directive (AD):
Bombardier, Inc. (Formerly Canadair):
Docket No. FAA–2005–22793;
Directorate Identifier 2005–NM–161–AD.
Comments Due Date
(a) The FAA must receive comments on
this AD action by November 28, 2005.
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.
Replacement
(f) Within 550 flight hours after the
effective date of this AD, replace the GaskO-Seal in the coupling of the refuel/defuel
shut-off valves by doing all the actions
specified in the Accomplishment
Instructions of Bombardier Alert Service
Bulletin A601R–28–064, dated April 21,
2005.
Parts Installation
(g) As of the effective date of this AD, no
person may install a Gask-O-Seal, part
number 202297, on any airplane.
Alternative Methods of Compliance
(AMOCs)
(h)(1) The Manager, New York Aircraft
Certification Office, FAA, has the authority to
approve AMOCs for this AD, if requested in
accordance with the procedures found in 14
CFR 39.19.
(2) Before using any AMOC approved in
accordance with 14 CFR 39.19 on any
airplane to which the AMOC applies, notify
the appropriate principal inspector in the
FAA Flight Standards Certificate Holding
District Office.
Related Information
(i) Canadian airworthiness directive CF–
2005–18, dated June 9, 2005, also addresses
the subject of this AD.
Issued in Renton, Washington, on October
18, 2005.
Kevin M. Mullin,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 05–21435 Filed 10–26–05; 8:45 am]
BILLING CODE 4910–13–P
Affected ADs
(b) None.
DEPARTMENT OF TRANSPORTATION
Applicability
(c) This AD applies to Bombardier Model
CL–600–2B19 (Regional Jet Series 100 & 440)
airplanes, certificated in any category, as
specified in paragraphs (c)(1) and (c)(2) of
this AD.
(1) Airplanes having serial numbers 7003
through 7067 inclusive and 7069 through
7939 inclusive on which Bombardier Service
Bulletin 601R–28–053, dated July 12, 2004,
has been accomplished.
(2) Airplanes having serial numbers 7940
through 7988 inclusive.
Unsafe Condition
(d) This AD results from a report that GaskO-Seals that did not incorporate an integral
restrictor to limit fuel flow rate and fuel
pressure during refueling were installed on
certain airplanes. We are issuing this AD to
VerDate Aug<31>2005
prevent a buildup of excessive static charge,
which could create an ignition source inside
the fuel tank.
14:39 Oct 26, 2005
Jkt 208001
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2005–22794; Directorate
Identifier 2005–NM–097–AD]
RIN 2120–AA64
Airworthiness Directives; Airbus Model
A318–100 and A319–100 Series
Airplanes; Model A320–111 Airplanes;
and Model A320–200, A321–100, and
A321–200 Series Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
PO 00000
Frm 00009
Fmt 4702
Sfmt 4702
SUMMARY: The FAA proposes to adopt a
new airworthiness directive (AD) for all
Airbus Model A318–100 and A319–100
series airplanes; Model A320–111
airplanes; and Model A320–200, A321–
100, and A321–200 series airplanes.
This proposed AD would require
repetitive detailed inspections of the
trimmable horizontal stabilizer actuator
(THSA) attachments for proper
clearances, and any crack, damage, or
metallic particles; related corrective
actions if necessary; and a report of the
inspection results to the manufacturer.
This proposed AD results from a report
that during lab testing to verify the
performance of the THSA’s secondary
load path with a simulated failure of the
THSA’s primary load path, the
secondary load path’s nut did not jam
(as it was supposed to do.) We are
proposing this AD to ensure the
integrity of the THSA’s primary load
path, which if failed, could result in
latent (undetected) loading and eventual
failure of the THSA’s secondary load
path and consequent uncontrolled
movement of the horizontal stabilizer
and loss of control of the airplane.
We must receive comments on
this proposed AD by November 28,
2005.
DATES:
Use one of the following
addresses to submit comments on this
proposed AD.
• DOT Docket Web site: Go to
https://dms.dot.gov and follow the
instructions for sending your comments
electronically.
• Government-wide rulemaking Web
site: Go to https://www.regulations.gov
and follow the instructions for sending
your comments electronically.
• Mail: Docket Management Facility,
U.S. Department of Transportation, 400
Seventh Street SW., Nassif Building,
room PL–401, Washington, DC 20590.
• Fax: (202) 493–2251.
• Hand Delivery: Room PL–401 on
the plaza level of the Nassif Building,
400 Seventh Street SW., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
Contact Airbus, 1 Rond Point Maurice
Bellonte, 31707 Blagnac Cedex, France,
for service information identified in this
proposed AD.
