Airworthiness Directives; Airbus Model A300-600 Airplanes, 55112-55116 [E9-24938]
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Federal Register / Vol. 74, No. 206 / Tuesday, October 27, 2009 / Rules and Regulations
Form No.
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Edition date
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9. Section 299.5 is amended in the
table by adding the Form ‘‘I–129CW’’ in
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proper alpha/numeric sequence, to read
as follows:
Form No.
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§ 299.5
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Display of control number.
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Currently
assigned
OMB control
no.
Form title
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I–129CW .................................................................. Petition for a CNMI-Only Nonimmigrant Transitional Worker ...........................
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Janet Napolitano,
Secretary.
[FR Doc. E9–25808 Filed 10–26–09; 8:45 am]
BILLING CODE 9111–97–P
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Virginia 22102–5090, (703) 883–4020,
TTY (703) 883–4020.
(12 U.S.C. 2252(a)(9) and (10))
Dated: October 22, 2009.
Roland E. Smith,
Secretary, Farm Credit Administration Board.
[FR Doc. E9–25853 Filed 10–26–09; 8:45 am]
FARM CREDIT ADMINISTRATION
12 CFR Part 604
BILLING CODE 6705–01–P
RIN 3052–AC58
Farm Credit Administration Board
Meetings; Sunshine Act; Effective Date
Federal Aviation Administration
Farm Credit Administration.
ACTION: Notice of effective date.
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AGENCY:
14 CFR Part 39
SUMMARY: The Farm Credit
Administration (FCA or Agency),
through the FCA Board (Board), issued
a direct final rule under part 604 on
August 31, 2009 (74 FR 44727)
amending FCA’s regulations on meeting
announcements to provide greater
flexibility to the FCA Board in
scheduling meetings. In accordance
with 12 U.S.C. 2252, the effective date
of the final rule is 30 days from the date
of publication in the Federal Register
during which either or both Houses of
Congress are in session. Based on the
records of the sessions of Congress, the
effective date of the regulations is
October 22, 2009.
DATES: Effective Date: Under the
authority of 12 U.S.C. 2252, the
regulation amending 12 CFR part 604
published on August 31, 2009 (74 FR
44727) is effective October 22, 2009.
FOR FURTHER INFORMATION CONTACT:
Michael Wilson, Policy Analyst, Office
of Regulatory Policy, Farm Credit
Administration, McLean, Virginia
22102–5090, (703) 883–4498, TTY
(703) 883–4434; or
Mary Alice Donner, Senior Attorney,
Office of General Counsel, Farm
Credit Administration, McLean,
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DEPARTMENT OF TRANSPORTATION
[Docket No. FAA–2008–0979; Directorate
Identifier 2008–NM–079–AD; Amendment
39–16051; AD 2009–21–12]
RIN 2120–AA64
Airworthiness Directives; Airbus Model
A300–600 Airplanes
AGENCY: Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
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:
Further to initial qualification tests of the
spoiler actuators currently installed in
position No. 3 to 7 on A300–600 and A300–
600ST aircraft fleet, a life limit [of 55,750
flight hours] has been defined by the actuator
manufacturer. Initially, this life limit had no
repercussions, as it was situated well beyond
the initial Design Service Goal (DSG) of the
aircraft. However, due to the Extended
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Service Goal (ESG) activities, the spoiler
actuator life limit can be reached in service,
and therefore the spoiler actuators must be
replaced before exceeding this limit.
In order to mitigate the risk to have aircraft
on which the three hydraulic circuits would
be impacted by affected spoiler actuators,
which could result in the loss of
controllability of the aircraft, this
Airworthiness Directive (AD) requires actions
to ensure that at least the level of safety of
one hydraulic circuit will be restored within
an acceptable timeframe.
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We are issuing this AD to require
actions to correct the unsafe condition
on these products.
DATES: This AD becomes effective
December 1, 2009.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in this AD
as of December 1, 2009.
ADDRESSES: You may examine the AD
docket on the Internet at https://
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 September 17, 2008 (73 FR
53768). That NPRM proposed to correct
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Federal Register / Vol. 74, No. 206 / Tuesday, October 27, 2009 / Rules and Regulations
an unsafe condition for the specified
products. The MCAI states:
Further to initial qualification tests of the
spoiler actuators currently installed in
position No. 3 to 7 on A300–600 and A300–
600ST aircraft fleet, a life limit [of 55,750
flight hours] has been defined by the actuator
manufacturer. Initially, this life limit had no
repercussions, as it was situated well beyond
the initial Design Service Goal (DSG) of the
aircraft. However, due to the Extended
Service Goal (ESG) activities, the spoiler
actuator life limit can be reached in service,
and therefore the spoiler actuators must be
replaced before exceeding this limit.
In order to mitigate the risk to have aircraft
on which the three hydraulic circuits would
be impacted by affected spoiler actuators,
which could result in the loss of
controllability of the aircraft, this
Airworthiness Directive (AD) requires actions
to ensure that at least the level of safety of
one hydraulic circuit will be restored within
an acceptable timeframe.
EASA AD 2007–0245, issued on 05
September 2007 as an interim action, is
superseded by the present [EASA] AD.
Corrective actions include replacing the
spoiler actuator with a serviceable unit.
You may obtain further information by
examining the MCAI in the AD docket.
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Comments
We gave the public the opportunity to
participate in developing this AD. We
considered the comments received.
Requests To Withdraw NPRM
Air Transport Association (ATA) on
behalf of its member American Airlines
(AA) asks that the NPRM be withdrawn
until a workable method of determining
flight hours on the spoiler actuator
pistons can be established. AA provides
the following reasons for its request to
withdraw the NPRM:
• Airbus Mandatory Service Bulletin
A300–27A6062, dated July 6, 2007
(cited in the NPRM), specifies that
operators contact Smiths Industries for
guidance in determining the priority
serial number to be used to identify the
actuators. AA has done this for
numerous actuators, and in each case,
Smiths was unable to provide the
guidance requested. Therefore, AA is
unable to provide any meaningful data
to Airbus.
