Airworthiness Directives; Airbus Model A310 Series Airplanes; and Model A300 B4-600, A300 B4-600R, A300 F4-600R Series Airplanes, and Model A300 C4-605R Variant F Airplanes (Collectively Called A300-600 Series Airplanes), 51698-51701 [2010-20854]

Download as PDF 51698 Federal Register / Vol. 75, No. 162 / Monday, August 23, 2010 / Proposed Rules accordance with Supplemental Type Certificate (STC) SA00224WI–D, ST00146WI–D, or SA984GL–D. (1) Model SAAB 340A (SAAB/SF340A) airplanes, serial numbers 004 through 159 inclusive. (2) Model SAAB 340B airplanes, serial numbers 160 through 459 inclusive. Subject (d) Air Transport Association (ATA) of America Code 53: Fuselage. Unsafe Condition (e) This AD results from a report of a crack found behind the external adapter plate of the antennae during inspection. Similar cracking was found on two additional airplanes, and extensive corrosion was found on one airplane. The Federal Aviation Administration is issuing this AD to detect and correct corrosion and cracking behind the external adapter plate of the antennae of certain damage-tolerant structure, which could result in reduced structural integrity and consequent rapid depressurization of the airplane. Compliance (f) You are responsible for having the actions required by this AD performed within the compliance times specified. sroberts on DSKD5P82C1PROD with PROPOSALS Inspection/Corrective Actions (g) Within 600 flight cycles after the effective date of this AD: Remove the external adapter plate of the antennae installation and do a general visual inspection of the fuselage surface for corrosion and cracking behind the external adapter plate of the antennae installation. If any corrosion or cracking is found, repair before further flight. If no corrosion or cracking is found, before further flight, ensure that proper corrosion protection has been applied before reinstalling the adapter plate. Do all the actions required by this paragraph in accordance with a method approved by the Manager, Wichita Aircraft Certification Office (ACO), FAA. Note 1: For the purposes of this AD, a general visual inspection is: ‘‘A visual examination of an interior or exterior area, installation, or assembly to detect obvious damage, failure, or irregularity. This level of inspection is made from within touching distance unless otherwise specified. A mirror may be necessary to ensure visual access to all surfaces in the inspection area. This level of inspection is made under normally available lighting conditions such as daylight, hangar lighting, flashlight, or droplight and may require removal or opening of access panels or doors. Stands, ladders, or platforms may be required to gain proximity to the area being checked.’’ airplane serial number, and the number of flight cycles and flight hours on the airplane since installation of the STC. 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 contained in this AD and has assigned OMB Control Number 2120–0056. (1) If the inspection was done on or after the effective date of this AD: Submit the report within 30 days after the inspection. (2) If the inspection was done before the effective date of this AD: Submit the report within 30 days after the effective date of this AD. Special Flight Permit (i) Special flight permits, as described in Section 21.197 and Section 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199), may be issued to operate the airplane to a location where the requirements of this AD can be accomplished, but concurrence by the Manager, Wichita ACO, FAA, is required prior to issuance of the special flight permit. Alternative Methods of Compliance (AMOCs) (j)(1) The Manager, Wichita ACO, 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: William Griffith, Aerospace Engineer, Airframe Branch, ACE–118W, FAA, Wichita ACO, 1801 Airport Road, Room 100, MidContinent Airport, Wichita, Kansas 67209; telephone (316) 946–4116; fax (316) 946– 4107. (2) To request a different method of compliance or a different compliance time for this AD, follow the procedures in 14 CFR 39.19. 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. Issued in Renton, Washington on August 16, 2010. Ali Bahrami, Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2010–20852 Filed 8–20–10; 8:45 am] BILLING CODE 4910–13–P Reporting Requirement (h) At the applicable time specified in paragraph (h)(1) or (h)(2) of this AD: Submit a report of the positive findings of the inspections required by paragraph (g) of this AD. Send the report to the Manager, Wichita ACO. The report must contain, at a minimum, the inspection results, a description of any discrepancies found, the VerDate Mar<15>2010 15:47 Aug 20, 2010 Jkt 220001 PO 00000 Frm 00006 Fmt 4702 Sfmt 4702 DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2010–0803; Directorate Identifier 2010–NM–124–AD] RIN 2120–AA64 Airworthiness Directives; Airbus Model A310 Series Airplanes; and Model A300 B4–600, A300 B4–600R, A300 F4– 600R Series Airplanes, and Model A300 C4–605R Variant F Airplanes (Collectively Called A300–600 Series Airplanes) Federal Aviation Administration (FAA), DOT. ACTION: Notice of proposed rulemaking (NPRM). AGENCY: We propose to adopt a new airworthiness directive (AD) for the products listed above. This proposed AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: The ball screw nut assemblies of the first 70 Trimmable Horizontal Stabilizer Actuators (THSA) manufactured by Goodrich were fitted with an upper attachment gimbal having a thickness of 58 mm (2.28 in), which is different from the design of the final production standard. The gimbal installed on the subsequent THSAs (final production standard) is more robust, having a thickness of 70mm (2.76 in). During the fatigue life demonstration of the THSA upper attachment primary load path elements, only a gimbal having a thickness of 70mm (2.76 in) was used. Thereafter, no additional justification work to demonstrate the robustness of the upper attachment fitted with a gimbal of 58 mm was accomplished. In case of failure of this gimbal, the THSA upper attachment primary load path would be lost and the THSA upper attachment secondary load path would engage. Because the upper attachment secondary load path will only withstand the loads for a limited period of time, the condition where it would be engaged and not detected could lead to failure of the secondary load path, which would likely result in loss of control of the aeroplane. The proposed AD would require actions that are intended to address the unsafe condition described in the MCAI. DATES: We must receive comments on this proposed