ADDRESSES:
Tim
Dulin, Aerospace Engineer,
International Branch, ANM–116, FAA,
Transport Airplane Directorate, 1601
Lind Avenue, SW., Renton, Washington
98055–4056; telephone (425) 227–2141;
fax (425) 227–1149.
FOR FURTHER INFORMATION CONTACT:
SUPPLEMENTARY INFORMATION:
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Federal Register / Vol. 70, No. 207 / Thursday, October 27, 2005 / Proposed Rules
Comments Invited
We invite you to submit any relevant
written data, views, or arguments
regarding this proposed AD. Include the
docket number ‘‘FAA–2005–22794;
Directorate Identifier 2005–NM–097–
AD’’ at the beginning of your comments.
We specifically invite comments on the
overall regulatory, economic,
environmental, and energy aspects of
the proposed AD. We will consider all
comments received by the closing date
and may amend the proposed AD in
light of those comments.
We will post all comments we
receive, without change, to https://
dms.dot.gov, including any personal
information you provide. We will also
post a report summarizing each
substantive verbal contact with FAA
personnel concerning this proposed AD.
Using the search function of that Web
site, anyone can find and read the
comments in any of our dockets,
including the name of the individual
who sent the comment (or signed the
comment on behalf of an association,
business, labor union, etc.). You may
review the DOT’s complete Privacy Act
Statement in the Federal Register
published on April 11, 2000 (65 FR
19477–78), or you may visit https://
dms.dot.gov.
load path) had failed and would need
repair. Without the jamming of the
secondary load path’s nut, there would
be no indications of failure of the THSA
primary load path, and it is possible that
the airplane would continue to be
unknowingly operated with a failed
component and continuous loading of
the secondary load path. The secondary
load path is not designed to tolerate
continued loading during multiple
flights. In the event of a secondary load
path failure in addition to a primary
load path failure, the flightcrew would
not be able to control the position of the
THSA. This condition, if not corrected,
could result in uncontrolled movement
of the horizontal stabilizer and
consequent loss of control of the
airplane.
Discussion
Relevant Service Information
Airbus has issued Service Bulletin
A320–27–1164, Revision 02, dated
March 30, 2005. The service bulletin
describes procedures for repetitive
detailed inspections of the THSA
attachments for proper clearances, and
for any crack, damage, or metallic
particles; related corrective actions if
necessary; and a report of the inspection
results to the manufacturer. The
detailed inspections involve doing a
check for the clearances between the
secondary nut trunnions and junction
plates at the lower THSA attachment;
and doing a visual inspection of the
upper THSA attachment structure/area
for any crack, damage, or metallic
particles. The corrective actions involve
replacing the THSA if any clearance is
not correct, or if any crack or damage is
found; and contacting the manufacturer
for further instructions if any metallic
particles are found. The DGAC
mandated the service information and
issued French airworthiness directive
F–2005–051, dated March 30, 2005, to
ensure the continued airworthiness of
these airplanes in France.
´ ´
The Direction Generale de l’Aviation
Civile (DGAC), which is the
airworthiness authority for France,
notified us that an unsafe condition may
exist on all Airbus Model A318–100,
A319–100, A320, and A321 series
airplanes. The DGAC advises that,
during lab testing to verify the
performance of the secondary load path
of the trimmable horizontal stabilizer
actuator (THSA) with a simulated loss
of the THSA’s primary load path, the
secondary load path’s nut did not jam
the THSA (as it was supposed to do).
The THSA was designed to jam in the
event of a primary load path failure, to
indicate to the flightcrew that a
component of the THSA (the primary
FAA’s Determination and Requirements
of the Proposed AD
These airplane models are
manufactured in France and are type
certificated for operation in the United
States under the provisions of section
21.29 of the Federal Aviation
Regulations (14 CFR 21.29) and the
applicable bilateral airworthiness
agreement. Pursuant to this bilateral
airworthiness agreement, the DGAC has
kept the FAA informed of the situation
described above. We have examined the
DGAC’s findings, evaluated all pertinent
information, and determined that we
need to issue an AD for airplanes of this
type design that are certificated for
operation in the United States.
Examining the Docket
You may examine the AD docket on
the Internet at https://dms.dot.gov, or in
person at the Docket Management
Facility office between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays. The Docket
Management Facility office (telephone
(800) 647–5227) is located on the plaza
level of the Nassif Building at the DOT
street address stated in the ADDRESSES
section. Comments will be available in
the AD docket shortly after the Docket
Management System receives them.