We find that clarification of the
guidance on identifying the actuators is
necessary. Airbus Mandatory Service
Bulletin A300–27A6062, dated July 6,
2007, was issued to provide instructions
for inspecting the spoiler actuators.
Airbus Mandatory Service Bulletin
A300–27–6060, dated February 18, 2008
(cited in the NPRM), was issued to
provide instructions for conducting
follow-on actions, depending on the
inspection results. In addition, Smiths
Industries issued Service Information
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Letters SIL 27–01, dated June 2007; and
SIL 27–02, dated May 2007; to provide
operators with procedures to identify
the spoiler actuators. After the spoiler
actuators are identified, certain actions
specified in Airbus Mandatory Service
Bulletin A300–27–6060, dated February
18, 2008, are provided if the flight hours
cannot be established; however, those
flight hours can also be calculated using
the subject service information letters.
We have included a new Note 1 in the
AD (and re-identified subsequent notes)
specifying that Smiths Service
Information Letters SIL 27–01, dated
June 2007; and SIL 27–02, dated May
2007; may be used as additional sources
of service information to calculate the
total flight hours accumulated on each
spoiler actuator.
• AA also notes that, in the case
where no records are available, and
identification cannot be done, Airbus
Mandatory Service Bulletin A300–
27A6062, dated July 6, 2007, states that
the Inspection Report Sheet should be
filled in with the status ‘‘unknown.’’
The majority of the serial number
identification plates is no longer
installed on the actuators, and therefore,
is considered to be ‘‘unknown’’ and will
require replacement. According to AA,
this will cause an undue burden on AA
and will not increase the level of safety.
We disagree with the commenter.
Airbus Mandatory Service Bulletin
A300–27A6062, dated July 6, 2007,
refers to Smiths Service Information
Letter SIL 27–01, dated June 2007,
which provides more than one option
for identifying the spoiler actuators. The
serial number may have been etched on
the actuator in at least one of three
places, the cylinder body, the eye end
assembly, or the piston assembly. We
have made no change to the AD in this
regard.
• AA states that there are no data to
support the premise that an individual
actuator may have accumulated more
flight hours than an operators’-high-time
airplanes. For this reason, if the NPRM
is adopted, AA proposes that operators
be allowed to use fleet high time to
assign the accumulated flight hours to
each actuator.
We disagree with the commenter. If
an airline acquired airplanes from
another airline, to obtain fleet high time
it would have to take into account the
flight hours of the highest flight-hour
airplane of all the airlines that the
company is operating. This method
would be difficult to calculate for this
reason. We have made no change to the
AD in this regard.
FedEx Express also asks that the
NPRM be withdrawn and provides the
following reasons:
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• FedEx states that the life limit of
55,750 total flight hours is theoretical
based on the testing of three spoiler
actuators prior to certification of the
Model A300–600 airplane. FedEx adds
that at the request of Airbus and
operators, the original equipment
manufacturer (OEM) of the spoiler
actuator is currently conducting fatigue
testing to determine whether it is
possible to extend that theoretical life
limit on the spoiler actuators to over
80,000 flight hours beginning in mid2009. If the NPRM is not withdrawn,
FedEx recommends delaying any
mandated service action until the
fatigue testing currently in process by
the OEM is complete. FedEx adds that
if the new fatigue life limit is more than
75,000 flight hours for the new A300–
600 DSG, it could prove that the NPRM
is unnecessary. FedEx also states that
spoiler actuators have not been lifelimited parts since the beginning of the
Model A300–600 program; therefore,
operators have not tracked the flight
time accumulated on the spoiler
actuators accurately.
We agree that it may be necessary to
conduct fatigue testing to eventually
extend the life limit on the spoiler
actuators. However, we do not agree to
withdraw the NPRM until the fatigue
testing currently in process by the OEM
is complete. Any additional delay for
further testing would result in an
unacceptable level of risk, because
doing so would allow the unsafe
condition to continue for an indefinite
length of time. However, under the
provisions of paragraph (g)(1) of this
AD, we will consider requests for
approval of an alternative method of
compliance if sufficient data are
submitted to substantiate that the new
fatigue life limit would provide an
acceptable level of safety. We have
made no change to the AD in this
regard.
• FedEx and other operators also
discovered that the identification labels
affixed to spoiler actuators were
attached with poor adhesive, which
dissolved when exposed to hydraulic
fluids and petroleum-based de-ice
fluids. Therefore, many actuators cannot
be identified while installed on the
airplane because the labels are missing,
so a shop visit is necessary to
accomplish the identification, which is
costly and time consuming because of
turnaround times in excess of 45 days
for each actuator. FedEx adds that, due
to these factors, it may need an excess
number of ‘‘new’’ OEM spoiler actuators
to maintain compliance with the NPRM
as currently written.
We acknowledge the commenter’s
concern and provide the following
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Federal Register / Vol. 74, No. 206 / Tuesday, October 27, 2009 / Rules and Regulations
clarification. As noted previously,
Airbus Mandatory Service Bulletin
A300–27A6062, dated July 6, 2007,
refers to Smiths Service Information
Letter SIL 27–01, dated June 2007,
which provides more than one option
for identifying the spoiler actuators. The
serial number may have been etched on
the actuator in at least one of three
places—the cylinder body, the eye end
assembly, or the piston assembly. In
addition, we have discussed the
turnaround times for a shop visit with
the OEM and were told there was a
miscommunication between the OEM
and FedEx. The OEM has already taken
steps to work with its suppliers to
improve the efficiency in processing
these units and reduce the turnaround
time. The OEM also informed us that it
can supply FedEx with the number of
actuators FedEx deems necessary in
order to comply with the AD. We have
made no change to the AD in this
regard.