AD by October 7, 2010. SUMMARY: E:\FR\FM\23AUP1.SGM 23AUP1 Federal Register / Vol. 75, No. 162 / Monday, August 23, 2010 / Proposed Rules You may send comments by any of the following methods: • Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments. • Fax: (202) 493–2251. • Mail: U.S. Department of Transportation, Docket Operations, M– 30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue, SE., Washington, DC 20590. • Hand Delivery: U.S. Department of Transportation, Docket Operations, M– 30, West Building Ground Floor, Room W12–40, 1200 New Jersey Avenue, SE., Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. For service information identified in this proposed AD, contact Airbus SAS— EAW (Airworthiness Office), 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; fax +33 5 61 93 44 51; e-mail: account.airworth-eas@airbus.com; Internet https://www.airbus.com. You may review copies of the referenced service information at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington. For information on the availability of this material at the FAA, call 425–227– 1221. ADDRESSES: 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 this proposed AD, the regulatory evaluation, any comments received, and other information. The street address for the Docket Operations office (telephone (800) 647–5527) is in the ADDRESSES section. Comments will be available in the AD docket shortly after receipt. FOR FURTHER INFORMATION CONTACT: Dan Rodina, Aerospace Engineer, International Branch, ANM–116, Transport Airplane Directorate, FAA, 1601 Lind Avenue, SW., Renton, Washington 98057–3356; telephone (425) 227–2125; fax (425) 227–1149. SUPPLEMENTARY INFORMATION: sroberts on DSKD5P82C1PROD with PROPOSALS Comments Invited We invite you to send any written relevant data, views, or arguments about this proposed AD. Send your comments to an address listed under the ADDRESSES section. Include ‘‘Docket No. FAA–2010–0803; Directorate Identifier 2010–NM–124–AD’’ at the beginning of your comments. We specifically invite comments on the overall regulatory, VerDate Mar<15>2010 15:47 Aug 20, 2010 Jkt 220001 economic, environmental, and energy aspects of this proposed AD. We will consider all comments received by the closing date and may amend this proposed AD based on those comments. We will post all comments we receive, without change, to https:// www.regulations.gov, including any personal information you provide. We will also post a report summarizing each substantive verbal contact we receive about this proposed AD. Discussion The European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community, has issued EASA Airworthiness Directive 2010–0092, dated May 21, 2010 (referred to after this as ‘‘the MCAI’’), to correct an unsafe condition for the specified products. The MCAI states: The ball screw nut assemblies of the first 70 Trimmable Horizontal Stabilizer Actuators (THSA) manufactured by Goodrich were fitted with an upper attachment gimbal having a thickness of 58 mm (2.28 in), which is different from the design of the final production standard. The gimbal installed on the subsequent THSAs (final production standard) is more robust, having a thickness of 70 mm (2.76 in). During the fatigue life demonstration of the THSA upper attachment primary load path elements, only a gimbal having a thickness of 70mm (2.76 in) was used. Thereafter, no additional justification work to demonstrate the robustness of the upper attachment fitted with a gimbal of 58 mm was accomplished. In case of failure of this gimbal, the THSA upper attachment primary load path would be lost and the THSA upper attachment secondary load path would engage. Because the upper attachment secondary load path will only withstand the loads for a limited period of time, the condition where it would be engaged and not detected could lead to failure of the secondary load path, which would likely result in loss of control of the aeroplane. As the affected ball screw nut assemblies (including the gimbal) could have been moved from one THSA to another during maintenance operation and because the change from the old design to the final production standard design is not identified through a dedicated THSA Part Number, a gimbal with thickness of 58 mm (2.28 in) can be fitted on any A310 or A300–600 aeroplane. For the reasons described above, this AD requires the identification of the THSA which have a 58 mm (2.28 in) gimbal installed, repetitive [general visual] inspections to check whether there is engagement of the secondary load path and, depending on findings, associated corrective action(s). Corrective actions include contacting Airbus for repair instructions and doing the repair. You may obtain further PO 00000 Frm 00007 Fmt 4702 Sfmt 4702 51699 information by examining the MCAI in the AD docket. Relevant Service Information Airbus has issued Mandatory Service Bulletins A300–27A6067, Revision 01, including Appendix 01, dated May 12, 2010; and A310–27A2104, Revision 01, including Appendix 01, dated May 12, 2010. The actions described in this service information are intended to correct the unsafe condition identified in the MCAI. FAA’s Determination and Requirements of This Proposed AD This product has been approved by the aviation authority of another country, and is approved for operation in the United States. Pursuant to our bilateral agreement with the State of Design Authority, we have been notified of the unsafe condition described in the MCAI and service information referenced above. We are proposing this AD because we evaluated all pertinent information and determined an unsafe condition exists and is likely to exist or develop on other products of the same type design. Differences Between This AD and the MCAI or Service Information We have reviewed the MCAI and related service information and, in general, agree with their substance. But we might have found it necessary to use different words from those in the MCAI to ensure the AD is clear for U.S. operators and is enforceable. In making these changes, we do not intend to differ substantively from the information provided in the MCAI and related service information. We might also have proposed different actions in this AD from those in the MCAI in order to follow FAA policies. Any such differences are highlighted in a Note within the proposed AD. Costs of Compliance Based on the service information, we estimate that this proposed AD would affect about 170 products of U.S. registry. We also estimate that it would take about 2 work-hours per product to comply with the basic requirements of this proposed AD. The average labor rate is $85 per work-hour. Based on these figures, we estimate the cost of the proposed AD on U.S. operators to be $28,900, or $170 per product. Authority for This Rulemaking Title 49 of the United States Code specifies the FAA’s authority to issue rules on aviation safety. Subtitle I, section 106, describes the authority of E:\FR\FM\23AUP1.SGM 23AUP1 51700 Federal Register / Vol. 75, No. 162 / Monday, August 23, 2010 / Proposed Rules the FAA Administrator. ‘‘Subtitle VII: Aviation Programs,’’ describes in more detail the scope of the Agency’s authority. We are issuing this rulemaking under the authority described in ‘‘Subtitle VII, Part A, Subpart III, Section 44701: General requirements.’’ Under that section, Congress charges the FAA with promoting safe flight of civil aircraft in air commerce by prescribing regulations for practices, methods, and procedures the Administrator finds necessary for safety in air commerce. This regulation is within the scope of that authority because it addresses an unsafe condition that is likely to exist or develop on products identified in this rulemaking action. Regulatory Findings We determined that this proposed AD would not have federalism implications under Executive Order 13132. This proposed AD would not have a substantial direct effect on the States, on the relationship between the national Government and the States, or on the distribution of power and responsibilities among the various levels of government. For the reasons discussed above, I certify this proposed regulation: 1. Is not a ‘‘significant regulatory action’’ under Executive Order 12866; 2. Is not a ‘‘significant rule’’ under the DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979); and 3. Will not have a significant economic impact, positive or negative, on a substantial number of small entities under the criteria of the Regulatory Flexibility Act. We prepared a regulatory evaluation of the estimated costs to comply with this proposed AD and placed it in the AD docket. List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety. The Proposed Amendment sroberts on DSKD5P82C1PROD with PROPOSALS Accordingly, under the authority delegated to me by the Administrator, the FAA proposes to amend 14 CFR part 39 as follows: PART 39—AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows: Authority: 49 U.S.C. 106(g), 40113, 44701. § 39.13 [Amended] 2. The FAA amends § 39.13 by adding the following new AD: VerDate Mar<15>2010 15:47 Aug 20, 2010 Jkt 220001 Airbus: Docket No. FAA–2010–0803; Directorate Identifier 2010–NM–124–AD. Comments Due Date (a) We must receive comments by October 7, 2010. Affected ADs (b) None. Applicability (c) This AD applies to Airbus Model A300 B4–601, B4–603, B4–620, B4–622, B4–605R, B4–622R, F4–605R, and F4–622R airplanes; Model A300 C4–605R Variant F airplanes; and Model A310–203, –204, –221, –222, –304, –322, –324, and –325 airplanes; certificated in any category, all certified models, all manufacturer serial numbers. Subject (d) Air Transport Association (ATA) of America Code 27: Flight controls. Reason (e) The mandatory continuing airworthiness information (MCAI) states: The ball screw nut assemblies of the first 70 Trimmable Horizontal Stabilizer Actuators (THSA) manufactured by Goodrich were fitted with an upper attachment gimbal having a thickness of 58 mm (2.28 in), which is different from the design of the final production standard. The gimbal installed on the subsequent THSAs (final production standard) is more robust, having a thickness of 70mm (2.76 in). During the fatigue life demonstration of the THSA upper attachment primary load path elements, only a gimbal having a thickness of 70mm (2.76 in) was used. Thereafter, no additional justification work to demonstrate the robustness of the upper attachment fitted with a gimbal of 58 mm was accomplished. In case of failure of this gimbal, the THSA upper attachment primary load path would be lost and the THSA upper attachment secondary load path would engage. Because the upper attachment secondary load path will only withstand the loads for a limited period of time, the condition where it would be engaged and not detected could lead to failure of the secondary load path, which would likely result in loss of control of the aeroplane. Compliance (f) You are responsible for having the actions required by this AD performed within the compliance times specified, unless the actions have already been done. Actions (g) Within 130 flight cycles or 650 flight hours after the effective date of this AD, whichever occurs first, measure the thickness of the trimmable horizontal stabilizer actuators (THSA) upper attachment gimbal, in accordance with the Accomplishment Instructions of Airbus Mandatory Service Bulletin A300–27A6067, Revision 01, dated May 12, 2010 (for Model A300–600 series airplanes); or A310–27A2104, Revision 01, dated May 12, 2010 (for Model A310 series airplanes). (1) If, during the measurement required by paragraph (g) of this AD, the gimbal thickness PO 00000 Frm 00008 Fmt 4702 Sfmt 4702 is 58 mm (2.28 in.) ± 5 mm (0.20 in.), before further flight, do a general visual inspection of the THSA upper attachment to determine if the THSA upper attachment secondary load path is engaged, in accordance with the Accomplishment Instructions of Airbus Mandatory Service Bulletin A300–27A6067, Revision 01, dated May 12, 2010 (for Model A300–600 series airplanes); or A310– 27A2104, Revision 01, dated May 12, 2010 (for Model A310 series airplanes). Repeat the inspection thereafter at intervals not to exceed 130 flight cycles or 650 flight hours, whichever occurs first, in accordance with the Accomplishment Instructions of Airbus Mandatory Service Bulletin A300–27A6067, Revision 01, dated May 12, 2010 (for Model A300–600 series airplanes); or A310– 27A2104, Revision 01, dated May 12, 2010 (for Model A310 series airplanes). (2) If, during the measurement required by paragraph (g) of this AD, the gimbal thickness is not 58 mm (2.28 in.) ± 5 mm (0.20 in.), except for the requirements of paragraph (k) of this AD, no further action is required of this AD. (h) If, during any inspection required by paragraph (g)(1) of this AD, the THSA upper attachment secondary load path is found to be engaged, before further flight, contact Airbus for repair instructions and do the repair. Actions Accomplished According to Previous Issue of Service Bulletin (i) Actions accomplished before the effective date of this AD in accordance with Airbus Mandatory Service Bulletin A300– 27A6067 (for Model A300–600 series airplanes) or A310–27A2104 (for Model A310 