Airworthiness Directives; Airbus Airplanes, 29371-29375 [2017-13409]
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Federal Register / Vol. 82, No. 124 / Thursday, June 29, 2017 / Rules and Regulations
including substeps and identified figures, can
still be done as specified, and the airplane
can be put back in an airworthy condition.
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(n) Related Information
(1) For more information about this AD,
contact Gideon Jose, Aerospace Engineer,
Systems and Equipment Branch, ACE–119A,
FAA, Atlanta ACO, 1701 Columbia Avenue,
College Park, GA 30337; phone: 404–474–
5569; fax: 404–474–5606; email: gideon.jose@
faa.gov.
(2) Service information identified in this
AD that is not incorporated by reference is
available at the addresses specified in
paragraphs (o)(3) and (o)(4) of this AD.
(o) Material Incorporated by Reference
(1) The Director of the Federal Register
approved the incorporation by reference
(IBR) of the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) You must use this service information
as applicable to do the actions required by
this AD, unless the AD specifies otherwise.
(i) Gulfstream G300 Customer Bulletin
Number 236B, dated February 3, 2017.
(ii) Gulfstream G300 Maintenance Manual
Temporary Revision 27–3, dated April 29,
2016.
(iii) Gulfstream G300 Maintenance Manual
Temporary Revision 5–3, dated April 29,
2016.
(iv) Gulfstream G400 Customer Bulletin
Number 236B, dated February 3, 2017.
(v) Gulfstream G400 Maintenance Manual
Temporary Revision 27–3, dated April 29,
2016.
(vi) Gulfstream G400 Maintenance Manual
Temporary Revision 5–3, dated April 29,
2016.
(vii) Gulfstream IV Customer Bulletin
Number 236B, dated February 3, 2017.
(viii) Gulfstream IV Maintenance Manual
Temporary Revision 27–3, dated April 29,
2016.
(ix) Gulfstream IV Maintenance Manual
Temporary Revision 5–7, dated April 29,
2016.
(x) Gulfstream IV MSG–3 Maintenance
Manual Temporary Revision 27–3, dated
April 29, 2016.
(xi) Gulfstream IV MSG–3 Maintenance
Manual Temporary Revision 5–6, dated April
29, 2016.
(3) For service information identified in
this AD, contact Gulfstream Aerospace
Corporation, Technical Publications Dept.,
P.O. Box 2206, Savannah, GA 31402–2206;
telephone 800–810–4853; fax 912–965–3520;
email pubs@gulfstream.com; Internet https://
www.gulfstream.com/product_support/
technical_pubs/pubs/index.htm.
(4) You may view this service information
at the FAA, Transport Airplane Directorate,
1601 Lind Avenue SW., Renton, WA. For
information on the availability of this
material at the FAA, call 425–227–1221.
(5) You may view this 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/cfr/ibrlocations.html.
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Issued in Renton, Washington, on June 16,
2017.
Michael Kaszycki,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2017–13405 Filed 6–28–17; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2016–8185; Directorate
Identifier 2016–NM–050–AD; Amendment
39–18940; AD 2017–13–10]
RIN 2120–AA64
Airworthiness Directives; Airbus
Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
We are superseding
Airworthiness Directive (AD) 2003–18–
06, which applied to certain Airbus
Model A319–131 and –132 airplanes;
Model A320–231, –232, and –233
airplanes; and Model A321–131 and
–231 airplanes. AD 2003–18–06
required installing new anti-swivel
plates and weights on the engine fan
cowl door (FCD) latches and a new cowl
door hold-open device. This AD retains
the previous actions and requires
modifying the engine FCDs, installing
placards, and re-identifying the FCDs.
This AD also adds airplanes to the
applicability. This AD was prompted by
reports of additional engine FCD inflight losses, and a new FCD front latch
and keeper assembly that has been
developed to address this unsafe
condition. We are issuing this AD to
address the unsafe condition on these
products.
SUMMARY:
29371
Internet https://www.airbus.com. You
may view this referenced service
information at the FAA, Transport
Airplane Directorate, 1601 Lind Avenue
SW., Renton, WA. For information on
the availability of this material at the
FAA, call 425–227–1221. It is also
available on the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2016–
8185.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2016–
8185; or in person at the Docket
Management Facility between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays. The AD docket
contains this AD, the regulatory
evaluation, any comments received, and
other information. The address for the
Docket Office (telephone 800–647–5527)
is Docket 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:
Sanjay Ralhan, Aerospace Engineer,
International Branch, ANM–116,
Transport Airplane Directorate, FAA,
1601 Lind Avenue SW., Renton, WA
98057–3356; telephone: 425–227–1405;
fax: 425–227–1149.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 2003–18–06,
Amendment 39–13297 (68 FR 53501,
September 11, 2003) (‘‘AD 2003–18–
06’’). AD 2003–18–06 applied to certain
Airbus Model A319–131 and –132
airplanes; Model A320–231, –232, and
–233 airplanes; and Model A321–131
DATES: This AD is effective August 3,
and –231 airplanes. The NPRM
2017.
published in the Federal Register on
The Director of the Federal Register
August 5, 2016 (81 FR 51813). The
approved the incorporation by reference NPRM was prompted by reports of
of a certain publication listed in this AD additional engine FCD in-flight losses,
as of August 3, 2017.
and a new FCD front latch and keeper
The Director of the Federal Register
assembly that has been developed to
approved the incorporation by reference address this unsafe condition. The
of a certain other publication listed in
NPRM proposed to continue to require
this AD as of October 16, 2003 (68 FR
installing new anti-swivel plates and
53501, September 11, 2003).
weights on the engine FCD latches and
a new cowl door hold-open device. The
ADDRESSES: For service information
NPRM also proposed to require
identified in this final rule, contact
modifying the engine FCDs, installing
Airbus, Airworthiness Office—EIAS, 1
placards, and re-identifying the FCDs
Rond Point Maurice Bellonte, 31707
Blagnac Cedex, France; telephone +33 5 with new part numbers. Additionally,
61 93 36 96; fax +33 5 61 93 44 51; email the NPRM proposed to revise the
applicability to include all Model
account.airworth-eas@airbus.com;
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A319–131 and –132 airplanes; Model
A320–231, –232, and –233 airplanes;
and Model A321–131 and –231
airplanes. We are issuing this AD to
prevent in-flight loss of an engine FCD
and possible consequent damage to the
airplane.