• In August 2007, FedEx completed
an inspection/identification of its
spoiler actuators in accordance with
Airbus Mandatory Service Bulletin
A300–27A6062, dated July 6, 2007.
FedEx notes that since that time many
actuators have been removed and
replaced through normal maintenance
visits, and are tracked by an approved
record-keeping system. If the NPRM is
not withdrawn, FedEx recommends that
we consider the timeframe between the
proposed inspections and follow-on
cleaning of a hydraulic system and
record-keeping.
We infer that the commenter is asking
that the compliance time be extended
for certain actions if the AD is not
withdrawn; we do not agree. Although
the commenter’s record-keeping may be
accurate, record-keeping varies among
operators, and our compliance time
takes this into consideration. In
developing an appropriate compliance
time for this AD, we considered not
only the safety implications, but the
manufacturer’s recommendations, and
the practical aspect of accomplishing
the actions within an interval of time
that corresponds to typical scheduled
maintenance for affected operators.
However, under the provisions of
paragraph (g)(1) of the AD, we may
consider requests for adjustments to the
compliance time if data are submitted to
substantiate that such an adjustment
would provide an acceptable level of
safety. We have made no change to the
AD in this regard.
• FedEx has used the mechanism
specified in Airbus Mandatory Service
Bulletin A300–27–6060, dated February
18, 2008, to calculate flight hours on
specific spoiler actuators with known
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16:23 Oct 26, 2009
Jkt 220001
manufacturer serial numbers. FedEx
adds that the Airbus Mandatory Service
Bulletin A300–27–6060, dated February
18, 2008, in combination with Smiths
Service Information Letter SIL 27–02,
dated May 2007, provides the essential
data necessary to accomplish such
calculations. If the NPRM is not
withdrawn, FedEx recommends
referencing Airbus Mandatory Service
Bulletin A300–27–6060, dated February
18, 2008; and Smiths Service
Information Letter SIL 27–02, dated May
2007; as sources of information for the
calculation of flight hours.
We agree with the commenter that the
subject service information should be
referenced. Paragraph 3.B.(1)(a) of
Airbus Mandatory Service Bulletin
A300–27–6060, dated February 18,
2008, provides the information
necessary to calculate flight hours. That
paragraph also refers to Smiths Service
Information Letter SIL 27–02, dated May
2007, as an additional source of service
information for calculating flight hours.
As noted previously, we have included
a new Note 1 in the AD specifying that
Smiths Service Information Letters SIL
27–01, dated June 2007; and SIL 27–02,
dated May 2007; may be used as
additional sources of service
information to identify the total flight
hours accumulated on each spoiler
actuator.
Request for Clarification of Certain
Requirements
United Parcel Service (UPS) states
that the limitation specifying not to
interchange or replace actuators on
more than two hydraulic circuits at the
same time is not presently in its Airbus
A300 Aircraft Maintenance Manual
(AMM). UPS requests verification that
this requirement is limited to action
required when all circuits have spoiler
actuators installed having part numbers
(P/N) P376A0002–05, –06, –07, or –09,
and P/N P725A0001–00 that exceed
55,750 flight hours, or if the intent of
the NPRM is to add this restriction to
the existing Airbus A300 AMM.
We acknowledge the commenter’s
concern and provide the following
clarification. The language specified in
the Airbus A300 AMM already
recommends not working on redundant
components at the same time. In
addition, Airbus added within the
limitation in the service bulletin not to
interchange or replace actuators on
more than two hydraulic circuits at the
same time; therefore, it does not need to
be included in the Airbus A300 AMM.
We have made no change to the AD in
this regard.
UPS also asks for clarification of
whether the NPRM is establishing a
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55,750 flight-hour life limit on every
Smiths spoiler actuator installed having
affected part numbers, or whether the
intention is to maintain one hydraulic
circuit with spoiler actuators that do not
exceed 55,750 total flight hours.
We acknowledge the commenter’s
concern and provide the following
clarification. As specified in paragraph
(f)(4) of this AD, each airplane must
continue to have at least one hydraulic
circuit fitted with spoiler actuators that
do not exceed 55,750 total flight hours.
We have made no change to the AD in
this regard.
Explanation of Change to Applicability
We have revised the applicability in
paragraph (c) of this final rule to
identify model designations as
published in the most recent type
certificate data sheet for the affected
models.
Explanation of Change to Reporting
Requirement
This final rule does not include the
reporting requirement specified in
paragraph (1) of the MCAI. The MCAI
carried this requirement forward from
European Aviation Safety Agency
(EASA) Airworthiness Directive 2007–
0245, dated September 5, 2007. We
previously determined that no action
was required on our part regarding
EASA AD 2007–0245. Therefore, we
have removed the reporting requirement
specified in paragraph (g)(3) of this AD.
Conclusion
We reviewed the available data,
including the comments received, and
determined that air safety and the
public interest require adopting the AD
with the changes described previously.
We determined that these changes will
not increase the economic burden on
any operator or increase the scope of the
AD.
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.
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Federal Register / Vol. 74, No. 206 / Tuesday, October 27, 2009 / Rules and Regulations
Costs of Compliance
We estimate that this AD will affect
135 products of U.S. registry. We also
estimate that it will take about 8 workhours per product to comply with the
basic requirements of this AD. The
average labor rate is $80 per work-hour.