series airplanes), both dated May 6, 2010, are considered acceptable for compliance with the corresponding action specified in this AD. Reporting Requirement (j) Submit a report of the findings (both positive and negative) of the measurement required by paragraph (g) of this AD to Airbus, as identified in Appendix 01 of Airbus Mandatory Service Bulletin A300– 27A6067, Revision 01, dated May 12, 2010 (for Model A300–600 series airplanes); or A310–27A2104, Revision 01, dated May 12, 2010 (for Model A310 series airplanes); at the applicable time specified in paragraph (l)(1) or (l)(2) of this AD. The report must include the information specified in Appendix 01 of Airbus Mandatory Service Bulletin A300– 27A6067, Revision 01, dated May 12, 2010 (for Model A300–600 series airplanes); or A310–27A2104, Revision 01, dated May 12, 2010 (for Model A310 series airplanes). (1) If the measurement was done on or after the effective date of this AD: Submit the report within 30 days after the inspection. (2) If the measurement was done before the effective date of this AD: Submit the report within 30 days after the effective date of this AD. Parts Installation (k) As of the effective date of this AD, no person may install, on any airplane, a THSA, unless it is in compliance with the requirements of this AD. E:\FR\FM\23AUP1.SGM 23AUP1 Federal Register / Vol. 75, No. 162 / Monday, August 23, 2010 / Proposed Rules FAA AD Differences DEPARTMENT OF TRANSPORTATION Note 1: This AD differs from the MCAI and/or service information as follows: The MCAI does not include a reporting requirement; however, the service bulletin recommends reporting. Paragraph (j) of this AD specifies a reporting requirement. Federal Aviation Administration Other FAA AD Provisions RIN 2120–AA64 (l) The following provisions also apply to this AD: (1) Alternative Methods of Compliance (AMOCs): The Manager, International Branch, ANM–116, 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 FAAapproved 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. Airworthiness Directives; Learjet Inc. Model 45 Airplanes Related Information sroberts on DSKD5P82C1PROD with PROPOSALS (m) Refer to MCAI EASA Airworthiness Directive 2010–0092, dated May 21, 2010; Airbus Mandatory Service Bulletin A300– 27A6067, Revision 01, dated May 12, 2010; and Airbus Mandatory Service Bulletin A310–27A2104, Revision 01, dated May 12, 2010; for related information. Issued in Renton, Washington, on August 16, 2010. Ali Bahrami, Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2010–20854 Filed 8–20–10; 8:45 am] BILLING CODE 4910–13–P VerDate Mar<15>2010 15:47 Aug 20, 2010 Jkt 220001 14 CFR Part 39 [Docket No. FAA–2010–0802; Directorate Identifier 2009–NM–256–AD] Federal Aviation Administration (FAA), Department of Transportation (DOT). ACTION: Notice of proposed rulemaking (NPRM). AGENCY: The FAA proposes to supersede an existing airworthiness directive (AD) that applies to certain Learjet Inc. Model 45 airplanes. The existing AD currently requires, for certain airplanes, repetitive inspections for chafing and other damage of the case drain tube from the hydraulic pump case installed on the left-hand engine, and corrective action if necessary. The existing AD also requires, for all airplanes, repetitive inspections for discrepancies of the left engine’s nacelle tubing, repetitive inspections for evidence of fluid leakage within the left engine accessory compartment, and corrective actions if necessary. This proposed AD would require replacing the left engine fuel and hydraulic tubing and installing a tubing support channel, which would terminate the repetitive inspections required in the existing AD. This proposed AD also removes airplanes from the applicability. This proposed AD results from reports of chafed hydraulic tubes in the left-hand engine. We are proposing this AD to detect and correct chafed hydraulic tubes in the left-hand engine and consequent hydraulic tube failure and uncontrolled loss of flammable fluid within the engine cowling, which could result in a fire in the engine nacelle and loss of control of the airplane. DATES: We must receive comments on this proposed AD by October 7, 2010. ADDRESSES: You may send comments by any of the following methods: • Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments. • Fax: 202–493–2251. • Mail: U.S. Department of Transportation, Docket Operations, M–30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue, SE., Washington, DC 20590. • Hand Delivery: U.S. Department of Transportation, Docket Operations, M–30, West Building Ground Floor, SUMMARY: PO 00000 Frm 00009 Fmt 4702 Sfmt 4702 51701 Room W12–140, 1200 New Jersey Avenue, SE., Washington, DC 20590, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. For service information identified in this proposed AD, contact Learjet, Inc., One Learjet Way, Wichita, Kansas 67209–2942; telephone: 316–946–2000; fax: 316–946–2220; e-mail: ac.ict@aero.bombardier.com; Internet: https://www.bombardier.com. You may review copies of the referenced service information at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington. For information on the availability of this material at the FAA, call 425–227–1221. Examining the AD Docket You may examine the AD docket on the Internet at 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 proposed AD, the regulatory evaluation, any comments received, and other information. The street address for the Docket Office (telephone 800–647–5527) is in the ADDRESSES section. Comments will be available in the AD docket shortly after receipt. FOR FURTHER INFORMATION CONTACT: James Galstad, Aerospace Engineer, Systems and Propulsion Branch, ACE– 116W, FAA, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209; telephone (316) 946–4135; fax (316) 946–4107. SUPPLEMENTARY INFORMATION: Comments Invited We invite you to send any written relevant data, views, or arguments about this proposed AD. Send your comments to an address listed under the ADDRESSES section. Include ‘‘Docket No. FAA–2010–0802; Directorate Identifier 2009–NM–256–AD’’ at the beginning of your comments. We specifically invite comments on the overall regulatory, economic, environmental, and energy aspects of this proposed AD. We will consider all comments received by the closing date and may amend this proposed AD because of those comments. We will post all comments we receive, without change, to https:// www.regulations.gov, including any personal information you provide. We will also post a report summarizing each substantive verbal contact we receive about this proposed AD. E:\FR\FM\23AUP1.SGM 23AUP1