VerDate Aug<31>2005
14:39 Oct 26, 2005
Jkt 208001
PO 00000
Frm 00010
Fmt 4702
Sfmt 4702
61923
Therefore, we are proposing this AD,
which would require accomplishing the
actions specified in the service
information described previously,
except as discussed under ‘‘Differences
Between the Proposed AD and the
Service Bulletin.’’
Differences Between the Proposed AD
and the Service Bulletin
The service bulletin specifies that you
may contact the manufacturer for
instructions if any metallic particles are
found, but this proposed AD would
require you to repair the THSA using a
method that we or the DGAC (or its
delegated agent) approve. In light of the
type of repair that would be required to
address the unsafe condition, and
consistent with existing bilateral
airworthiness agreements, we have
determined that, for this proposed AD,
a repair we or the DGAC approve would
be acceptable for compliance with this
proposed AD.
The service bulletin refers only to a
‘‘check’’ and a ‘‘visual inspection’’ for
inspections of the THSA attachments for
proper clearances; and for any crack,
damage, or metal particles. We have
determined that the procedures for both
actions in the service bulletin should be
described as ‘‘detailed inspections.’’
Note 1 has been included in this
proposed AD to define this type of
inspection.
Interim Action
This is considered to be interim
action. The inspection reports that are
required by this AD will enable the
manufacturer to obtain better insight
into the nature, cause, and extent of the
problem, and eventually to develop
final action to address the unsafe
condition. Once final action has been
identified, the FAA may consider
further rulemaking.
Costs of Compliance
This proposed AD would affect about
700 airplanes of U.S. registry. The
proposed actions would take about 1
work hour per airplane, at an average
labor rate of $65 per work hour. Based
on these figures, the estimated cost of
the proposed AD for U.S. operators is
$45,500, or $65 per airplane, per
inspection cycle.
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.
E:\FR\FM\27OCP1.SGM
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61924
Federal Register / Vol. 70, No. 207 / Thursday, October 27, 2005 / Proposed Rules
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 proposed AD 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.
§ 39.13
[Amended]
2. The Federal Aviation
Administration (FAA) amends § 39.13
by adding the following new
airworthiness directive (AD):
Airbus: Docket No. FAA–2005–22794;
Directorate Identifier 2005–NM–097–AD.
VerDate Aug<31>2005
14:39 Oct 26, 2005
Jkt 208001
Comments Due Date
(a) The FAA must receive comments on
this AD action by November 28, 2005.
Affected ADs
(b) None.
Applicability
(c) This AD applies to all Airbus Model
A318–111 and –112 airplanes, Model A319–
111, –112, –113, –114, –115, –131, –132, and
–133 airplanes, Model A320–111 airplanes,
Model A320–211, –212, –214, –231, –232,
and –233 airplanes, Model A321–111, –112,
and –131 airplanes, and Model A321–211
and –231 airplanes, certificated in any
category.
Unsafe Condition
(d) This AD results from a report that
during lab testing to verify the performance
of the trimmable horizontal stabilizer
actuator’s (THSA’s) secondary load path with
a simulated failure of the THSA’s primary
load path, the secondary load path’s nut did
not jam (as it was supposed to do.) We are
issuing this AD to ensure the integrity of the
THSA’s primary load path, which if failed,
could result in latent (undetected) loading
and eventual failure of the THSA’s secondary
load path and consequent uncontrolled
movement of the horizontal stabilizer and
loss of control of the airplane.
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.
Repetitive Inspections and Corrective Action
(f) Within 20 months since first flight, or
within 600 flight hours after the effective
date of this AD, whichever occurs later, do
detailed inspections of the THSA
attachments for proper clearances and any
crack, damage, or metallic particles, and do
related corrective actions as applicable, in
accordance with the Accomplishment
Instructions of Airbus Service Bulletin A320–
27–1164, Revision 02, dated March 30, 2005,
except as described in paragraph (g) of this
AD. Do corrective actions before further
flight. Thereafter, repeat the inspections at
intervals not to exceed 20 months.
Note 1: 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.’’
(g) If any metallic particles are detected
during the inspection required by paragraph
(f) of this AD: Before further flight, repair the
damage according to a method approved by
either the Manager, International Branch,
ANM–116, FAA, Transport Airplane
´ ´
Directorate; or the Direction Generale de
l’Aviation Civile (DGAC) (or its delegated
agent).