Required parts will cost about $32,000
per product. Where the service
information lists required parts costs
that are covered under warranty, we
have assumed that there will be no
charge for these parts. As we do not
control warranty coverage for affected
parties, some parties may incur costs
higher than estimated here. Based on
these figures, we estimate the cost of
this AD to the U.S. operators to be
$4,406,400, or $32,640 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.
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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.
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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 https://
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
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 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 FAA amends § 39.13 by adding
the following new AD:
■
2009–21–12 Airbus: Amendment 39–16051.
Docket No. FAA–2008–0979; Directorate
Identifier 2008–NM–079–AD.
Effective Date
(a) This airworthiness directive (AD)
becomes effective December 1, 2009.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Airbus Model A300
B4–601, B4–603, B4–605R, B4–620, B4–622,
B4–622R, F4–605R, F4–622R, C4–605R
Variant F airplanes, all serial numbers,
certificated in any category; on which Smith
spoiler actuators having part number (P/N)
P376A0002–05, –06, –07, or –09, or P/N
P725A0001–00 are installed.
Subject
(d) Air Transport Association (ATA) of
America Code 27: Flight controls.
Reason
(e) The mandatory continuing
airworthiness information (MCAI) states:
Further to initial qualification tests of the
spoiler actuators currently installed in
position No. 3 to 7 on A300–600 and A300–
600ST aircraft fleet, a life limit [of 55,750
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55115
flight hours] has been defined by the actuator
manufacturer. Initially, this life limit had no
repercussions, as it was situated well beyond
the initial Design Service Goal (DSG) of the
aircraft. However, due to the Extended
Service Goal (ESG) activities, the spoiler
actuator life limit can be reached in service,
and therefore the spoiler actuators must be
replaced before exceeding this limit.
In order to mitigate the risk to have aircraft
on which the three hydraulic circuits would
be impacted by affected spoiler actuators,
which could result in the loss of
controllability of the aircraft, this
Airworthiness Directive (AD) requires actions
to ensure that at least the level of safety of
one hydraulic circuit will be restored within
an acceptable timeframe.
EASA AD 2007–0245, issued on 05
September 2007 as an interim action, is
superseded by the present [EASA] AD.
Corrective actions include replacing the
spoiler actuator with a serviceable unit.
Actions and Compliance
(f) Unless already done: Within 700 flight
hours after the effective date of this AD, do
the following actions.
(1) Identify the total flight hours
accumulated on each spoiler actuator at
positions 3 through 7 on the left- and righthand sides of the airplane (FIN 22CP/23CP,
24CP/25CP, 26CP/27CP, 60CP/61CP, and
62CP/63CP), in accordance with the
Accomplishment Instructions of Airbus
Mandatory Service Bulletin A300–27A6062,
dated July 6, 2007.
Note 1: Smiths Service Information Letters
SIL 27–01, dated June 2007; and SIL 27–02,
dated May 2007; may be used as additional
sources of guidance to identify the total flight
hours accumulated on each spoiler actuator.
(2) For airplanes on which the status of any
spoiler actuator is unknown (unknown
number of accumulated flight hours,
unknown date of manufacture, and/or
unknown serial number) the actuator must be
considered as having exceeded 55,750 total
flight hours.
(3) For airplanes on which all three
hydraulic circuits have a spoiler actuator that
has accumulated or exceeds 55,000 total
flight hours: Before the accumulation of
55,750 total flight hours or within 700 flight
hours after the effective date of this AD,
whichever occurs later, on at least one
hydraulic circuit, interchange the spoiler
actuator with a serviceable unit from another
hydraulic circuit, or replace the spoiler
actuator with a serviceable unit, in
accordance with the Accomplishment
Instructions of Airbus Mandatory Service
Bulletin A300–27–6060, dated February 18,
2008.
(4) For airplanes on which the actions
required by paragraph (f)(1) of this AD, and,
as applicable, paragraph (f)(3) of this AD
have been accomplished, each airplane must
continue to have at least one hydraulic
circuit fitted with spoiler actuators that do
not exceed 55,750 total flight hours.
Note 2: For the purposes of this AD, a
serviceable unit is a unit that has
accumulated less than 55,750 flight hours.
(5) The operator must not interchange or
replace spoiler actuators on more than two
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Federal Register / Vol. 74, No. 206 / Tuesday, October 27, 2009 / Rules and Regulations
hydraulic circuits at the same time. This will
mitigate the risk of having a malfunction on
the three hydraulic systems at the same time.
FAA AD Differences
Note 3: This AD differs from the MCAI
and/or service information as follows:
This AD does not include the reporting
requirement specified in paragraph (1) of the
MCAI. The MCAI carried this requirement
forward from European Aviation Safety
Agency (EASA) Airworthiness Directive
2007–0245, dated September 5, 2007. We
previously determined that no action was
required on our part regarding EASA AD
2007–0245.
Other FAA AD Provisions
(g) 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
appropriate principal inspector (PI) in the
FAA Flight Standards District Office (FSDO),
or lacking a PI, your local FSDO.
(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.
pwalker on DSK8KYBLC1PROD with RULES
Related Information
(h) Refer to MCAI EASA Airworthiness
Directive 2008–0058, dated March 20, 2008;
and Airbus Mandatory Service Bulletin
A300–27–6060, dated February 18, 2008; and
Airbus Mandatory Service Bulletin A300–
27A6062, dated July 6, 2007; for related
information.
Material Incorporated by Reference
(i) You must use Airbus Mandatory Service
Bulletin A300–27–6060, excluding Appendix
1, dated February 18, 2008; and Airbus
Mandatory Service Bulletin A300–27A6062,
excluding Appendix 1, dated July 6, 2007; as
applicable; 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: account.airwortheas@airbus.com; Internet https://
www.airbus.com.
VerDate Nov<24>2008
16:23 Oct 26, 2009
Jkt 220001
(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 or 425–227–1152.