Agencies

[Federal Register Volume 75, Number 162 (Monday, August 23, 2010)]
[Proposed Rules]
[Pages 51698-51701]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2010-20854]


-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2010-0803; Directorate Identifier 2010-NM-124-AD]
RIN 2120-AA64


Airworthiness Directives; Airbus Model A310 Series Airplanes; and 
Model A300 B4-600, A300 B4-600R, A300 F4-600R Series Airplanes, and 
Model A300 C4-605R Variant F Airplanes (Collectively Called A300-600 
Series Airplanes)

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

-----------------------------------------------------------------------

SUMMARY: We propose to adopt a new airworthiness directive (AD) for the 
products listed above. This proposed AD results from mandatory 
continuing airworthiness information (MCAI) originated by an aviation 
authority of another country to identify and correct an unsafe 
condition on an aviation product. The MCAI describes the unsafe 
condition as: The ball screw nut assemblies of the first 70 Trimmable 
Horizontal Stabilizer Actuators (THSA) manufactured by Goodrich were 
fitted with an upper attachment gimbal having a thickness of 58 mm 
(2.28 in), which is different from the design of the final production 
standard. The gimbal installed on the subsequent THSAs (final 
production standard) is more robust, having a thickness of 70mm (2.76 
in). During the fatigue life demonstration of the THSA upper attachment 
primary load path elements, only a gimbal having a thickness of 70mm 
(2.76 in) was used. Thereafter, no additional justification work to 
demonstrate the robustness of the upper attachment fitted with a gimbal 
of 58 mm was accomplished. In case of failure of this gimbal, the THSA 
upper attachment primary load path would be lost and the THSA upper 
attachment secondary load path would engage. Because the upper 
attachment secondary load path will only withstand the loads for a 
limited period of time, the condition where it would be engaged and not 
detected could lead to failure of the secondary load path, which would 
likely result in loss of control of the aeroplane. The proposed AD 
would require actions that are intended to address the unsafe condition 
described in the MCAI.