The European Aviation Safety Agency
(EASA), which is the Technical Agent
for the Member States of the European
Union, has issued EASA Airworthiness
Directive 2016–0053, dated March 14,
2016 (referred to after this as the
Mandatory Continuing Airworthiness
Information, or ‘‘the MCAI’’), to correct
an unsafe condition for all Airbus
Model A319–131 and -132 airplanes;
Model A320–231, –232, and –233
airplanes; and Model A321–131 and
–231 airplanes. The MCAI states:
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Fan Cowl Door (FCD) losses during take-off
were reported on aeroplanes equipped with
IAE V2500 engines. Prompted by these
´ ´
occurences, [Direction Generale de l’Aviation
Civile] DGAC France issued AD 2000–444–
156(B), mandating FCD latch improvements.
This [DGAC] AD was later superseded by
[DGAC] AD 2001–381(B) [which corresponds
to FAA AD 2003–18–06], requiring
installation of additional fan cowl latch
improvement by installing a hold open
device.
Since that [DGAC] AD was issued, further
FCD in flight losses were experienced in
service. Investigations confirmed that in all
cases, the fan cowls were opened prior to the
flight and were not correctly re-secured.
During the pre-flight inspection, it was then
not detected that the FCD were not properly
latched.
This condition, if not corrected, could lead
to in-flight loss of a FCD, possibly resulting
in damage to the aeroplane and/or injury to
persons on the ground.
Prompted by these recent events, new FCD
front latch and keeper assembly were
developed, having a specific key necessary to
un-latch the FCD. This key cannot be
removed unless the FCD front latch is safely
closed. The key, after removal, must be
stowed in the flight deck at a specific
location, as instructed in the applicable
Aircraft Maintenance Manual. Applicable
Flight Crew Operating Manual has been
amended accordingly. After modification, the
FCD is identified with a different Part
Number (P/N).
For the reasons described above, this
[EASA] AD retains the requirements of DGAC
AD 2001–381(B), which is superseded, and
requires modification and re-identification of
FCD.
You may examine the MCAI in the
AD docket on the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2016–
8185.
Comments
We gave the public the opportunity to
participate in developing this AD. The
following presents the comments
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received on the NPRM and the FAA’s
response to each comment.
Request To Withdraw the NPRM
United Airlines (UAL) stated that it
strongly disagrees with making the new
latch keys installation mandatory. UAL
stated that each one of the fan cowl door
losses during takeoff can be attributed
solely to human error. UAL explained
that the mechanics are not correctly
latching the fan cowl after maintenance
and the flight crews are not checking
that the latches are secured before
departure. UAL asserted that it did not
believe that introduction of the new
latch design would resolve human error
problems. Historically, UAL noted,
visual cues have proven ineffective, but
other changes, especially dual
inspection signoff, have proven much
more effective. Therefore, instead of
mandating the modification, UAL stated
that more emphasis should be placed on
addressing the root cause—not the
design, but human error.
Further, UAL explained that the fan
cowls are routinely accessed for engine
and thrust reverser maintenance, and
adding another loose piece of
equipment to be maintained and stored
on the airplane would lead to
operational complications. UAL also
noted that additional time would be
added to accomplishing routine tasks
after incorporation of the modification.
In a case where the maintenance
personnel are required to open the fan
cowls, UAL contended that additional
time would be required to access the
cockpit, retrieve the key, and open the
fan cowls, which would expose
personnel and the airplane to further
damage or harm. Mandating the
modification, UAL argued, would
impose an unnecessary financial and
maintenance burden on operators that
have proactively implemented alternate
procedures.
UAL further stated that some
airplanes in their Model A319 and
Model A320 fleet are installed with
monolithic FCDs which have some
design advantages to mitigate the risks
addressed in this AD. This AD does not
include any modification instructions
for these FCDs.
From these statements, we infer that
UAL was requesting that we withdraw
the NPRM. We do not agree with UAL’s
request. The EASA, as the State of
Design Authority for Airbus products,
has determined an unsafe condition
exists after conducting a risk analysis
taking into consideration the in-service
events in the worldwide fleet. We agree
with EASA’s decision to mitigate the
risk by mandating a new design that
makes it apparent to the flight crew on
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a pre-flight walk-around that an FCD is
not latched. Regarding the concern
about operational complications, we
have determined that the safety benefits
of the new design outweigh any
potential complications. UAL has not
provided any substantiating information
to support withdrawing the NPRM. If an
operator believes that there are certain
FCDs that cannot be modified in
accordance with the AD requirements,
then they may apply for an alternative
method of compliance (AMOC) using
the procedures specified in paragraph
(m)(1) of this AD. We have not revised
this AD in this regard.
Requests To Allow Continued
Operation With a Lost or Damaged Key/
Lock
UAL and American Airlines (AAL)
requested that we add a provision in the
proposed AD to allow continued
operation with a damaged or missing
key or damaged lock. UAL also stated
that it disagrees with mandating the
exact stowage location of the key and
that it should be left to the operator’s
discretion where to store the key on the
airplane. UAL pointed out that the key
could become lost or damaged, and that
it’s possible the lock could become
damaged, requiring the airplane to be
taken out of service.
We disagree with the commenters.
