Airworthiness Directives; Airbus Model A300 B2-1C, B2K-3C, B2-203, B4-2C, B4-103, and B4-203 Airplanes, 16657-16660 [2010-7371]

Download as PDF Federal Register / Vol. 75, No. 63 / Friday, April 2, 2010 / Rules and Regulations 16657 TABLE 1—INITIAL INSPECTION SCHEDULE If the engine or the 05 Module Then initially inspect Has reached 10,000 hours time-since-new (TSN) or reached 2,500 cycles-since-new (CSN) on the effective date of this AD. Has fewer than 10,000 hours TSN and fewer than 2,500 CSN on the effective date of this AD. Is returned for an engine shop visit ......................................................... (1) If after cleaning, there is still carbon in the vent tube that prevents cleaning tool number HU80298 from passing through the tube, then replace the internal oil vent tube within 10 cycles-in-service (CIS). (2) If after cleaning, there is still carbon of visible thickness in either of the two external oil vent tubes, then replace the external oil vent tube before further flight. (3) Use paragraphs 3.A. through 3.A.(7) of the Accomplishment Instructions and Appendix A of Rolls-Royce plc Alert Service Bulletin (ASB) No. RB.211–72–AE302, Revision 8, dated October 21, 2009, to do the borescope inspections and cleaning of the oil vent tubes and bearing chamber. wwoods2 on DSK1DXX6B1PROD with RULES_PART 1 Initial Visual Inspection of the Vent Flow Restrictor (g) For engines that, on the effective date of this AD, have not accumulated 25 service cycles since the last cleaning and inspection specified in paragraphs (f) through (f)(3) of this AD, visually inspect the vent flow restrictor: (1) Either after a high-power ground run immediately following the cleaning and inspection; or (2) Within 25 service cycles of the last cleaning and inspection. (h) For engines that, on the effective date of this AD, have accumulated 25 or more service cycles since the last cleaning and inspection specified in paragraphs (f) through (f)(3) of this AD, visually inspect the vent flow restrictor within 25 service cycles after the effective date of this AD. (i) Use paragraph 3.A.(8) of the Accomplishment Instructions of Rolls-Royce plc ASB No. RB.211–72–AE302, Revision 8, dated October 21, 2009, to do the visual inspections. Repetitive Inspections, Cleaning, and Replacements (j) Within 6,400 hours time-in-service since last inspection and cleaning, or within 1,600 cycles-since-last inspection and cleaning, or at the next engine shop visit, whichever occurs first, borescope-inspect the HP–IP turbine internal and external oil vent tubes and bearing chamber, and clean the oil vent tubes as necessary. (1) If after cleaning there is still carbon in the internal oil vent tube that prevents cleaning tool, number HU80298, from passing through the tube, then replace the internal oil vent tube within 10 CIS. (2) If after cleaning there is still carbon of visible thickness, in either of the two external oil vent tubes, then replace the external oil vent tube before further flight. (3) Use paragraphs 3.A. through 3.A.(7) of the Accomplishment Instructions and Appendix A of Rolls-Royce plc ASB No. VerDate Nov<24>2008 12:54 Apr 01, 2010 Jkt 220001 Within 2 months after the effective date of this AD. Within 2 months after reaching 10,000 hours TSN or 2,500 CSN, whichever occurs first. Before returning to service. RB.211–72–AE302, Revision 8, dated October 21, 2009, to do the borescope inspections and cleaning of the oil vent tubes and bearing chamber. (k) Visually inspect the vent flow restrictor either after a high-power ground run or within 25 service cycles after performing the cleaning and inspection specified in paragraph (f) through (f)(3) of this AD. Use paragraph 3.A.(8) of the Accomplishment Instructions of Rolls-Royce plc ASB No. RB.211–72–AE302, Revision 8, dated October 21, 2009, to do the visual inspection. MA; or 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/cfr/ibrlocations.html. Definition (l) For the purpose of this AD, an engine shop visit is induction of the engine into the engine shop for any cause. BILLING CODE 4910–13–P Previous Credit (m) Initial inspections specified in paragraph (f) of this AD and performed before the effective date of this AD using RollsRoyce plc ASB No. RB.211–72–AE302, Revision 4, dated April 30, 2007, or Revision 5, dated May 22, 2007, or Revision 6, dated January 29, 2009, or Revision 7, dated April 30, 2009, satisfy the initial inspection requirements in paragraph (f) of this AD. Federal Aviation Administration Alternative Methods of Compliance (n) The Manager, Engine Certification Office, has the authority to approve alternative methods of compliance for this AD, if requested using