DATES: We must receive comments on this proposed AD by October 7, 2010.

[[Page 51699]]


ADDRESSES: You may send comments by any of the following methods:
     Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
     Fax: (202) 493-2251.
     Mail: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue, SE., Washington, DC 20590.
     Hand Delivery: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-40, 1200 New 
Jersey Avenue, SE., Washington, DC, between 9 a.m. and 5 p.m., Monday 
through Friday, except Federal holidays.
    For service information identified in this proposed AD, contact 
Airbus SAS--EAW (Airworthiness Office), 1 Rond Point Maurice Bellonte, 
31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; fax +33 5 61 
93 44 51; e-mail: account.airworth-eas@airbus.com; Internet https://www.airbus.com. You may review copies of the referenced service 
information at the FAA, Transport Airplane Directorate, 1601 Lind 
Avenue, SW., Renton, Washington. For information on the availability of 
this material at the FAA, call 425-227-1221.

Examining the AD Docket

    You may examine the AD docket on the Internet at 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 this proposed AD, the regulatory 
evaluation, any comments received, and other information. The street 
address for the Docket Operations office (telephone (800) 647-5527) is 
in the ADDRESSES section. Comments will be available in the AD docket 
shortly after receipt.

FOR FURTHER INFORMATION CONTACT: Dan Rodina, Aerospace Engineer, 
International Branch, ANM-116, Transport Airplane Directorate, FAA, 
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425) 
227-2125; fax (425) 227-1149.

SUPPLEMENTARY INFORMATION:

Comments Invited

    We invite you to send any written relevant data, views, or 
arguments about this proposed AD. Send your comments to an address 
listed under the ADDRESSES section. Include ``Docket No. FAA-2010-0803; 
Directorate Identifier 2010-NM-124-AD'' at the beginning of your 
comments. We specifically invite comments on the overall regulatory, 
economic, environmental, and energy aspects of this proposed AD. We 
will consider all comments received by the closing date and may amend 
this proposed AD based on those comments.
    We will post all comments we receive, without change, to https://www.regulations.gov, including any personal information you provide. We 
will also post a report summarizing each substantive verbal contact we 
receive about this proposed AD.

Discussion

    The European Aviation Safety Agency (EASA), which is the Technical 
Agent for the Member States of the European Community, has issued EASA 
Airworthiness Directive 2010-0092, dated May 21, 2010 (referred to 
after this as ``the MCAI''), to correct an unsafe condition for the 
specified products. The MCAI states:

    The ball screw nut assemblies of the first 70 Trimmable 
Horizontal Stabilizer Actuators (THSA) manufactured by Goodrich were 
fitted with an upper attachment gimbal having a thickness of 58 mm 
(2.28 in), which is different from the design of the final 
production standard. The gimbal installed on the subsequent THSAs 
(final production standard) is more robust, having a thickness of 70 
mm (2.76 in).
    During the fatigue life demonstration of the THSA upper 
attachment primary load path elements, only a gimbal having a 
thickness of 70mm (2.76 in) was used. Thereafter, no additional 
justification work to demonstrate the robustness of the upper 
attachment fitted with a gimbal of 58 mm was accomplished.
    In case of failure of this gimbal, the THSA upper attachment 
primary load path would be lost and the THSA upper attachment 
secondary load path would engage.
    Because the upper attachment secondary load path will only 
withstand the loads for a limited period of time, the condition 
where it would be engaged and not detected could lead to failure of 
the secondary load path, which would likely result in loss of 
control of the aeroplane.
    As the affected ball screw nut assemblies (including the gimbal) 
could have been moved from one THSA to another during maintenance 
operation and because the change from the old design to the final 
production standard design is not identified through a dedicated 
THSA Part Number, a gimbal with thickness of 58 mm (2.28 in) can be 
fitted on any A310 or A300-600 aeroplane.
    For the reasons described above, this AD requires the 
identification of the THSA which have a 58 mm (2.28 in) gimbal 
installed, repetitive [general visual] inspections to check whether 
there is engagement of the secondary load path and, depending on 
findings, associated corrective action(s).

Corrective actions include contacting Airbus for repair instructions 
and doing the repair. You may obtain further information by examining 
the MCAI in the AD docket.