EASA has determined that proper
stowage for retrieval of the key and a
fully functional lock are necessary to
mitigate the risk of losing an FCD in
flight, and we agree with EASA’s
assessment. If relief is approved in the
future, such as Master Minimum
Equipment List (MMEL) relief, that
allows continued operation with a
damaged or missing key or damaged
lock, we will consider additional
rulemaking. An operator may also apply
for an AMOC using the procedures
specified in paragraph (m)(1) of this AD,
provided they submit sufficient data to
substantiate that the AMOC provides an
acceptable level of safety. We have not
revised this AD in this regard.
Requests To Remove Placard
Installation Requirement
AAL requested that we revise the
proposed AD to allow continued
operation with a damaged or missing
placard provided the placard is replaced
within a specific time. AAL pointed out
that a missing or damaged placard does
not reduce flight safety. UAL also
requested that the installation and
location of the placard not be mandated.
UAL explained that the placard itself
does not prevent a fan cowl door loss
event, nor does it raise awareness about
the issue.
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We disagree with the commenters.
Installation of the placard is designed to
ensure that the key is stowed in a
particular location on board the airplane
and can be consistently retrieved from
that location when needed. However, an
operator may apply for an AMOC using
the procedures specified in paragraph
(m)(1) of this AD, provided they can
show they have an alternative means to
ensure the key is stowed on board the
airplane in a constantly retrievable and
accessible location. We have not revised
this AD in this regard.
Request To Revise Cost Estimate
AAL requested that we review the
proposed cost estimate for significant
economic impact as related to the actual
costs of compliance. AAL asserted that
the proposed cost estimate is
underestimated and that the actual cost
is nearly double the specified amount.
AAL stated that two kits are required
per airplane instead of the one kit
estimated in the NPRM, and that the
placard cost from Airbus is $50. AAL
explained that the NPRM does not
account for the cost of maintenance
activities such as re-rigging all cowl
latches during embodiment, or other
recording, tracking, and supply chain
costs. Additionally, AAL mentioned
that U.S. operators are competing with
operators worldwide for these parts,
which could impact the availability of
necessary parts.
We partially agree with AAL’s
request. We recognize that, in
accomplishing the requirements of any
AD, operators might incur ‘‘incidental’’
costs in addition to the ‘‘direct’’ costs
that are reflected in the cost analysis
presented in the AD preamble.
However, the cost analysis in AD
rulemaking actions typically does not
include incidental costs. However, we
have confirmed the need for two kits
and the cost of the placards; therefore,
we have revised this final rule to reflect
the cost for two kits and placards.
Regarding the reference to a
‘‘significant economic impact,’’
according to Executive Order 12866, we
are not required to do a full cost-benefit
analysis for an AD unless it is
considered a significant regulatory
action. This AD is not a significant
regulatory action because it does not
have an annual effect on the economy
of $100 million dollars or more; it does
not create inconsistency with an action
planned by another agency; it does not
impact entitlements, grants, user fees or
loan programs; and it does not raise
novel legal or policy issues. However,
the FAA does comply with Executive
Order 12866 by assessing the costs and
determining that correcting the unsafe
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Jkt 241001
condition justifies them. As a matter of
law, in order to be airworthy, an aircraft
must conform to its type design and be
in a condition for safe operation. The
type design is approved only after we
determine that it complies with all
applicable airworthiness requirements.
In adopting and maintaining those
requirements, we have already
determined that they establish a level of
safety that is cost beneficial. When we
later make a finding of an unsafe
condition in an aircraft and issue an AD,
it means that the original cost-beneficial
level of safety is no longer being
achieved and that the required actions
are necessary to restore that level of
safety. Because this level of safety has
already been determined to be cost
beneficial, and because the AD does not
add any additional regulatory
requirement that increases the level of
safety beyond what has been established
by the type design, a full cost-benefit
analysis would be redundant and
unnecessary. We have not revised this
AD in this regard.
Request To Exempt Certain Airplanes
Airbus requested that we revise the
NPRM to exclude airplanes on which
the following Airbus modifications were
installed in production from the
requirements of paragraph (g) of the
proposed AD.
• Modifications 21948/P6222 and
30869.
• Modifications 24259/P6222 and
30869.
• Modifications 24259/P6222 and
24259/P6473.
We agree with excluding airplanes
with these Airbus modifications that
were installed during production. These
modifications address the identified
unsafe condition. These exempt
airplanes were inadvertently omitted
from paragraph (g) of the proposed AD.
We have revised paragraph (g) of this
AD accordingly.
Request To Extend Compliance Time
AAL requested that, due to the
elapsed time needed to complete each
airplane modification and the potential
unavailability of modification kits to
match the operator’s modification
schedule, we extend the compliance
time for the new modification from 36
months to 48 months.
We do not agree with AAL’s request
to extend the compliance time. In
developing an appropriate compliance
time for this action, we considered the
urgency associated with the subject
unsafe condition, the availability of
required parts, and the practical aspect
of accomplishing the required
modification within a period of time
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29373
that corresponds to the normal
scheduled maintenance for most
affected operators. According to the
manufacturer, adequate parts will be
available to modify the U.S. fleet within
the required compliance time. However,
under the provisions of paragraph (m)(1)
of this AD, we will consider requests for
approval of an extension of the
compliance time if sufficient data are
submitted to substantiate that the new
compliance time would provide an
acceptable level of safety. We have not
changed this AD in his regard.
Request To Use Later Revisions of the
Service Information
AAL requested that we allow later
revisions of Airbus Service Bulletin
A320–71–1069, dated December 18,
2015, to be used as a method of
compliance for the actions specified in
paragraph (h) of the proposed AD.
We may not refer to any document
that does not yet exist in an AD. In
general terms, we are required by the
Office of the Federal Register’s (OFR)
regulations to either publish the service
document contents as part of the actual
AD language; or submit the service
document to the OFR for approval as
‘‘referenced’’ material, in which case we
may only refer to such material in the
text of an AD. The AD may refer to the
service document only if the OFR
approved it for ‘‘incorporation by
reference.’’ See 1 CFR part 51.