the procedures found in 14 CFR 39.19. Related Information (o) European Aviation Safety Agency AD 2007–0201, dated August 1, 2007, and AD 2007–0202 (corrected August 8, 2007), also address the subject of this AD. (p) Contact James Lawrence, Aerospace Engineer, Engine Certification Office, FAA, Engine & Propeller Directorate, 12 New England Executive Park, Burlington, MA 01803; e-mail: james.lawrence@faa.gov; telephone (781) 238–7176; fax (781) 238– 7199, for more information about this AD. Material Incorporated by Reference (q) You must use Rolls-Royce plc Alert Service Bulletin No. RB.211–72–AE302, Revision 8, dated October 21, 2009, including Appendix A, to perform the actions required by this AD. The Director of the Federal Register approved the incorporation by reference of this service bulletin in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Contact Rolls-Royce plc, P.O. Box 31, Derby, England; telephone: 011–44–1332– 249428; fax: 011–44–1332–249223 for a copy of this service information. You may review copies at the FAA, New England Region, 12 New England Executive Park, Burlington, PO 00000 Frm 00017 Fmt 4700 Sfmt 4700 Issued in Burlington, Massachusetts, on March 25, 2010. Robert J. Ganley, Acting Manager, Engine and Propeller Directorate, Aircraft Certification Service. [FR Doc. 2010–7283 Filed 4–1–10; 8:45 am] DEPARTMENT OF TRANSPORTATION 14 CFR Part 39 [Docket No. FAA–2009–1166; Directorate Identifier 2009–NM–107–AD; Amendment 39–16255; AD 2010–07–10] RIN 2120–AA64 Airworthiness Directives; Airbus Model A300 B2–1C, B2K–3C, B2–203, B4–2C, B4–103, and B4–203 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: One operator reported loss of both pitch trims following autopilot disengagement after take off. Subsequent shop findings revealed severe damage to the power gears. Malphasing between the hydraulic motors was suspected to have induced excessive loads into the gear train, leading to collapse of one bearing on a shaft of the main gear, causing severe tooth damage. The combination of tooth damage and gear tilting caused the disconnection of two of the three hydraulic motors, resulting in jamming of the THSA [trimmable horizontal stabilizer actuator] gearbox and consequent loss of THSA control. E:\FR\FM\02APR1.SGM 02APR1 16658 Federal Register / Vol. 75, No. 63 / Friday, April 2, 2010 / Rules and Regulations This condition, if not detected and corrected, could lead to further cases of malphasing of the hydraulic motors of the THSA, causing degradation of the power gears and potentially resulting in reduced control of the aeroplane. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective May 7, 2010. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in this AD as of May 7, 2010. 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 wwoods2 on DSK1DXX6B1PROD with RULES_PART 1 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 December 11, 2009 (74 FR 65699). That NPRM proposed to correct an unsafe condition for the specified products. The MCAI states: One operator reported loss of both pitch trims following autopilot disengagement after take off. Subsequent shop findings revealed severe damage to the power gears. Malphasing between the hydraulic motors was suspected to have induced excessive loads into the gear train, leading to collapse of one bearing on a shaft of the main gear, causing severe tooth damage. The combination of tooth damage and gear tilting caused the disconnection of two of the three hydraulic motors, resulting in jamming of the THSA [trimmable horizontal stabilizer actuator] gearbox and consequent loss of THSA control. This condition, if not detected and corrected, could lead to further cases of malphasing of the hydraulic motors of the THSA, causing degradation of the power gears and potentially resulting in reduced control of the aeroplane. For the reasons described above, this AD requires repetitive checks [on-airplane phasing inspections and magnetic plug inspections for metal particles on the drain plug using detailed inspection methods] of the THSA and corrective actions VerDate Nov<24>2008 12:54 Apr 01, 2010 Jkt 220001 [replacement of the THSA with a serviceable unit], depending on findings. 