PO 00000
Frm 00011
Fmt 4702
Sfmt 4702
Inspection Reports
(h) Submit a report of the findings (both
positive and negative) of the inspection
required by paragraph (f) of this AD to
Airbus, 1 Rond Point Maurice Bellonte,
31707 Blagnac Cedex, France, at the
applicable time specified in paragraph (h)(1)
or (h)(2) of this AD. The report must include
the inspection results, a description of any
discrepancies found, the airplane serial
number, and the number of landings and
flight hours on the airplane. Under the
provisions of the Paperwork Reduction Act of
1980 (44 U.S.C. 3501 et seq.), the Office of
Management and Budget (OMB) has
approved the information collection
requirements contained in this AD and has
assigned OMB Control Number 2120–0056.
(1) If the inspection was done after the
effective date of this AD: Submit the report
within 30 days after the inspection.
(2) If any inspection was accomplished
prior to the effective date of this AD: Submit
the report within 30 days after the effective
date of this AD.
Alternative Methods of Compliance
(AMOCs)
(i)(1) The Manager, International Branch,
ANM–116, Transport Airplane Directorate,
FAA, has the authority to approve AMOCs
for this AD, if requested in accordance with
the procedures found in 14 CFR 39.19.
(2) Before using any AMOC approved in
accordance with § 39.19 on any airplane to
which the AMOC applies, notify the
appropriate principal inspector in the FAA
Flight Standards Certificate Holding District
Office.
Related Information
(j) French airworthiness directive F–2005–
051, dated March 30, 2005, also addresses the
subject of this AD.
Issued in Renton, Washington, on October
18, 2005.
Kevin M. Mullin,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 05–21434 Filed 10–26–05; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2005–22810; Directorate
Identifier 2005–NM–143–AD]
RIN 2120–AA64
Airworthiness Directives; Airbus Model
A310–203, –204, and –222 Airplanes,
and Model A310–300 Series Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
E:\FR\FM\27OCP1.SGM
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]]>Agencies
[Federal Register Volume 70, Number 207 (Thursday, October 27, 2005)]
[Proposed Rules]
[Pages 61922-61924]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-21434]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2005-22794; Directorate Identifier 2005-NM-097-AD]
RIN 2120-AA64
Airworthiness Directives; Airbus Model A318-100 and A319-100
Series Airplanes; Model A320-111 Airplanes; and Model A320-200, A321-
100, and A321-200 Series Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD)
for all Airbus Model A318-100 and A319-100 series airplanes; Model
A320-111 airplanes; and Model A320-200, A321-100, and A321-200 series
airplanes. This proposed AD would require repetitive detailed
inspections of the trimmable horizontal stabilizer actuator (THSA)
attachments for proper clearances, and any crack, damage, or metallic
particles; related corrective actions if necessary; and a report of the
inspection results to the manufacturer. This proposed AD results from a
report that during lab testing to verify the performance of the THSA's
secondary load path with a simulated failure of the THSA's primary load
path, the secondary load path's nut did not jam (as it was supposed to
do.) We are proposing this AD to ensure the integrity of the THSA's
primary load path, which if failed, could result in latent (undetected)
loading and eventual failure of the THSA's secondary load path and
consequent uncontrolled movement of the horizontal stabilizer and loss
of control of the airplane.
DATES: We must receive comments on this proposed AD by November 28,
2005.
ADDRESSES: Use one of the following addresses to submit comments on
this proposed AD.
DOT Docket Web site: Go to https://dms.dot.gov and follow
the instructions for sending your comments electronically.
Government-wide rulemaking Web site: Go to https://
www.regulations.gov and follow the instructions for sending your
comments electronically.
Mail: Docket Management Facility, U.S. Department of
Transportation, 400 Seventh Street SW., Nassif Building, room PL-401,
Washington, DC 20590.
Fax: (202) 493-2251.
Hand Delivery: Room PL-401 on the plaza level of the
Nassif Building, 400 Seventh Street SW., Washington, DC, between 9 a.m.
and 5 p.m., Monday through Friday, except Federal holidays.
Contact Airbus, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex,
France, for service information identified in this proposed AD.
FOR FURTHER INFORMATION CONTACT: Tim Dulin, Aerospace Engineer,
International Branch, ANM-116, FAA, Transport Airplane Directorate,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425)
227-2141; fax (425) 227-1149.