To allow operators to use later
revisions of the referenced document
(issued after publication of the AD),
either we must revise the AD to
reference specific later revisions, or
operators must request approval to use
later revisions as an AMOC with this
AD under the provisions of paragraph
(m)(1) of this AD.
However, since we issued the NPRM,
we have received Airbus Service
Bulletin A320–71–1069, Revision 01,
including Appendix 01, dated April 28,
2016. This revision clarifies a storage
location for Groups 7 and 8 but specifies
no additional work requirements from
the previous issue (Airbus Service
Bulletin A320–71–1069, dated
December 18, 2015). Therefore, we have
revised paragraph (h) of this AD to
specify Airbus Service Bulletin A320–
71–1069, Revision 01, including
Appendix 01, dated April 28, 2016, as
an appropriate source of service
information for accomplishing the
required actions. We have also added
paragraph (l) to this AD to provide
credit for actions required by paragraph
(h) of this AD, if those actions were
performed before the effective date of
this AD using Airbus Service Bulletin
A320–71–1069, dated December 18,
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2015. We have redesignated subsequent
paragraphs accordingly.
Conclusion
We reviewed the available data,
including the comments received, and
determined that air safety and the
public interest require adopting this AD
with the changes described previously
and minor editorial changes. We have
determined that these changes:
• Are consistent with the intent that
was proposed in the NPRM for
correcting the unsafe condition; and
• Do not add any additional burden
upon the public than was already
proposed in the NPRM.
Related Service Information Under 1
CFR Part 51
Airbus has issued Service Bulletin
A320–71–1069, Revision 01, including
Appendix 01, dated April 28, 2016. The
service information describes
procedures for modifying the engine
FCDs, installing placards, and reidentifying the FCDs with new part
numbers. This service information is
reasonably available because the
interested parties have access to it
through their normal course of business
or by the means identified in the
ADDRESSES section.
Costs of Compliance
We estimate that this AD affects 558
airplanes of U.S. registry.
The actions required by AD 2003–18–
06, and retained in this AD, take about
8 work-hours per product, at an average
labor rate of $85 per work-hour.
Required parts cost about $1,500 per
product. Based on these figures, the
estimated cost of the actions that are
required by AD 2003–18–06 is $2,180
per product.
We also estimate that it takes about 6
work-hours per product to comply with
the basic requirements of this AD. The
average labor rate is $85 per work-hour.
Required parts will cost about $9,676
per product. Based on these figures, we
estimate the cost of this AD on U.S.
operators to be $5,683,788, or $10,186
per product.
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 that 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);
3. Will not affect intrastate aviation in
Alaska; and
4. 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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
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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
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§ 39.13
[Amended]
2. The FAA amends § 39.13 by
removing Airworthiness Directive (AD)
2003–18–06, Amendment 39–13297 (68
FR 53501, September 11, 2003), and
adding the following new AD:
■
2017–13–10 Airbus: Amendment 39–18940;
Docket No. FAA–2016–8185; Directorate
Identifier 2016–NM–050–AD.
(a) Effective Date
This AD is effective August 3, 2017.
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(b) Affected ADs
This AD replaces AD 2003–18–06,
Amendment 39–13297 (68 FR 53501,
September 11, 2003), (‘‘AD 2003–18–06’’).
(c) Applicability
This AD applies to Airbus Model A319–
131 and –132 airplanes; Model A320–231,
–232, and –233 airplanes; and Model A321–
131 and –231 airplanes; certificated in any
category; all manufacturer serial numbers.
(d) Subject
Air Transport Association (ATA) of
America Code 71, Powerplant.
(e) Reason
This AD was prompted by reports of
engine fan cowl door (FCD) in-flight losses,
and a new FCD front latch and keeper
assembly that has been developed to address
this unsafe condition. We are issuing this AD
to prevent in-flight loss of an engine FCD and
possible consequent damage to the airplane.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Retained Modification and/or
Installation, With No Changes
This paragraph restates the requirements of
paragraph (a) of AD 2003–18–06, with no
changes. For airplanes identified in
paragraph (c) of this AD, except those
airplanes on which Airbus Modifications
21948/P6222 and 30869, Modifications
24259/P6222 and 30869, or Modifications
24259/P6222 and 24259/P6473 have been
installed in production: Within 18 months
after October 16, 2003 (the effective date of
AD 2003–18–06), do the action(s) specified in
paragraph (g)(1) or (g)(2) of this AD, as
applicable.
(1) For Configuration 01 airplanes
identified in Airbus Service Bulletin A320–
71–1028, dated March 23, 2001: Modify the
door latches of the fan cowl of both engines
(i.e., installation of new anti-swivel plates
and weights), and install a new hold-open
device, in accordance with the
Accomplishment Instructions of Airbus
Service Bulletin A320–71–1028, dated March
23, 2001.
(2) For Configuration 02 airplanes
identified in Airbus Service Bulletin A320–
71–1028, dated March 23, 2001: Install a new
hold-open device, in accordance with the
Accomplishment Instructions of Airbus
Service Bulletin A320–71–1028, dated March
23, 2001.
(h) New Modifications
Within 36 months after the effective date
of this AD, do the actions required by
paragraphs (h)(1), (h)(2), and (h)(3) of this
AD, in accordance with the Accomplishment
Instructions of Airbus Service Bulletin A320–
71–1069, Revision 01, including Appendix
01, dated April 28, 2016.
(1) Modify the left-hand and right-hand
FCDs on engines 1 and 2.
(2) Install a placard on the box located at
the bottom of the 120 VU panel or at the
bottom of the coat stowage, as applicable.
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29JNR1
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(3) Re-identify both engine FCDs with the
new part numbers (P/Ns), as specified in
table 1 and table 2 to paragraph (h) of this
AD, as applicable.