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 comment received from the Air Line Pilots Association, International (ALPA). ALPA supports the NPRM. Conclusion We reviewed the available data, including the comment received, and determined that air safety and the public interest require adopting the AD as proposed. Differences Between This AD and the MCAI or Service Information We have reviewed the MCAI and related service information and, in general, agree with their substance. But we might have found it necessary to use different words from those in the MCAI to ensure the AD is clear for U.S. operators and is enforceable. In making these changes, we do not intend to differ substantively from the information provided in the MCAI and related service information. We might also have required different actions in this AD from those in the MCAI in order to follow our FAA policies. Any such differences are highlighted in a NOTE within the AD. Explanation of Change to Costs of Compliance Since issuance of the NPRM, we have increased the labor rate used in the Costs of Compliance from $80 per workhour to $85 per work-hour. The Costs of Compliance information, below, reflects this increase in the specified hourly labor rate. Costs of Compliance We estimate that this AD will affect 12 products of U.S. registry. We also estimate that it will take about 5 workhours per product to comply with the basic requirements of this AD. The average labor rate is $85 per work-hour. Based on these figures, we estimate the cost of this AD to the U.S. operators to be $5,100, or $425 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. PO 00000 Frm 00018 Fmt 4700 Sfmt 4700 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 Accordingly, under the authority delegated to me by the Administrator, the FAA amends 14 CFR part 39 as follows: ■ E:\FR\FM\02APR1.SGM 02APR1 Federal Register / Vol. 75, No. 63 / Friday, April 2, 2010 / Rules and Regulations 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: ■ 2010–07–10 Airbus: Amendment 39–16255. Docket No. FAA–2009–1166; Directorate Identifier 2009–NM–107–AD. Effective Date (a) This airworthiness directive (AD) becomes effective May 7, 2010. Affected ADs (b) None. Applicability (c) This AD applies to Airbus Model A300 B2–1C, B2K–3C, B2–203, B4–2C, B4–103, and B4–203 airplanes, certificated in any category, all serial numbers. Subject (d) Air Transport Association (ATA) of America Code 27: Flight Controls. wwoods2 on DSK1DXX6B1PROD with RULES_PART 1 Reason (e) The mandatory continuing airworthiness information (MCAI) states: One operator reported loss of both pitch trims following autopilot disengagement after take off. Subsequent shop findings revealed severe damage to the power gears. Malphasing between the hydraulic motors was suspected to have induced excessive loads into the gear train, leading to collapse of one bearing on a shaft of the main gear, causing severe tooth damage. The combination of tooth damage and gear tilting caused the disconnection of two of the three hydraulic motors, resulting in jamming of the THSA [Trimmable Horizontal Stabilizer Actuator] gearbox and consequent loss of THSA control. This condition, if not detected and corrected, could lead to further cases of malphasing of the hydraulic motors of the THSA, causing degradation of the power gears and potentially resulting in reduced control of the aeroplane. For the reasons described above, this AD requires repetitive checks [on-airplane phasing inspections and magnetic plug inspections for metal particles on the drain plug using detailed inspection methods] of the THSA and corrective actions [replacement of the THSA with a serviceable unit], depending on findings. Actions and Compliance (f) Unless already done, do the following actions. (1) Within 4,000 flight hours after the last THSA overhaul or within 250 flight hours after the effective date of this AD, whichever occurs later: Perform an on-airplane phasing inspection of the THSA, and a magnetic plug inspection for metal particles on the drain plug of the THSA, using detailed inspection methods, in accordance with the VerDate Nov<24>2008 12:54 Apr 01, 2010 Jkt 220001 Accomplishment Instructions of Airbus Mandatory Service Bulletin A300–27–0201, dated March 9, 2009. (i) If the THSA passes the phasing inspection, but the magnetic plug inspection reveals metal particles that are equal to or less than 1.5 mm (0.059 in.) × 0.5 mm (0.0196 in.), and the depth of the particle layer does not exceed 1 mm (0.0393 in.), repeat the inspections thereafter at intervals not to exceed 2,500 flight hours in accordance with the Accomplishment Instructions of Airbus Mandatory Service Bulletin A300–27–0201, dated March 9, 2009. (ii) If the THSA passes the phasing inspection, but the magnetic plug inspection reveals metal particles with dimensions greater than 1.5 mm (0.059 in.) × 0.5 mm (0.0196 in.), or a layer of particles with a depth greater than 1 mm (0.0393 in.) is found, before further flight, replace the THSA with a serviceable unit, in accordance with the Accomplishment Instructions of Airbus Mandatory Service Bulletin A300–27–0201, dated March 9, 