SUPPLEMENTARY INFORMATION:
[[Page 61923]]
Comments Invited
We invite you to submit any relevant written data, views, or
arguments regarding this proposed AD. Include the docket number ``FAA-
2005-22794; Directorate Identifier 2005-NM-097-AD'' at the beginning of
your comments. We specifically invite comments on the overall
regulatory, economic, environmental, and energy aspects of the proposed
AD. We will consider all comments received by the closing date and may
amend the proposed AD in light of those comments.
We will post all comments we receive, without change, to https://
dms.dot.gov, including any personal information you provide. We will
also post a report summarizing each substantive verbal contact with FAA
personnel concerning this proposed AD. Using the search function of
that Web site, anyone can find and read the comments in any of our
dockets, including the name of the individual who sent the comment (or
signed the comment on behalf of an association, business, labor union,
etc.). You may review the DOT's complete Privacy Act Statement in the
Federal Register published on April 11, 2000 (65 FR 19477-78), or you
may visit https://dms.dot.gov.
Examining the Docket
You may examine the AD docket on the Internet at https://
dms.dot.gov, or in person at the Docket Management Facility office
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The Docket Management Facility office (telephone (800) 647-
5227) is located on the plaza level of the Nassif Building at the DOT
street address stated in the ADDRESSES section. Comments will be
available in the AD docket shortly after the Docket Management System
receives them.
Discussion
The Direction G[eacute]n[eacute]rale de l'Aviation Civile (DGAC),
which is the airworthiness authority for France, notified us that an
unsafe condition may exist on all Airbus Model A318-100, A319-100,
A320, and A321 series airplanes. The DGAC advises that, during lab
testing to verify the performance of the secondary load path of the
trimmable horizontal stabilizer actuator (THSA) with a simulated loss
of the THSA's primary load path, the secondary load path's nut did not
jam the THSA (as it was supposed to do). The THSA was designed to jam
in the event of a primary load path failure, to indicate to the
flightcrew that a component of the THSA (the primary load path) had
failed and would need repair. Without the jamming of the secondary load
path's nut, there would be no indications of failure of the THSA
primary load path, and it is possible that the airplane would continue
to be unknowingly operated with a failed component and continuous
loading of the secondary load path. The secondary load path is not
designed to tolerate continued loading during multiple flights. In the
event of a secondary load path failure in addition to a primary load
path failure, the flightcrew would not be able to control the position
of the THSA. This condition, if not corrected, could result in
uncontrolled movement of the horizontal stabilizer and consequent loss
of control of the airplane.
Relevant Service Information
Airbus has issued Service Bulletin A320-27-1164, Revision 02, dated
March 30, 2005. The service bulletin describes procedures for
repetitive detailed inspections of the THSA attachments for proper
clearances, and for any crack, damage, or metallic particles; related
corrective actions if necessary; and a report of the inspection results
to the manufacturer. The detailed inspections involve doing a check for
the clearances between the secondary nut trunnions and junction plates
at the lower THSA attachment; and doing a visual inspection of the
upper THSA attachment structure/area for any crack, damage, or metallic
particles. The corrective actions involve replacing the THSA if any
clearance is not correct, or if any crack or damage is found; and
contacting the manufacturer for further instructions if any metallic
particles are found. The DGAC mandated the service information and
issued French airworthiness directive F-2005-051, dated March 30, 2005,
to ensure the continued airworthiness of these airplanes in France.
FAA's Determination and Requirements of the Proposed AD
These airplane models are manufactured in France and are type
certificated for operation in the United States under the provisions of
section 21.29 of the Federal Aviation Regulations (14 CFR 21.29) and
the applicable bilateral airworthiness agreement. Pursuant to this
bilateral airworthiness agreement, the DGAC has kept the FAA informed
of the situation described above. We have examined the DGAC's findings,
evaluated all pertinent information, and determined that we need to
issue an AD for airplanes of this type design that are certificated for
operation in the United States.
Therefore, we are proposing this AD, which would require
accomplishing the actions specified in the service information
described previously, except as discussed under ``Differences Between
the Proposed AD and the Service Bulletin.''
Differences Between the Proposed AD and the Service Bulletin
The service bulletin specifies that you may contact the
manufacturer for instructions if any metallic particles are found, but
this proposed AD would require you to repair the THSA using a method
that we or the DGAC (or its delegated agent) approve. In light of the
type of repair that would be required to address the unsafe condition,
and consistent with existing bilateral airworthiness agreements, we
have determined that, for this proposed AD, a repair we or the DGAC
approve would be acceptable for compliance with this proposed AD.