TABLE 1 TO PARAGRAPH (h) OF THIS
AD—LEFT-SIDE DOOR
Old part No.
740–4000–501
740–4000–503
745–4000–501
745–4000–503
745–4000–505
...................
...................
...................
...................
...................
New part No.
740–4000–9501
740–4000–9503
745–4000–513
745–4000–515
745–4000–517
TABLE 2 TO PARAGRAPH (h) OF THIS
AD—RIGHT-SIDE DOOR
Old part No.
740–4000–502
740–4000–504
740–4000–506
740–4000–508
745–4000–502
745–4000–504
745–4000–506
745–4000–508
745–4000–510
745–4000–512
...................
...................
...................
...................
...................
...................
...................
...................
...................
...................
New part No.
740–4000–9502
740–4000–9504
740–4000–9506
740–4000–9508
745–4000–9502
745–4000–9504
745–4000–9506
745–4000–514
745–4000–516
745–4000–518
nlaroche on DSK30NT082PROD with RULES
(i) New Method of Compliance: Replacement
(1) Replacing an engine FCD having a part
number listed as ‘‘Old Part Number’’ in table
1 to paragraph (h) of this AD or table 2 to
paragraph (h) of this AD, as applicable, with
an FCD having the corresponding part
number listed as ‘‘New Part Number’’ in table
1 to paragraph (h) of this AD or table 2 to
paragraph (h) of this AD, as applicable, is an
acceptable method of compliance with the
requirements of paragraphs (h)(1) and (h)(3)
of this AD for that engine FCD only.
(2) An airplane on which Airbus
Modification 157516 has been embodied in
production is compliant with the
requirements of paragraphs (h)(1) and (h)(3)
of this AD, provided no engine FCD, having
a part number identified as ‘‘Old Part
Number’’ in table 1 to paragraph (h) of this
AD or table 2 to paragraph (h) of this AD, as
applicable, is installed on that airplane.
(3) An airplane on which Airbus
Modification 157718 has been embodied in
production is compliant with the
requirements of paragraph (h)(2) of this AD.
(j) New Parts Installation Limitations
(1) For an airplane with an engine FCD
installed having a part number identified as
‘‘Old Part Number’’ in table 1 to paragraph
(h) of this AD or table 2 to paragraph (h) of
this AD, as applicable: After modification of
that airplane as required by paragraph (h) of
this AD, do not install an engine FCD, having
a part number identified as ‘‘Old Part
Number’’ in table 1 to paragraph (h) of this
AD or table 2 to paragraph (h) of this AD, as
applicable.
(2) For an airplane that does not have an
engine FCD installed having a part number
identified as ‘‘Old Part Number’’ in table 1
to paragraph (h) of this AD or table 2 to
VerDate Sep<11>2014
15:31 Jun 28, 2017
Jkt 241001
paragraph (h) of this AD, as applicable: On
or after the effective date of this AD, do not
install an engine FCD, having a part number
identified as ‘‘Old Part Number’’ in table 1
to paragraph (h) of this AD or table 2 to
paragraph (h) of this AD, as applicable.
(k) New Method of Compliance: Installation
Installation on an engine of a right-hand
and left-hand engine FCD having a part
number approved after the effective date of
this AD is a method of compliance with the
requirements of paragraphs (g), (h)(1), and
(h)(3) of this AD for that engine only,
provided the part number is approved, and
the installation is accomplished, in
accordance with the procedures specified in
paragraph (m)(2) of this AD.
(l) Credit for Previous Actions
This paragraph provides credit for actions
required by paragraph (h) of this AD, if those
actions were performed before the effective
date of this AD using Airbus Service Bulletin
A320–71–1069, dated December 18, 2015.
(m) Other FAA AD Provisions
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.
In accordance with 14 CFR 39.19, send your
request to your principal inspector or local
Flight Standards District Office, as
appropriate. If sending information directly
to the International Branch, send it to the
attention of the person identified in
paragraph (n)(2) of this AD. Information may
be emailed to: 9-ANM-116-AMOCREQUESTS@faa.gov. Before using any
approved AMOC, notify your appropriate
principal inspector, or lacking a principal
inspector, the manager of the local flight
standards district office/certificate holding
district office.
(2) Contacting the Manufacturer: As of the
effective date of this AD, for any requirement
in this AD to obtain corrective actions from
a manufacturer, the action must be
accomplished using a method approved by
the Manager, International Branch, ANM–
116, Transport Airplane Directorate, FAA; or
the European Aviation Safety Agency
(EASA); or Airbus’s EASA Design
Organization Approval (DOA). If approved by
the DOA, the approval must include the
DOA-authorized signature.
(3) Required for Compliance (RC): Except
as required by paragraph (k) of this AD, if any
service information contains procedures or
tests that are identified as RC, those
procedures and tests must be done to comply
with this AD; any procedures or tests that are
not identified as RC are recommended. Those
procedures and tests that are not identified
as RC may be deviated from using accepted
methods in accordance with the operator’s
maintenance or inspection program without
obtaining approval of an AMOC, provided
the procedures and tests identified as RC can
be done and the airplane can be put back in
an airworthy condition. Any substitutions or
PO 00000
Frm 00013
Fmt 4700
Sfmt 9990
29375
changes to procedures or tests identified as
RC require approval of an AMOC.
(n) Related Information
(1) Refer to Mandatory Continuing
Airworthiness Information (MCAI) EASA
Airworthiness Directive 2016–0053, dated
March 14, 2016, for related information. This
MCAI may be found in the AD docket on the
Internet at https://www.regulations.gov by
searching for and locating Docket No. FAA–
2016–8185.
(2) For more information about this AD,
contact Sanjay Ralhan, Aerospace Engineer,
International Branch, ANM–116, Transport
Airplane Directorate, FAA, 1601 Lind
Avenue SW., Renton, WA 98057–3356;
telephone: 425–227–1405; fax: 425–227–
1149.