2009. (iii) If the THSA fails the phasing inspection and the magnetic plug inspection reveals metal particles that are equal to or less than 1.5 mm (0.059 in.) × 0.5 mm (0.0196 in.), and the depth of the particle layer does not exceed 1 mm (0.0393 in.), within 500 flight hours after the inspection, replace the THSA with a serviceable unit, in accordance with the Accomplishment Instructions of Airbus Mandatory Service Bulletin A300–27– 0201, dated March 9, 2009. (iv) If the THSA fails the phasing inspection and the magnetic plug inspection reveals metal particles with dimensions greater than 1.5 mm (0.059 in.) × 0.5 mm (0.0196 in.), or a layer of particles with a depth greater than 1 mm (0.0393 in.) is found, before further flight, replace the THSA with a serviceable unit, in accordance with the Accomplishment Instructions of Airbus Mandatory Service Bulletin A300–27–0201, dated March 9, 2009. 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 a mirror, magnifying lenses, etc., may be necessary. Surface cleaning and elaborate procedures may be required.’’ Note 2: A ‘‘serviceable’’ THSA is one that has a correct hydraulic motor phasing and no particles or few particles with maximum dimensions of 1.5 mm (0.059 in.) x 0.5 mm (0.0196 in.) and a layer of particles with a maximum depth of 1 mm (0.0393 in.) found on the magnetic plug. (2) Within 2,500 flight hours after replacing any THSA, perform a phasing inspection of the THSA, and a magnetic plug inspection for metal particles on the drain plug of the THSA, as specified in paragraph (f)(1) of this AD. Replacing the THSA, as required by paragraphs (f)(1)(ii), (f)(1)(iii), and (f)(1)(iv) of this AD, as applicable, does not constitute terminating action for the repetitive inspections as required by paragraph (f)(1)(i) of this AD. PO 00000 Frm 00019 Fmt 4700 Sfmt 4700 16659 (3) As of the effective date of this AD, do not install a replacement THSA on any airplane, unless it has been inspected in accordance with the requirements of paragraphs (f)(1)(i) through (f)(1)(iv), as applicable, of this AD. (4) Within 3 weeks after removal of a THSA unit from an airplane, send it to the THSA manufacturer, Goodrich Actuation Systems, Stafford Road Fordhouses, Wolverhampton, West Midlands WV10 7EH, England. (5) Submit a report of the findings (both positive and negative) of the inspections required by paragraph (f)(1) of this AD to the Manager, Airbus Customer Service Directorate, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex France; telephone +33 5 61 93 33 33; telex AIRBU 530526F; fax +33 5 61 93 42 51; at the applicable time specified in paragraph (f)(5)(i) or (f)(5)(ii) of this AD. The report must include the inspection results (including no findings), and replacement or actions to be done. (i) For any inspection done on or after the effective date of this AD: Submit the report within 30 days after the inspection. (ii) For any inspection done before the effective date of this AD: Submit the report within 30 days after the effective date of this AD. FAA AD Differences Note 3: This AD differs from the MCAI and/or service information as follows: No differences. 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 principal maintenance inspector (PMI) or principal avionics inspector (PAI), as appropriate, or lacking a principal inspector, your local Flight Standards District Office. The AMOC approval letter must specifically reference this AD. (2) Airworthy Product: For any requirement in this AD to obtain corrective actions from a manufacturer or other source, use these actions if they are FAA-approved. Corrective actions are considered FAA-approved if they are approved by the State of Design Authority (or their delegated agent). You are required to assure the product is airworthy before it is returned to service. (3) Reporting Requirements: For any reporting requirement in this AD, under the provisions of the Paperwork Reduction Act (44 U.S.C. 3501 et seq.), the Office of Management and Budget (OMB) has approved the information collection requirements and has assigned OMB Control Number 2120–0056. E:\FR\FM\02APR1.SGM 02APR1 16660 Federal Register / Vol. 75, No. 63 / Friday, April 2, 2010 / Rules and Regulations Related Information (h) Refer to MCAI European Aviation Safety Agency Airworthiness Directive 2009– 0111, dated May 13, 2009; and Airbus Mandatory Service Bulletin A300–27–0201, dated March 9, 2009; for related information. Material Incorporated by Reference (i) You must use Airbus Mandatory Service Bulletin A300–27–0201, including Appendices 1, 2, and 3, dated March 9, 2009, to do the actions required by this AD, unless the AD specifies otherwise. (1) The Director of