The service bulletin refers only to a ``check'' and a ``visual
inspection'' for inspections of the THSA attachments for proper
clearances; and for any crack, damage, or metal particles. We have
determined that the procedures for both actions in the service bulletin
should be described as ``detailed inspections.'' Note 1 has been
included in this proposed AD to define this type of inspection.
Interim Action
This is considered to be interim action. The inspection reports
that are required by this AD will enable the manufacturer to obtain
better insight into the nature, cause, and extent of the problem, and
eventually to develop final action to address the unsafe condition.
Once final action has been identified, the FAA may consider further
rulemaking.
Costs of Compliance
This proposed AD would affect about 700 airplanes of U.S. registry.
The proposed actions would take about 1 work hour per airplane, at an
average labor rate of $65 per work hour. Based on these figures, the
estimated cost of the proposed AD for U.S. operators is $45,500, or $65
per airplane, per inspection cycle.
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.
[[Page 61924]]
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 proposed AD 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
adding the following new airworthiness directive (AD):
Airbus: Docket No. FAA-2005-22794; Directorate Identifier 2005-NM-
097-AD.
Comments Due Date
(a) The FAA must receive comments on this AD action by November
28, 2005.
Affected ADs
(b) None.
Applicability
(c) This AD applies to all Airbus Model A318-111 and -112
airplanes, Model A319-111, -112, -113, -114, -115, -131, -132, and -
133 airplanes, Model A320-111 airplanes, Model A320-211, -212, -214,
-231, -232, and -233 airplanes, Model A321-111, -112, and -131
airplanes, and Model A321-211 and -231 airplanes, certificated in
any category.
Unsafe Condition
(d) This AD results from a report that during lab testing to
verify the performance of the trimmable horizontal stabilizer
actuator's (THSA's) secondary load path with a simulated failure of
the THSA's primary load path, the secondary load path's nut did not
jam (as it was supposed to do.) We are issuing this AD to ensure the
integrity of the THSA's primary load path, which if failed, could
result in latent (undetected) loading and eventual failure of the
THSA's secondary load path and consequent uncontrolled movement of
the horizontal stabilizer and loss of control of the airplane.
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.
Repetitive Inspections and Corrective Action
(f) Within 20 months since first flight, or within 600 flight
hours after the effective date of this AD, whichever occurs later,
do detailed inspections of the THSA attachments for proper
clearances and any crack, damage, or metallic particles, and do
related corrective actions as applicable, in accordance with the
Accomplishment Instructions of Airbus Service Bulletin A320-27-1164,
Revision 02, dated March 30, 2005, except as described in paragraph
(g) of this AD. Do corrective actions before further flight.
Thereafter, repeat the inspections at intervals not to exceed 20
months.
Note 1: 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.''
(g) If any metallic particles are detected during the inspection
required by paragraph (f) of this AD: Before further flight, repair
the damage according to a method approved by either the Manager,
International Branch, ANM-116, FAA, Transport Airplane Directorate;
or the Direction Generale de l'Aviation Civile (DGAC) (or its
delegated agent).
Inspection Reports
(h) Submit a report of the findings (both positive and negative)
of the inspection required by paragraph (f) of this AD to Airbus, 1
Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France, at the
applicable time specified in paragraph (h)(1) or (h)(2) of this AD.
The report must include the inspection results, a description of any
discrepancies found, the airplane serial number, and the number of
landings and flight hours on the airplane. Under the provisions of
the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.), the
Office of Management and Budget (OMB) has approved the information
collection requirements contained in this AD and has assigned OMB
Control Number 2120-0056.
(1) If the inspection was done after the effective date of this
AD: Submit the report within 30 days after the inspection.
(2) If any inspection was accomplished prior to the effective
date of this AD: Submit the report within 30 days after the
effective date of this AD.
Alternative Methods of Compliance (AMOCs)
(i)(1) The Manager, International Branch, ANM-116, Transport
Airplane Directorate, FAA, has the authority to approve AMOCs for
this AD, if requested in accordance with the procedures found in 14
CFR 39.19.
(2) Before using any AMOC approved in accordance with Sec.
39.19 on any airplane to which the AMOC applies, notify the
appropriate principal inspector in the FAA Flight Standards
Certificate Holding District Office.
Related Information
(j) French airworthiness directive F-2005-051, dated March 30,
2005, also addresses the subject of this AD.
Issued in Renton, Washington, on October 18, 2005.
Kevin M. Mullin,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-21434 Filed 10-26-05; 8:45 am]
BILLING CODE 4910-13-P