(o) Material Incorporated by Reference
(1) The Director of the Federal Register
approved the incorporation by reference
(IBR) of the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) You must use this service information
as applicable to do the actions required by
this AD, unless this AD specifies otherwise.
(3) The following service information was
approved for IBR on August 3, 2017.
(i) Airbus Service Bulletin A320–71–1069,
Revision 01, including Appendix 01, dated
April 28, 2016.
(ii) Reserved.
(4) The following service information was
approved for IBR on October 16, 2003 (68 FR
53501, September 11, 2003).
(i) Airbus Service Bulletin A320–71–1028,
dated March 23, 2001.
(ii) Reserved.
(5) For service information identified in
this AD, contact Airbus, Airworthiness
Office—EIAS, 1 Rond Point Maurice
Bellonte, 31707 Blagnac Cedex, France;
telephone +33 5 61 93 36 96; fax +33 5 61
93 44 51; email account.airworth-eas@
airbus.com; Internet https://www.airbus.com.
(6) You may view this service information
at the FAA, Transport Airplane Directorate,
1601 Lind Avenue SW., Renton, WA. For
information on the availability of this
material at the FAA, call 425–227–1221.
(7) You may view this 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/cfr/ibrlocations.html.
Issued in Renton, Washington, on June 17,
2017.
Michael Kaszycki,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2017–13409 Filed 6–28–17; 8:45 am]
BILLING CODE 4910–13–P
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Agencies
[Federal Register Volume 82, Number 124 (Thursday, June 29, 2017)]
[Rules and Regulations]
[Pages 29371-29375]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2017-13409]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2016-8185; Directorate Identifier 2016-NM-050-AD;
Amendment 39-18940; AD 2017-13-10]
RIN 2120-AA64
Airworthiness Directives; Airbus Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are superseding Airworthiness Directive (AD) 2003-18-06,
which applied to certain Airbus Model A319-131 and -132 airplanes;
Model A320-231, -232, and -233 airplanes; and Model A321-131 and -231
airplanes. AD 2003-18-06 required installing new anti-swivel plates and
weights on the engine fan cowl door (FCD) latches and a new cowl door
hold-open device. This AD retains the previous actions and requires
modifying the engine FCDs, installing placards, and re-identifying the
FCDs. This AD also adds airplanes to the applicability. This AD was
prompted by reports of additional engine FCD in-flight losses, and a
new FCD front latch and keeper assembly that has been developed to
address this unsafe condition. We are issuing this AD to address the
unsafe condition on these products.
DATES: This AD is effective August 3, 2017.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of August 3,
2017.
The Director of the Federal Register approved the incorporation by
reference of a certain other publication listed in this AD as of
October 16, 2003 (68 FR 53501, September 11, 2003).
ADDRESSES: For service information identified in this final rule,
contact Airbus, Airworthiness Office--EIAS, 1 Rond Point Maurice
Bellonte, 31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; fax
+33 5 61 93 44 51; email account.airworth-eas@airbus.com; Internet
https://www.airbus.com. You may view this referenced service information
at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW.,
Renton, WA. For information on the availability of this material at the
FAA, call 425-227-1221. It is also available on the Internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2016-
8185.
Examining the AD Docket
You may examine the AD docket on the Internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2016-
8185; or in person at the Docket Management Facility between 9 a.m. and
5 p.m., Monday through Friday, except Federal holidays. The AD docket
contains this AD, the regulatory evaluation, any comments received, and
other information. The address for the Docket Office (telephone 800-
647-5527) is Docket 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: Sanjay Ralhan, Aerospace Engineer,
International Branch, ANM-116, Transport Airplane Directorate, FAA,
1601 Lind Avenue SW., Renton, WA 98057-3356; telephone: 425-227-1405;
fax: 425-227-1149.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 2003-18-06, Amendment 39-13297 (68 FR 53501,
September 11, 2003) (``AD 2003-18-06''). AD 2003-18-06 applied to
certain Airbus Model A319-131 and -132 airplanes; Model A320-231, -232,
and -233 airplanes; and Model A321-131 and -231 airplanes. The NPRM
published in the Federal Register on August 5, 2016 (81 FR 51813). The
NPRM was prompted by reports of additional engine FCD in-flight losses,
and a new FCD front latch and keeper assembly that has been developed
to address this unsafe condition. The NPRM proposed to continue to
require installing new anti-swivel plates and weights on the engine FCD
latches and a new cowl door hold-open device. The NPRM also proposed to
require modifying the engine FCDs, installing placards, and re-
identifying the FCDs with new part numbers. Additionally, the NPRM
proposed to revise the applicability to include all Model
[[Page 29372]]
A319-131 and -132 airplanes; Model A320-231, -232, and -233 airplanes;
and Model A321-131 and -231 airplanes. We are issuing this AD to
prevent in-flight loss of an engine FCD and possible consequent damage
to the airplane.
The European Aviation Safety Agency (EASA), which is the Technical
Agent for the Member States of the European Union, has issued EASA
Airworthiness Directive 2016-0053, dated March 14, 2016 (referred to
after this as the Mandatory Continuing Airworthiness Information, or
``the MCAI''), to correct an unsafe condition for all Airbus Model
A319-131 and -132 airplanes; Model A320-231, -232, and -233 airplanes;
and Model A321-131 and -231 airplanes. The MCAI states:
Fan Cowl Door (FCD) losses during take-off were reported on
aeroplanes equipped with IAE V2500 engines. Prompted by these
occurences, [Direction G[eacute]n[eacute]rale de l'Aviation Civile]
DGAC France issued AD 2000-444-156(B), mandating FCD latch
improvements. This [DGAC] AD was later superseded by [DGAC] AD 2001-
381(B) [which corresponds to FAA AD 2003-18-06], requiring
installation of additional fan cowl latch improvement by installing
a hold open device.