(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: https://www.archives.gov/federal_register/
code_of_federal_regulations/
ibr_locations.html.
Issued in Renton, Washington, on October
7, 2009.
Jeffrey E. Duven,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. E9–24938 Filed 10–26–09; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2009–0324; Directorate
Identifier 2008–NM–186–AD; Amendment
39–16039; AD 2009–21–02]
RIN 2120–AA64
Airworthiness Directives; Airbus Model
A300 B4–601, B4–603, B4–605R, B4–
620, B4–622, B4–622R, F4–605R, F4–
622R, and C4–605R Variant F Series
Airplanes Equipped With Simmonds
Precision Products, Inc., Fuel Quantity
Indicating System Sensors and In-Tank
Harnesses Installed in Accordance
With Supplemental Type Certificate
(STC) ST00092BO
AGENCY: Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
SUMMARY: We are adopting a new
airworthiness directive (AD) for certain
Airbus model series airplanes listed
above. This AD requires revising the
Airworthiness Limitations Section of
the Instructions for Continuing
Airworthiness to incorporate new fuel
system limitations for airplanes
modified in accordance with
Supplemental Type Certificate (STC)
ST00092BO. This AD also requires a
general visual inspection for tank unit
separation and compensator separation
of the center, inner, and outer fuel
tanks, and trim fuel tanks of the tank
units, and corrective actions if
necessary. This AD results from fuel
system reviews conducted by the
manufacturer. We are issuing this AD to
prevent a potential of ignition sources
inside fuel tanks, which in combination
PO 00000
Frm 00028
Fmt 4700
Sfmt 4700
with flammable fuel vapors, could result
in a fuel tank fire or explosion and
consequent loss of the airplane.
DATES: This AD is effective December 1,
2009.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in the AD
as of December 1, 2009.
ADDRESSES: For service information
identified in this AD, contact Goodrich
Corporation, Sensors and Integrated
Systems (Formerly Fuel and Utility
Systems), 100 Panton Road, Vergennes,
Vermont 05491–1008; telephone 802–
877–4476; e-mail sis.techpubsvt@goodrich.com; Internet https://
www.goodrich.com/TechPubs.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
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 AD, the regulatory
evaluation, any comments received, and
other information. The address for the
Docket Office (telephone 800–647–5527)
is the Document Management Facility,
U.S. Department of Transportation,
Docket Operations, M–30, West
Building Ground Floor, Room W12–140,
1200 New Jersey Avenue, SE.,
Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT:
Marc Ronell, Aerospace Engineer, ANE–
150, FAA, Boston Aircraft Certification
Office, 12 New England Executive Park,
Burlington, Massachusetts 01803;
telephone (781) 238–7776; fax (781)
238–7170.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an airworthiness
directive (AD) that would apply to
certain Airbus Model A300 B4–601, B4–
603, B4–605R, B4–620, B4–622, B4–
622R, F4–605R, F4–622R, and C4–605R
Variant F series airplanes. That NPRM
was published in the Federal Register
on April 9, 2009 (74 FR 16152). That
NPRM proposed to require revising the
Airworthiness Limitations Section
(ALS) of the Instructions for Continuing
Airworthiness to incorporate new fuel
system limitations for airplanes
modified in accordance with
Supplemental Type Certificate (STC)
ST00092BO. That NPRM also proposed
to require a general visual inspection for
tank unit separation and compensator
separation of the center, inner, and
outer fuel tanks, and trim fuel tanks of
E:\FR\FM\27OCR1.SGM
27OCR1
]]>Agencies
[Federal Register Volume 74, Number 206 (Tuesday, October 27, 2009)]
[Rules and Regulations]
[Pages 55112-55116]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E9-24938]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2008-0979; Directorate Identifier 2008-NM-079-AD;
Amendment 39-16051; AD 2009-21-12]
RIN 2120-AA64
Airworthiness Directives; Airbus Model A300-600 Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
-----------------------------------------------------------------------
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:
Further to initial qualification tests of the spoiler actuators
currently installed in position No. 3 to 7 on A300-600 and A300-
600ST aircraft fleet, a life limit [of 55,750 flight hours] has been
defined by the actuator manufacturer. Initially, this life limit had
no repercussions, as it was situated well beyond the initial Design
Service Goal (DSG) of the aircraft. However, due to the Extended
Service Goal (ESG) activities, the spoiler actuator life limit can
be reached in service, and therefore the spoiler actuators must be
replaced before exceeding this limit.
In order to mitigate the risk to have aircraft on which the
three hydraulic circuits would be impacted by affected spoiler
actuators, which could result in the loss of controllability of the
aircraft, this Airworthiness Directive (AD) requires actions to
ensure that at least the level of safety of one hydraulic circuit
will be restored within an acceptable timeframe.
* * * * *
We are issuing this AD to require actions to correct the unsafe
condition on these products.
DATES: This AD becomes effective December 1, 2009.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in this AD as of December 1,
2009.
ADDRESSES: You may examine the AD docket on the Internet at https://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 September 17, 2008
(73 FR 53768). That NPRM proposed to correct
[[Page 55113]]
an unsafe condition for the specified products. The MCAI states:
Further to initial qualification tests of the spoiler actuators
currently installed in position No. 3 to 7 on A300-600 and A300-
600ST aircraft fleet, a life limit [of 55,750 flight hours] has been
defined by the actuator manufacturer. Initially, this life limit had
no repercussions, as it was situated well beyond the initial Design
Service Goal (DSG) of the aircraft. However, due to the Extended
Service Goal (ESG) activities, the spoiler actuator life limit can
be reached in service, and therefore the spoiler actuators must be
replaced before exceeding this limit.