Relevant Service Information

    Airbus has issued Mandatory Service Bulletins A300-27A6067, 
Revision 01, including Appendix 01, dated May 12, 2010; and A310-
27A2104, Revision 01, including Appendix 01, dated May 12, 2010. The 
actions described in this service information are intended to correct 
the unsafe condition identified in the MCAI.

FAA's Determination and Requirements of This Proposed AD

    This product has been approved by the aviation authority of another 
country, and is approved for operation in the United States. Pursuant 
to our bilateral agreement with the State of Design Authority, we have 
been notified of the unsafe condition described in the MCAI and service 
information referenced above. We are proposing this AD because we 
evaluated all pertinent information and determined an unsafe condition 
exists and is likely to exist or develop on other products of the same 
type design.

Differences Between This AD and the MCAI or Service Information

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

Costs of Compliance

    Based on the service information, we estimate that this proposed AD 
would affect about 170 products of U.S. registry. We also estimate that 
it would take about 2 work-hours per product to comply with the basic 
requirements of this proposed AD. The average labor rate is $85 per 
work-hour. Based on these figures, we estimate the cost of the proposed 
AD on U.S. operators to be $28,900, or $170 per product.

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, section 106, describes the 
authority of

[[Page 51700]]

the FAA Administrator. ``Subtitle VII: Aviation Programs,'' describes 
in more detail the scope of the Agency's authority.
    We are issuing this rulemaking under the authority described in 
``Subtitle VII, Part A, Subpart III, Section 44701: General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

Regulatory Findings

    We determined that this proposed AD would not have federalism 
implications under Executive Order 13132. This proposed AD would not 
have a substantial direct effect on the States, on the relationship 
between the national Government and the States, or on the distribution 
of power and responsibilities among the various levels of government.
    For the reasons discussed above, I certify this proposed 
regulation:
    1. Is not a ``significant regulatory action'' under Executive Order 
12866;
    2. Is not a ``significant rule'' under the DOT Regulatory Policies 
and Procedures (44 FR 11034, February 26, 1979); and
    3. Will not have a significant economic impact, positive or 
negative, on a substantial number of small entities under the criteria 
of the Regulatory Flexibility Act.
    We prepared a regulatory evaluation of the estimated costs to 
comply with this proposed AD and placed it in the AD docket.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

The Proposed Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

    1. The authority citation for part 39 continues to read as follows:

    Authority:  49 U.S.C. 106(g), 40113, 44701.


Sec.  39.13  [Amended]

    2. The FAA amends Sec.  39.13 by adding the following new AD:

Airbus: Docket No. FAA-2010-0803; Directorate Identifier 2010-NM-
124-AD.

Comments Due Date

    (a) We must receive comments by October 7, 2010.

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to Airbus Model A300 B4-601, B4-603, B4-620, 
B4-622, B4-605R, B4-622R, F4-605R, and F4-622R airplanes; Model A300 
C4-605R Variant F airplanes; and Model A310-203, -204, -221, -222, -
304, -322, -324, and -325 airplanes; certificated in any category, 
all certified models, all manufacturer serial numbers.

Subject

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

Reason

    (e) The mandatory continuing airworthiness information (MCAI) 
states:

    The ball screw nut assemblies of the first 70 Trimmable 
Horizontal Stabilizer Actuators (THSA) manufactured by Goodrich were 
fitted with an upper attachment gimbal having a thickness of 58 mm 
(2.28 in), which is different from the design of the final 
production standard. The gimbal installed on the subsequent THSAs 
(final production standard) is more robust, having a thickness of 
70mm (2.76 in).
    During the fatigue life demonstration of the THSA upper 
attachment primary load path elements, only a gimbal having a 
thickness of 70mm (2.76 in) was used. Thereafter, no additional 
justification work to demonstrate the robustness of the upper 
attachment fitted with a gimbal of 58 mm was accomplished.
    In case of failure of this gimbal, the THSA upper attachment 
primary load path would be lost and the THSA upper attachment 
secondary load path would engage.
    Because the upper attachment secondary load path will only 
withstand the loads for a limited period of time, the condition 
where it would be engaged and not detected could lead to failure of 
the secondary load path, which would likely result in loss of 
control of the aeroplane.

Compliance

    (f) You are responsible for having the actions required by this 
AD performed within the compliance times specified, unless the 
actions have already been done.