Since that [DGAC] AD was issued, further FCD in flight losses
were experienced in service. Investigations confirmed that in all
cases, the fan cowls were opened prior to the flight and were not
correctly re-secured. During the pre-flight inspection, it was then
not detected that the FCD were not properly latched.
This condition, if not corrected, could lead to in-flight loss
of a FCD, possibly resulting in damage to the aeroplane and/or
injury to persons on the ground.
Prompted by these recent events, new FCD front latch and keeper
assembly were developed, having a specific key necessary to un-latch
the FCD. This key cannot be removed unless the FCD front latch is
safely closed. The key, after removal, must be stowed in the flight
deck at a specific location, as instructed in the applicable
Aircraft Maintenance Manual. Applicable Flight Crew Operating Manual
has been amended accordingly. After modification, the FCD is
identified with a different Part Number (P/N).
For the reasons described above, this [EASA] AD retains the
requirements of DGAC AD 2001-381(B), which is superseded, and
requires modification and re-identification of FCD.
You may examine the MCAI in the AD docket on the Internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2016-
8185.
Comments
We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the NPRM and
the FAA's response to each comment.
Request To Withdraw the NPRM
United Airlines (UAL) stated that it strongly disagrees with making
the new latch keys installation mandatory. UAL stated that each one of
the fan cowl door losses during takeoff can be attributed solely to
human error. UAL explained that the mechanics are not correctly
latching the fan cowl after maintenance and the flight crews are not
checking that the latches are secured before departure. UAL asserted
that it did not believe that introduction of the new latch design would
resolve human error problems. Historically, UAL noted, visual cues have
proven ineffective, but other changes, especially dual inspection
signoff, have proven much more effective. Therefore, instead of
mandating the modification, UAL stated that more emphasis should be
placed on addressing the root cause--not the design, but human error.
Further, UAL explained that the fan cowls are routinely accessed
for engine and thrust reverser maintenance, and adding another loose
piece of equipment to be maintained and stored on the airplane would
lead to operational complications. UAL also noted that additional time
would be added to accomplishing routine tasks after incorporation of
the modification. In a case where the maintenance personnel are
required to open the fan cowls, UAL contended that additional time
would be required to access the cockpit, retrieve the key, and open the
fan cowls, which would expose personnel and the airplane to further
damage or harm. Mandating the modification, UAL argued, would impose an
unnecessary financial and maintenance burden on operators that have
proactively implemented alternate procedures.
UAL further stated that some airplanes in their Model A319 and
Model A320 fleet are installed with monolithic FCDs which have some
design advantages to mitigate the risks addressed in this AD. This AD
does not include any modification instructions for these FCDs.
From these statements, we infer that UAL was requesting that we
withdraw the NPRM. We do not agree with UAL's request. The EASA, as the
State of Design Authority for Airbus products, has determined an unsafe
condition exists after conducting a risk analysis taking into
consideration the in-service events in the worldwide fleet. We agree
with EASA's decision to mitigate the risk by mandating a new design
that makes it apparent to the flight crew on a pre-flight walk-around
that an FCD is not latched. Regarding the concern about operational
complications, we have determined that the safety benefits of the new
design outweigh any potential complications. UAL has not provided any
substantiating information to support withdrawing the NPRM. If an
operator believes that there are certain FCDs that cannot be modified
in accordance with the AD requirements, then they may apply for an
alternative method of compliance (AMOC) using the procedures specified
in paragraph (m)(1) of this AD. We have not revised this AD in this
regard.
Requests To Allow Continued Operation With a Lost or Damaged Key/Lock
UAL and American Airlines (AAL) requested that we add a provision
in the proposed AD to allow continued operation with a damaged or
missing key or damaged lock. UAL also stated that it disagrees with
mandating the exact stowage location of the key and that it should be
left to the operator's discretion where to store the key on the
airplane. UAL pointed out that the key could become lost or damaged,
and that it's possible the lock could become damaged, requiring the
airplane to be taken out of service.
We disagree with the commenters. EASA has determined that proper
stowage for retrieval of the key and a fully functional lock are
necessary to mitigate the risk of losing an FCD in flight, and we agree
with EASA's assessment. If relief is approved in the future, such as
Master Minimum Equipment List (MMEL) relief, that allows continued
operation with a damaged or missing key or damaged lock, we will
consider additional rulemaking. An operator may also apply for an AMOC
using the procedures specified in paragraph (m)(1) of this AD, provided
they submit sufficient data to substantiate that the AMOC provides an
acceptable level of safety. We have not revised this AD in this regard.
Requests To Remove Placard Installation Requirement
AAL requested that we revise the proposed AD to allow continued
operation with a damaged or missing placard provided the placard is
replaced within a specific time. AAL pointed out that a missing or
damaged placard does not reduce flight safety. UAL also requested that
the installation and location of the placard not be mandated. UAL
explained that the placard itself does not prevent a fan cowl door loss
event, nor does it raise awareness about the issue.
[[Page 29373]]
We disagree with the commenters. Installation of the placard is
designed to ensure that the key is stowed in a particular location on
board the airplane and can be consistently retrieved from that location
when needed. However, an operator may apply for an AMOC using the
procedures specified in paragraph (m)(1) of this AD, provided they can
show they have an alternative means to ensure the key is stowed on
board the airplane in a constantly retrievable and accessible location.
We have not revised this AD in this regard.
Request To Revise Cost Estimate
AAL requested that we review the proposed cost estimate for
significant economic impact as related to the actual costs of
compliance. AAL asserted that the proposed cost estimate is
underestimated and that the actual cost is nearly double the specified
amount. AAL stated that two kits are required per airplane instead of
the one kit estimated in the NPRM, and that the placard cost from
Airbus is $50. AAL explained that the NPRM does not account for the
cost of maintenance activities such as re-rigging all cowl latches
during embodiment, or other recording, tracking, and supply chain
costs. Additionally, AAL mentioned that U.S. operators are competing
with operators worldwide for these parts, which could impact the
availability of necessary parts.