the Federal Register approved the incorporation by reference of this service information under 5 U.S.C. 552(a) and 1 CFR part 51. (2) For service information identified in this AD, contact Airbus SAS—EAW (Airworthiness Office), 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; fax +33 5 61 93 44 51; e-mail: account.airwortheas@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. (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 March 25, 2010. Ali Bahrami, Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2010–7371 Filed 4–1–10; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2009–1256 Directorate Identifier 2009–CE–064–AD; Amendment 39–16252; AD 2010–07–07] RIN 2120–AA64 wwoods2 on DSK1DXX6B1PROD with RULES_PART 1 Airworthiness Directives; SOCATA Model TBM 700 Airplanes AGENCY: Federal Aviation Administration (FAA), Department of Transportation (DOT). ACTION: Final rule. We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) SUMMARY: VerDate Nov<24>2008 12:54 Apr 01, 2010 Jkt 220001 issued 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: It has been discovered that the foam inside the towing bar box is not conformed to the certification specification, and especially the flame resistance properties. In case of fire in the front baggage compartment, the non conformed foam could rapidly propagate the flames and/or emit toxic fumes in the cabin. We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective May 7, 2010. On May 7, 2010, the Director of the Federal Register approved the incorporation by reference of certain publications listed in this AD. ADDRESSES: You may examine the AD docket on the Internet at https:// www.regulations.gov or in person at 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: Albert Mercado, Aerospace Engineer, FAA, Small Airplane Directorate, 901 Locust, Room 301, Kansas City, Missouri 64106; telephone: (816) 329– 4119; fax: (816) 329–4090. 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 January 4, 2010 (75 FR 89). That NPRM proposed to correct an unsafe condition for the specified products. The MCAI states: It has been discovered that the foam inside the towing bar box is not conformed to the certification specification, and especially the flame resistance properties. In case of fire in the front baggage compartment, the non conformed foam could rapidly propagate the flames and/or emit toxic fumes in the cabin. For the reason stated above the AD 2009– 0238–E, as a temporary measure, mandated the removal of the foam, pending a foam change. This AD revision is issued to reduce the original AD applicability and to introduce the optional installation of new foam pads in the tow bar stowage box. Comments We gave the public the opportunity to participate in developing this AD. We considered the comments received. PO 00000 Frm 00020 Fmt 4700 Sfmt 4700 Comment Issue No. 1: Optional Final Solution DAHER–SOCATA comments that SOCATA Service Bulletin (SB) 70–179, Amendment 1, dated January 2010, was issued. That amendment contains a final solution. If the EASA AD issues before the comment end date of the NPRM for this AD action, the commenter requests that we include the required terminating action in our AD as specified in the amended service information. The FAA partially agrees with this comment. The FAA agrees that following the issuance of the NPRM, EASA issued a revision to the AD to allow the optional installation of new foam pads part number (P/N) T700C091000610100 in the tow bar storage box in accordance with the Accomplishment Instructions of SB No. 70–179, Amendment 1, dated January 2010. The FAA disagrees with making the installation of the new foam pads P/N T700C091000610100 a required action since the EASA AD made it an optional action. We are changing the final rule AD action to include this option. Comment Issue No. 2: Costs of Compliance DAHER–SOCATA comments that the costs in the Costs of Compliance section are not in accordance with those given in the service bulletin. It would take about 10 work-minutes per product instead of .5 work-hour to remove the wrong foam pad and to replace it with the new one. The cost should be only $13 for an average labor rate and consequently $2,132 for all U.S. operators. The FAA agrees that it would only take 10 work-minutes. However, in regards to cost, our practice is to apply .5 hour as the minimum estimated work-hour for labor. This minimum was used in determining the cost of compliance for the AD. We are not changing this final rule AD action based on this comment. Conclusion We reviewed the available data, including the comment 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 E:\FR\FM\02APR1.SGM 02APR1