Actions

    (g) Within 130 flight cycles or 650 flight hours after the 
effective date of this AD, whichever occurs first, measure the 
thickness of the trimmable horizontal stabilizer actuators (THSA) 
upper attachment gimbal, in accordance with the Accomplishment 
Instructions of Airbus Mandatory Service Bulletin A300-27A6067, 
Revision 01, dated May 12, 2010 (for Model A300-600 series 
airplanes); or A310-27A2104, Revision 01, dated May 12, 2010 (for 
Model A310 series airplanes).
    (1) If, during the measurement required by paragraph (g) of this 
AD, the gimbal thickness is 58 mm (2.28 in.)  5 mm (0.20 
in.), before further flight, do a general visual inspection of the 
THSA upper attachment to determine if the THSA upper attachment 
secondary load path is engaged, in accordance with the 
Accomplishment Instructions of Airbus Mandatory Service Bulletin 
A300-27A6067, Revision 01, dated May 12, 2010 (for Model A300-600 
series airplanes); or A310-27A2104, Revision 01, dated May 12, 2010 
(for Model A310 series airplanes). Repeat the inspection thereafter 
at intervals not to exceed 130 flight cycles or 650 flight hours, 
whichever occurs first, in accordance with the Accomplishment 
Instructions of Airbus Mandatory Service Bulletin A300-27A6067, 
Revision 01, dated May 12, 2010 (for Model A300-600 series 
airplanes); or A310-27A2104, Revision 01, dated May 12, 2010 (for 
Model A310 series airplanes).
    (2) If, during the measurement required by paragraph (g) of this 
AD, the gimbal thickness is not 58 mm (2.28 in.)  5 mm 
(0.20 in.), except for the requirements of paragraph (k) of this AD, 
no further action is required of this AD.
    (h) If, during any inspection required by paragraph (g)(1) of 
this AD, the THSA upper attachment secondary load path is found to 
be engaged, before further flight, contact Airbus for repair 
instructions and do the repair.

Actions Accomplished According to Previous Issue of Service Bulletin

    (i) Actions accomplished before the effective date of this AD in 
accordance with Airbus Mandatory Service Bulletin A300-27A6067 (for 
Model A300-600 series airplanes) or A310-27A2104 (for Model A310 
series airplanes), both dated May 6, 2010, are considered acceptable 
for compliance with the corresponding action specified in this AD.

Reporting Requirement

    (j) Submit a report of the findings (both positive and negative) 
of the measurement required by paragraph (g) of this AD to Airbus, 
as identified in Appendix 01 of Airbus Mandatory Service Bulletin 
A300-27A6067, Revision 01, dated May 12, 2010 (for Model A300-600 
series airplanes); or A310-27A2104, Revision 01, dated May 12, 2010 
(for Model A310 series airplanes); at the applicable time specified 
in paragraph (l)(1) or (l)(2) of this AD. The report must include 
the information specified in Appendix 01 of Airbus Mandatory Service 
Bulletin A300-27A6067, Revision 01, dated May 12, 2010 (for Model 
A300-600 series airplanes); or A310-27A2104, Revision 01, dated May 
12, 2010 (for Model A310 series airplanes).
    (1) If the measurement was done on or after the effective date 
of this AD: Submit the report within 30 days after the inspection.
    (2) If the measurement was done before the effective date of 
this AD: Submit the report within 30 days after the effective date 
of this AD.

Parts Installation

    (k) As of the effective date of this AD, no person may install, 
on any airplane, a THSA, unless it is in compliance with the 
requirements of this AD.

[[Page 51701]]

FAA AD Differences

    Note 1:  This AD differs from the MCAI and/or service 
information as follows: The MCAI does not include a reporting 
requirement; however, the service bulletin recommends reporting. 
Paragraph (j) of this AD specifies a reporting requirement.

Other FAA AD Provisions

    (l) The following provisions also apply to this AD:
    (1) Alternative Methods of Compliance (AMOCs): The Manager, 
International Branch, ANM-116, FAA, has the authority to approve 
AMOCs for this AD, if requested using the procedures found in 14 CFR 
39.19. Send information to ATTN: Dan Rodina, Aerospace Engineer, 
International Branch, ANM-116, Transport Airplane Directorate, FAA, 
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone 
(425) 227-2125; fax (425) 227-1149. Before using any approved AMOC 
on any airplane to which the AMOC applies, notify your principal 
maintenance inspector (PMI) or principal avionics inspector (PAI), 
as appropriate, or lacking a principal inspector, your local Flight 
Standards District Office. The AMOC approval letter must 
specifically reference this AD.
    (2) Airworthy Product: For any requirement in this AD to obtain 
corrective actions from a manufacturer or other source, use these 
actions if they are FAA-approved. Corrective actions are considered 
FAA-approved if they are approved by the State of Design Authority 
(or their delegated agent). You are required to assure the product 
is airworthy before it is returned to service.
    (3) Reporting Requirements: For any reporting requirement in 
this AD, under the provisions of the Paperwork Reduction Act (44 
U.S.C. 3501 et seq.), the Office of Management and Budget (OMB) has 
approved the information collection requirements and has assigned 
OMB Control Number 2120-0056.

Related Information

    (m) Refer to MCAI EASA Airworthiness Directive 2010-0092, dated 
May 21, 2010; Airbus Mandatory Service Bulletin A300-27A6067, 
Revision 01, dated May 12, 2010; and Airbus Mandatory Service 
Bulletin A310-27A2104, Revision 01, dated May 12, 2010; for related 
information.

    Issued in Renton, Washington, on August 16, 2010.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2010-20854 Filed 8-20-10; 8:45 am]
BILLING CODE 4910-13-P
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