In order to mitigate the risk to have aircraft on which the
three hydraulic circuits would be impacted by affected spoiler
actuators, which could result in the loss of controllability of the
aircraft, this Airworthiness Directive (AD) requires actions to
ensure that at least the level of safety of one hydraulic circuit
will be restored within an acceptable timeframe.
EASA AD 2007-0245, issued on 05 September 2007 as an interim
action, is superseded by the present [EASA] AD.
Corrective actions include replacing the spoiler actuator with a
serviceable unit. 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 considered the comments received.
Requests To Withdraw NPRM
Air Transport Association (ATA) on behalf of its member American
Airlines (AA) asks that the NPRM be withdrawn until a workable method
of determining flight hours on the spoiler actuator pistons can be
established. AA provides the following reasons for its request to
withdraw the NPRM:
Airbus Mandatory Service Bulletin A300-27A6062, dated July
6, 2007 (cited in the NPRM), specifies that operators contact Smiths
Industries for guidance in determining the priority serial number to be
used to identify the actuators. AA has done this for numerous
actuators, and in each case, Smiths was unable to provide the guidance
requested. Therefore, AA is unable to provide any meaningful data to
Airbus.
We find that clarification of the guidance on identifying the
actuators is necessary. Airbus Mandatory Service Bulletin A300-27A6062,
dated July 6, 2007, was issued to provide instructions for inspecting
the spoiler actuators. Airbus Mandatory Service Bulletin A300-27-6060,
dated February 18, 2008 (cited in the NPRM), was issued to provide
instructions for conducting follow-on actions, depending on the
inspection results. In addition, Smiths Industries issued Service
Information Letters SIL 27-01, dated June 2007; and SIL 27-02, dated
May 2007; to provide operators with procedures to identify the spoiler
actuators. After the spoiler actuators are identified, certain actions
specified in Airbus Mandatory Service Bulletin A300-27-6060, dated
February 18, 2008, are provided if the flight hours cannot be
established; however, those flight hours can also be calculated using
the subject service information letters.
We have included a new Note 1 in the AD (and re-identified
subsequent notes) specifying that Smiths Service Information Letters
SIL 27-01, dated June 2007; and SIL 27-02, dated May 2007; may be used
as additional sources of service information to calculate the total
flight hours accumulated on each spoiler actuator.
AA also notes that, in the case where no records are
available, and identification cannot be done, Airbus Mandatory Service
Bulletin A300-27A6062, dated July 6, 2007, states that the Inspection
Report Sheet should be filled in with the status ``unknown.'' The
majority of the serial number identification plates is no longer
installed on the actuators, and therefore, is considered to be
``unknown'' and will require replacement. According to AA, this will
cause an undue burden on AA and will not increase the level of safety.
We disagree with the commenter. Airbus Mandatory Service Bulletin
A300-27A6062, dated July 6, 2007, refers to Smiths Service Information
Letter SIL 27-01, dated June 2007, which provides more than one option
for identifying the spoiler actuators. The serial number may have been
etched on the actuator in at least one of three places, the cylinder
body, the eye end assembly, or the piston assembly. We have made no
change to the AD in this regard.
AA states that there are no data to support the premise
that an individual actuator may have accumulated more flight hours than
an operators'-high-time airplanes. For this reason, if the NPRM is
adopted, AA proposes that operators be allowed to use fleet high time
to assign the accumulated flight hours to each actuator.
We disagree with the commenter. If an airline acquired airplanes
from another airline, to obtain fleet high time it would have to take
into account the flight hours of the highest flight-hour airplane of
all the airlines that the company is operating. This method would be
difficult to calculate for this reason. We have made no change to the
AD in this regard.
FedEx Express also asks that the NPRM be withdrawn and provides the
following reasons:
FedEx states that the life limit of 55,750 total flight
hours is theoretical based on the testing of three spoiler actuators
prior to certification of the Model A300-600 airplane. FedEx adds that
at the request of Airbus and operators, the original equipment
manufacturer (OEM) of the spoiler actuator is currently conducting
fatigue testing to determine whether it is possible to extend that
theoretical life limit on the spoiler actuators to over 80,000 flight
hours beginning in mid-2009. If the NPRM is not withdrawn, FedEx
recommends delaying any mandated service action until the fatigue
testing currently in process by the OEM is complete. FedEx adds that if
the new fatigue life limit is more than 75,000 flight hours for the new
A300-600 DSG, it could prove that the NPRM is unnecessary. FedEx also
states that spoiler actuators have not been life-limited parts since
the beginning of the Model A300-600 program; therefore, operators have
not tracked the flight time accumulated on the spoiler actuators
accurately.
We agree that it may be necessary to conduct fatigue testing to
eventually extend the life limit on the spoiler actuators. However, we
do not agree to withdraw the NPRM until the fatigue testing currently
in process by the OEM is complete. Any additional delay for further
testing would result in an unacceptable level of risk, because doing so
would allow the unsafe condition to continue for an indefinite length
of time. However, under the provisions of paragraph (g)(1) of this AD,
we will consider requests for approval of an alternative method of
compliance if sufficient data are submitted to substantiate that the
new fatigue life limit would provide an acceptable level of safety. We
have made no change to the AD in this regard.
FedEx and other operators also discovered that the
identification labels affixed to spoiler actuators were attached with
poor adhesive, which dissolved when exposed to hydraulic fluids and
petroleum-based de-ice fluids. Therefore, many actuators cannot be
identified while installed on the airplane because the labels are
missing, so a shop visit is necessary to accomplish the identification,
which is costly and time consuming because of turnaround times in
excess of 45 days for each actuator. FedEx adds that, due to these
factors, it may need an excess number of ``new'' OEM spoiler actuators
to maintain compliance with the NPRM as currently written.