Agencies

[Federal Register Volume 75, Number 63 (Friday, April 2, 2010)]
[Rules and Regulations]
[Pages 16657-16660]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2010-7371]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2009-1166; Directorate Identifier 2009-NM-107-AD; 
Amendment 39-16255; AD 2010-07-10]
RIN 2120-AA64


Airworthiness Directives; Airbus Model A300 B2-1C, B2K-3C, B2-
203, B4-2C, B4-103, and B4-203 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:

    One operator reported loss of both pitch trims following 
autopilot disengagement after take off. Subsequent shop findings 
revealed severe damage to the power gears. Mal-phasing between the 
hydraulic motors was suspected to have induced excessive loads into 
the gear train, leading to collapse of one bearing on a shaft of the 
main gear, causing severe tooth damage. The combination of tooth 
damage and gear tilting caused the disconnection of two of the three 
hydraulic motors, resulting in jamming of the THSA [trimmable 
horizontal stabilizer actuator] gearbox and consequent loss of THSA 
control.

[[Page 16658]]

    This condition, if not detected and corrected, could lead to 
further cases of mal-phasing of the hydraulic motors of the THSA, 
causing degradation of the power gears and potentially resulting in 
reduced control of the aeroplane.
* * * * *
We are issuing this AD to require actions to correct the unsafe 
condition on these products.

DATES: This AD becomes effective May 7, 2010.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in this AD as of May 7, 2010.

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 December 11, 2009 
(74 FR 65699). That NPRM proposed to correct an unsafe condition for 
the specified products. The MCAI states:

    One operator reported loss of both pitch trims following 
autopilot disengagement after take off. Subsequent shop findings 
revealed severe damage to the power gears. Mal-phasing between the 
hydraulic motors was suspected to have induced excessive loads into 
the gear train, leading to collapse of one bearing on a shaft of the 
main gear, causing severe tooth damage. The combination of tooth 
damage and gear tilting caused the disconnection of two of the three 
hydraulic motors, resulting in jamming of the THSA [trimmable 
horizontal stabilizer actuator] gearbox and consequent loss of THSA 
control.
    This condition, if not detected and corrected, could lead to 
further cases of mal-phasing of the hydraulic motors of the THSA, 
causing degradation of the power gears and potentially resulting in 
reduced control of the aeroplane.
    For the reasons described above, this AD requires repetitive 
checks [on-airplane phasing inspections and magnetic plug 
inspections for metal particles on the drain plug using detailed 
inspection methods] of the THSA and corrective actions [replacement 
of the THSA with a serviceable unit], depending on findings.

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 comment received from the Air Line Pilots 
Association, International (ALPA). ALPA supports the NPRM.

Conclusion

    We reviewed the available data, including the comment received, and 
determined that air safety and the public interest require adopting the 
AD as proposed.

Differences Between This AD and the MCAI or Service Information

    We have reviewed the MCAI and related service information and, in 
general, agree with their substance. But we might have found it 
necessary to use different words from those in the MCAI to ensure the 
AD is clear for U.S. operators and is enforceable. In making these 
changes, we do not intend to differ substantively from the information 
provided in the MCAI and related service information.
    We might also have required different actions in this AD from those 
in the MCAI in order to follow our FAA policies. Any such differences 
are highlighted in a NOTE within the AD.

Explanation of Change to Costs of Compliance

    Since issuance of the NPRM, we have increased the labor rate used 
in the Costs of Compliance from $80 per work-hour to $85 per work-hour. 
The Costs of Compliance information, below, reflects this increase in 
the specified hourly labor rate.

Costs of Compliance

    We estimate that this AD will affect 12 products of U.S. registry. 
We also estimate that it will take about 5 work-hours per product to 
comply with the basic requirements of this AD. The average labor rate 
is $85 per work-hour. Based on these figures, we estimate the cost of 
this AD to the U.S. operators to be $5,100, or $425 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:

[[Page 16659]]

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:

2010-07-10 Airbus: Amendment 39-16255. Docket No. FAA-2009-1166; 
Directorate Identifier 2009-NM-107-AD.

Effective Date

    (a) This airworthiness directive (AD) becomes effective May 7, 
2010.

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to Airbus Model A300 B2-1C, B2K-3C, B2-203, 
B4-2C, B4-103, and B4-203 airplanes, certificated in any category, 
all serial numbers.

Subject

    (d) Air Transport Association (ATA) of America Code 27: Flight 
Controls.

Reason

    (e) The mandatory continuing airworthiness information (MCAI) 
states:
    One operator reported loss of both pitch trims following 
autopilot disengagement after take off. Subsequent shop findings 
revealed severe damage to the power gears. Mal-phasing between the 
hydraulic motors was suspected to have induced excessive loads into 
the gear train, leading to collapse of one bearing on a shaft of the 
main gear, causing severe tooth damage. The combination of tooth 
damage and gear tilting caused the disconnection of two of the three 
hydraulic motors, resulting in jamming of the THSA [Trimmable 
Horizontal Stabilizer Actuator] gearbox and consequent loss of THSA 
control.
    This condition, if not detected and corrected, could lead to 
further cases of mal-phasing of the hydraulic motors of the THSA, 
causing degradation of the power gears and potentially resulting in 
reduced control of the aeroplane.
    For the reasons described above, this AD requires repetitive 
checks [on-airplane phasing inspections and magnetic plug 
inspections for metal particles on the drain plug using detailed 
inspection methods] of the THSA and corrective actions [replacement 
of the THSA with a serviceable unit], depending on findings.

Actions and Compliance

    (f) Unless already done, do the following actions.
    (1) Within 4,000 flight hours after the last THSA overhaul or 
within 250 flight hours after the effective date of this AD, 
whichever occurs later: Perform an on-airplane phasing inspection of 
the THSA, and a magnetic plug inspection for metal particles on the 
drain plug of the THSA, using detailed inspection methods, in 
accordance with the Accomplishment Instructions of Airbus Mandatory 
Service Bulletin A300-27-0201, dated March 9, 2009.
    (i) If the THSA passes the phasing inspection, but the magnetic 
plug inspection reveals metal particles that are equal to or less 
than 1.5 mm (0.059 in.) x 0.5 mm (0.0196 in.), and the depth of the 
particle layer does not exceed 1 mm (0.0393 in.), repeat the 
inspections thereafter at intervals not to exceed 2,500 flight hours 
in accordance with the Accomplishment Instructions of Airbus 
Mandatory Service Bulletin A300-27-0201, dated March 9, 2009.
    (ii) If the THSA passes the phasing inspection, but the magnetic 
plug inspection reveals metal particles with dimensions greater than 
1.5 mm (0.059 in.) x 0.5 mm (0.0196 in.), or a layer of particles 
with a depth greater than 1 mm (0.0393 in.) is found, before further 
flight, replace the THSA with a serviceable unit, in accordance with 
the Accomplishment Instructions of Airbus Mandatory Service Bulletin 
A300-27-0201, dated March 9, 2009.
    (iii) If the THSA fails the phasing inspection and the magnetic 
plug inspection reveals metal particles that are equal to or less 
than 1.5 mm (0.059 in.) x 0.5 mm (0.0196 in.), and the depth of the 
particle layer does not exceed 1 mm (0.0393 in.), within 500 flight 
hours after the inspection, replace the THSA with a serviceable 
unit, in accordance with the Accomplishment Instructions of Airbus 
Mandatory Service Bulletin A300-27-0201, dated March 9, 2009.
    (iv) If the THSA fails the phasing inspection and the magnetic 
plug inspection reveals metal particles with dimensions greater than 
1.5 mm (0.059 in.) x 0.5 mm (0.0196 in.), or a layer of particles 
with a depth greater than 1 mm (0.0393 in.) is found, before further 
flight, replace the THSA with a serviceable unit, in accordance with 
the Accomplishment Instructions of Airbus Mandatory Service Bulletin 
A300-27-0201, dated March 9, 2009.