We acknowledge the commenter's concern and provide the following
[[Page 55114]]
clarification. As noted previously, Airbus Mandatory Service Bulletin
A300-27A6062, dated July 6, 2007, refers to Smiths Service Information
Letter SIL 27-01, dated June 2007, which provides more than one option
for identifying the spoiler actuators. The serial number may have been
etched on the actuator in at least one of three places--the cylinder
body, the eye end assembly, or the piston assembly. In addition, we
have discussed the turnaround times for a shop visit with the OEM and
were told there was a miscommunication between the OEM and FedEx. The
OEM has already taken steps to work with its suppliers to improve the
efficiency in processing these units and reduce the turnaround time.
The OEM also informed us that it can supply FedEx with the number of
actuators FedEx deems necessary in order to comply with the AD. We have
made no change to the AD in this regard.
In August 2007, FedEx completed an inspection/
identification of its spoiler actuators in accordance with Airbus
Mandatory Service Bulletin A300-27A6062, dated July 6, 2007. FedEx
notes that since that time many actuators have been removed and
replaced through normal maintenance visits, and are tracked by an
approved record-keeping system. If the NPRM is not withdrawn, FedEx
recommends that we consider the timeframe between the proposed
inspections and follow-on cleaning of a hydraulic system and record-
keeping.
We infer that the commenter is asking that the compliance time be
extended for certain actions if the AD is not withdrawn; we do not
agree. Although the commenter's record-keeping may be accurate, record-
keeping varies among operators, and our compliance time takes this into
consideration. In developing an appropriate compliance time for this
AD, we considered not only the safety implications, but the
manufacturer's recommendations, and the practical aspect of
accomplishing the actions within an interval of time that corresponds
to typical scheduled maintenance for affected operators. However, under
the provisions of paragraph (g)(1) of the AD, we may consider requests
for adjustments to the compliance time if data are submitted to
substantiate that such an adjustment would provide an acceptable level
of safety. We have made no change to the AD in this regard.
FedEx has used the mechanism specified in Airbus Mandatory
Service Bulletin A300-27-6060, dated February 18, 2008, to calculate
flight hours on specific spoiler actuators with known manufacturer
serial numbers. FedEx adds that the Airbus Mandatory Service Bulletin
A300-27-6060, dated February 18, 2008, in combination with Smiths
Service Information Letter SIL 27-02, dated May 2007, provides the
essential data necessary to accomplish such calculations. If the NPRM
is not withdrawn, FedEx recommends referencing Airbus Mandatory Service
Bulletin A300-27-6060, dated February 18, 2008; and Smiths Service
Information Letter SIL 27-02, dated May 2007; as sources of information
for the calculation of flight hours.
We agree with the commenter that the subject service information
should be referenced. Paragraph 3.B.(1)(a) of Airbus Mandatory Service
Bulletin A300-27-6060, dated February 18, 2008, provides the
information necessary to calculate flight hours. That paragraph also
refers to Smiths Service Information Letter SIL 27-02, dated May 2007,
as an additional source of service information for calculating flight
hours. As noted previously, we have included a new Note 1 in the AD
specifying that Smiths Service Information Letters SIL 27-01, dated
June 2007; and SIL 27-02, dated May 2007; may be used as additional
sources of service information to identify the total flight hours
accumulated on each spoiler actuator.
Request for Clarification of Certain Requirements
United Parcel Service (UPS) states that the limitation specifying
not to interchange or replace actuators on more than two hydraulic
circuits at the same time is not presently in its Airbus A300 Aircraft
Maintenance Manual (AMM). UPS requests verification that this
requirement is limited to action required when all circuits have
spoiler actuators installed having part numbers (P/N) P376A0002-05, -
06, -07, or -09, and P/N P725A0001-00 that exceed 55,750 flight hours,
or if the intent of the NPRM is to add this restriction to the existing
Airbus A300 AMM.
We acknowledge the commenter's concern and provide the following
clarification. The language specified in the Airbus A300 AMM already
recommends not working on redundant components at the same time. In
addition, Airbus added within the limitation in the service bulletin
not to interchange or replace actuators on more than two hydraulic
circuits at the same time; therefore, it does not need to be included
in the Airbus A300 AMM. We have made no change to the AD in this
regard.
UPS also asks for clarification of whether the NPRM is establishing
a 55,750 flight-hour life limit on every Smiths spoiler actuator
installed having affected part numbers, or whether the intention is to
maintain one hydraulic circuit with spoiler actuators that do not
exceed 55,750 total flight hours.
We acknowledge the commenter's concern and provide the following
clarification. As specified in paragraph (f)(4) of this AD, each
airplane must continue to have at least one hydraulic circuit fitted
with spoiler actuators that do not exceed 55,750 total flight hours. We
have made no change to the AD in this regard.
Explanation of Change to Applicability
We have revised the applicability in paragraph (c) of this final
rule to identify model designations as published in the most recent
type certificate data sheet for the affected models.
Explanation of Change to Reporting Requirement
This final rule does not include the reporting requirement
specified in paragraph (1) of the MCAI. The MCAI carried this
requirement forward from European Aviation Safety Agency (EASA)
Airworthiness Directive 2007-0245, dated September 5, 2007. We
previously determined that no action was required on our part regarding
EASA AD 2007-0245. Therefore, we have removed the reporting requirement
specified in paragraph (g)(3) of this AD.
Conclusion
We reviewed the available data, including the comments received,
and determined that air safety and the public interest require adopting
the AD with the changes described previously. We determined that these
changes will not increase the economic burden on any operator or
increase the scope of the AD.
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.
[[Page 55115]]
Costs of Compliance
We estimate that this AD will affect 135 products of U.S. registry.
We also estimate that it will take about 8 work-hours per product to
comply with the basic requirements of this AD. The average labor rate
is $80 per work-hour. Required parts will cost about $32,000 per
product. Where the service information lists required parts costs that
are covered under warranty, we have assumed that there will be no
charge for these parts. As we do not control warranty coverage for
affected parties, some parties may incur costs higher than estimated
here. Based on these figures, we estimate the cost of this AD to the
U.S. operators to be $4,406,400, or $32,640 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 https://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.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by adding the following new AD:
2009-21-12 Airbus: Amendment 39-16051. Docket No. FAA-2008-0979;
Directorate Identifier 2008-NM-079-AD.
Effective Date
(a) This airworthiness directive (AD) becomes effective December
1, 2009.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Airbus Model A300 B4-601, B4-603, B4-
605R, B4-620, B4-622, B4-622R, F4-605R, F4-622R, C4-605R Variant F
airplanes, all serial numbers, certificated in any category; on
which Smith spoiler actuators having part number (P/N) P376A0002-05,
-06, -07, or -09, or P/N P725A0001-00 are installed.
Subject
(d) Air Transport Association (ATA) of America Code 27: Flight
controls.
Reason
(e) The mandatory continuing airworthiness information (MCAI)
states:
Further to initial qualification tests of the spoiler actuators
currently installed in position No. 3 to 7 on A300-600 and A300-
600ST aircraft fleet, a life limit [of 55,750 flight hours] has been
defined by the actuator manufacturer. Initially, this life limit had
no repercussions, as it was situated well beyond the initial Design
Service Goal (DSG) of the aircraft. However, due to the Extended
Service Goal (ESG) activities, the spoiler actuator life limit can
be reached in service, and therefore the spoiler actuators must be
replaced before exceeding this limit.
In order to mitigate the risk to have aircraft on which the
three hydraulic circuits would be impacted by affected spoiler
actuators, which could result in the loss of controllability of the
aircraft, this Airworthiness Directive (AD) requires actions to
ensure that at least the level of safety of one hydraulic circuit
will be restored within an acceptable timeframe.
EASA AD 2007-0245, issued on 05 September 2007 as an interim
action, is superseded by the present [EASA] AD.
Corrective actions include replacing the spoiler actuator with a
serviceable unit.
Actions and Compliance
(f) Unless already done: Within 700 flight hours after the
effective date of this AD, do the following actions.
(1) Identify the total flight hours accumulated on each spoiler
actuator at positions 3 through 7 on the left- and right-hand sides
of the airplane (FIN 22CP/23CP, 24CP/25CP, 26CP/27CP, 60CP/61CP, and
62CP/63CP), in accordance with the Accomplishment Instructions of
Airbus Mandatory Service Bulletin A300-27A6062, dated July 6, 2007.
Note 1: Smiths Service Information Letters SIL 27-01, dated June
2007; and SIL 27-02, dated May 2007; may be used as additional
sources of guidance to identify the total flight hours accumulated
on each spoiler actuator.
(2) For airplanes on which the status of any spoiler actuator is
unknown (unknown number of accumulated flight hours, unknown date of
manufacture, and/or unknown serial number) the actuator must be
considered as having exceeded 55,750 total flight hours.
(3) For airplanes on which all three hydraulic circuits have a
spoiler actuator that has accumulated or exceeds 55,000 total flight
hours: Before the accumulation of 55,750 total flight hours or
within 700 flight hours after the effective date of this AD,
whichever occurs later, on at least one hydraulic circuit,
interchange the spoiler actuator with a serviceable unit from
another hydraulic circuit, or replace the spoiler actuator with a
serviceable unit, in accordance with the Accomplishment Instructions
of Airbus Mandatory Service Bulletin A300-27-6060, dated February
18, 2008.
(4) For airplanes on which the actions required by paragraph
(f)(1) of this AD, and, as applicable, paragraph (f)(3) of this AD
have been accomplished, each airplane must continue to have at least
one hydraulic circuit fitted with spoiler actuators that do not
exceed 55,750 total flight hours.
Note 2: For the purposes of this AD, a serviceable unit is a
unit that has accumulated less than 55,750 flight hours.
(5) The operator must not interchange or replace spoiler
actuators on more than two
[[Page 55116]]
hydraulic circuits at the same time. This will mitigate the risk of
having a malfunction on the three hydraulic systems at the same
time.
FAA AD Differences
Note 3: This AD differs from the MCAI and/or service information
as follows:
This AD does not include the reporting requirement specified in
paragraph (1) of the MCAI. The MCAI carried this requirement forward
from European Aviation Safety Agency (EASA) Airworthiness Directive
2007-0245, dated September 5, 2007. We previously determined that no
action was required on our part regarding EASA AD 2007-0245.
Other FAA AD Provisions
(g) 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 appropriate principal inspector (PI) in the FAA Flight
Standards District Office (FSDO), or lacking a PI, your local FSDO.
(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.
Related Information
(h) Refer to MCAI EASA Airworthiness Directive 2008-0058, dated
March 20, 2008; and Airbus Mandatory Service Bulletin A300-27-6060,
dated February 18, 2008; and Airbus Mandatory Service Bulletin A300-
27A6062, dated July 6, 2007; for related information.
Material Incorporated by Reference
(i) You must use Airbus Mandatory Service Bulletin A300-27-6060,
excluding Appendix 1, dated February 18, 2008; and Airbus Mandatory
Service Bulletin A300-27A6062, excluding Appendix 1, dated July 6,
2007; as applicable; 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: account.airworth-eas@airbus.com;
Internet https://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 or 425-227-1152.
(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: https://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.
Issued in Renton, Washington, on October 7, 2009.
Jeffrey E. Duven,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E9-24938 Filed 10-26-09; 8:45 am]
BILLING CODE 4910-13-P