    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 
a mirror, magnifying lenses, etc., may be necessary. Surface 
cleaning and elaborate procedures may be required.''


    Note 2:  A ``serviceable'' THSA is one that has a correct 
hydraulic motor phasing and no particles or few particles with 
maximum dimensions of 1.5 mm (0.059 in.) x 0.5 mm (0.0196 in.) and a 
layer of particles with a maximum depth of 1 mm (0.0393 in.) found 
on the magnetic plug.

    (2) Within 2,500 flight hours after replacing any THSA, perform 
a phasing inspection of the THSA, and a magnetic plug inspection for 
metal particles on the drain plug of the THSA, as specified in 
paragraph (f)(1) of this AD. Replacing the THSA, as required by 
paragraphs (f)(1)(ii), (f)(1)(iii), and (f)(1)(iv) of this AD, as 
applicable, does not constitute terminating action for the 
repetitive inspections as required by paragraph (f)(1)(i) of this 
AD.
    (3) As of the effective date of this AD, do not install a 
replacement THSA on any airplane, unless it has been inspected in 
accordance with the requirements of paragraphs (f)(1)(i) through 
(f)(1)(iv), as applicable, of this AD.
    (4) Within 3 weeks after removal of a THSA unit from an 
airplane, send it to the THSA manufacturer, Goodrich Actuation 
Systems, Stafford Road Fordhouses, Wolverhampton, West Midlands WV10 
7EH, England.
    (5) Submit a report of the findings (both positive and negative) 
of the inspections required by paragraph (f)(1) of this AD to the 
Manager, Airbus Customer Service Directorate, 1 Rond Point Maurice 
Bellonte, 31707 Blagnac Cedex France; telephone +33 5 61 93 33 33; 
telex AIRBU 530526F; fax +33 5 61 93 42 51; at the applicable time 
specified in paragraph (f)(5)(i) or (f)(5)(ii) of this AD. The 
report must include the inspection results (including no findings), 
and replacement or actions to be done.
    (i) For any inspection done on or after the effective date of 
this AD: Submit the report within 30 days after the inspection.
    (ii) For any inspection done before the effective date of this 
AD: Submit the report within 30 days after the effective date of 
this AD.

FAA AD Differences

    Note 3:  This AD differs from the MCAI and/or service 
information as follows: No differences.

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 principal maintenance inspector (PMI) or principal 
avionics inspector (PAI), as appropriate, or lacking a principal 
inspector, your local Flight Standards District Office. The AMOC 
approval letter must specifically reference this AD.
    (2) Airworthy Product: For any requirement in this AD to obtain 
corrective actions from a manufacturer or other source, use these 
actions if they are FAA-approved. Corrective actions are considered 
FAA-approved if they are approved by the State of Design Authority 
(or their delegated agent). You are required to assure the product 
is airworthy before it is returned to service.
    (3) Reporting Requirements: For any reporting requirement in 
this AD, under the provisions of the Paperwork Reduction Act (44 
U.S.C. 3501 et seq.), the Office of Management and Budget (OMB) has 
approved the information collection requirements and has assigned 
OMB Control Number 2120-0056.

[[Page 16660]]

Related Information

    (h) Refer to MCAI European Aviation Safety Agency Airworthiness 
Directive 2009-0111, dated May 13, 2009; and Airbus Mandatory 
Service Bulletin A300-27-0201, dated March 9, 2009; for related 
information.

Material Incorporated by Reference

    (i) You must use Airbus Mandatory Service Bulletin A300-27-0201, 
including Appendices 1, 2, and 3, dated March 9, 2009, to do the 
actions required by this AD, unless the AD specifies otherwise.
    (1) The Director of the Federal Register approved the 
incorporation by reference of this service information under 5 
U.S.C. 552(a) and 1 CFR part 51.
    (2) For service information identified in this AD, contact 
Airbus SAS--EAW (Airworthiness Office), 1 Rond Point Maurice 
Bellonte, 31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; 
fax +33 5 61 93 44 51; e-mail: 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.
    (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 March 25, 2010.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2010-7371 Filed 4-1-10; 8:45 am]
BILLING CODE 4910-13-P
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