We partially agree with AAL's request. We recognize that, in
accomplishing the requirements of any AD, operators might incur
``incidental'' costs in addition to the ``direct'' costs that are
reflected in the cost analysis presented in the AD preamble. However,
the cost analysis in AD rulemaking actions typically does not include
incidental costs. However, we have confirmed the need for two kits and
the cost of the placards; therefore, we have revised this final rule to
reflect the cost for two kits and placards.
Regarding the reference to a ``significant economic impact,''
according to Executive Order 12866, we are not required to do a full
cost-benefit analysis for an AD unless it is considered a significant
regulatory action. This AD is not a significant regulatory action
because it does not have an annual effect on the economy of $100
million dollars or more; it does not create inconsistency with an
action planned by another agency; it does not impact entitlements,
grants, user fees or loan programs; and it does not raise novel legal
or policy issues. However, the FAA does comply with Executive Order
12866 by assessing the costs and determining that correcting the unsafe
condition justifies them. As a matter of law, in order to be airworthy,
an aircraft must conform to its type design and be in a condition for
safe operation. The type design is approved only after we determine
that it complies with all applicable airworthiness requirements. In
adopting and maintaining those requirements, we have already determined
that they establish a level of safety that is cost beneficial. When we
later make a finding of an unsafe condition in an aircraft and issue an
AD, it means that the original cost-beneficial level of safety is no
longer being achieved and that the required actions are necessary to
restore that level of safety. Because this level of safety has already
been determined to be cost beneficial, and because the AD does not add
any additional regulatory requirement that increases the level of
safety beyond what has been established by the type design, a full
cost-benefit analysis would be redundant and unnecessary. We have not
revised this AD in this regard.
Request To Exempt Certain Airplanes
Airbus requested that we revise the NPRM to exclude airplanes on
which the following Airbus modifications were installed in production
from the requirements of paragraph (g) of the proposed AD.
Modifications 21948/P6222 and 30869.
Modifications 24259/P6222 and 30869.
Modifications 24259/P6222 and 24259/P6473.
We agree with excluding airplanes with these Airbus modifications
that were installed during production. These modifications address the
identified unsafe condition. These exempt airplanes were inadvertently
omitted from paragraph (g) of the proposed AD. We have revised
paragraph (g) of this AD accordingly.
Request To Extend Compliance Time
AAL requested that, due to the elapsed time needed to complete each
airplane modification and the potential unavailability of modification
kits to match the operator's modification schedule, we extend the
compliance time for the new modification from 36 months to 48 months.
We do not agree with AAL's request to extend the compliance time.
In developing an appropriate compliance time for this action, we
considered the urgency associated with the subject unsafe condition,
the availability of required parts, and the practical aspect of
accomplishing the required modification within a period of time that
corresponds to the normal scheduled maintenance for most affected
operators. According to the manufacturer, adequate parts will be
available to modify the U.S. fleet within the required compliance time.
However, under the provisions of paragraph (m)(1) of this AD, we will
consider requests for approval of an extension of the compliance time
if sufficient data are submitted to substantiate that the new
compliance time would provide an acceptable level of safety. We have
not changed this AD in his regard.
Request To Use Later Revisions of the Service Information
AAL requested that we allow later revisions of Airbus Service
Bulletin A320-71-1069, dated December 18, 2015, to be used as a method
of compliance for the actions specified in paragraph (h) of the
proposed AD.
We may not refer to any document that does not yet exist in an AD.
In general terms, we are required by the Office of the Federal
Register's (OFR) regulations to either publish the service document
contents as part of the actual AD language; or submit the service
document to the OFR for approval as ``referenced'' material, in which
case we may only refer to such material in the text of an AD. The AD
may refer to the service document only if the OFR approved it for
``incorporation by reference.'' See 1 CFR part 51.
To allow operators to use later revisions of the referenced
document (issued after publication of the AD), either we must revise
the AD to reference specific later revisions, or operators must request
approval to use later revisions as an AMOC with this AD under the
provisions of paragraph (m)(1) of this AD.
However, since we issued the NPRM, we have received Airbus Service
Bulletin A320-71-1069, Revision 01, including Appendix 01, dated April
28, 2016. This revision clarifies a storage location for Groups 7 and 8
but specifies no additional work requirements from the previous issue
(Airbus Service Bulletin A320-71-1069, dated December 18, 2015).
Therefore, we have revised paragraph (h) of this AD to specify Airbus
Service Bulletin A320-71-1069, Revision 01, including Appendix 01,
dated April 28, 2016, as an appropriate source of service information
for accomplishing the required actions. We have also added paragraph
(l) to this AD to provide credit for actions required by paragraph (h)
of this AD, if those actions were performed before the effective date
of this AD using Airbus Service Bulletin A320-71-1069, dated December
18,
[[Page 29374]]
2015. We have redesignated subsequent paragraphs accordingly.
Conclusion
We reviewed the available data, including the comments received,
and determined that air safety and the public interest require adopting
this AD with the changes described previously and minor editorial
changes. We have determined that these changes:
Are consistent with the intent that was proposed in the
NPRM for correcting the unsafe condition; and
Do not add any additional burden upon the public than was
already proposed in the NPRM.
Related Service Information Under 1 CFR Part 51
Airbus has issued Service Bulletin A320-71-1069, Revision 01,
including Appendix 01, dated April 28, 2016. The service information
describes procedures for modifying the engine FCDs, installing
placards, and re-identifying the FCDs with new part numbers. This
service information is reasonably available because the interested
parties have access to it through their normal course of business or by
the means identified in the ADDRESSES section.
Costs of Compliance
We estimate that this AD affects 558 airplanes of U.S. registry.
The actions required by AD 2003-18-06, and retained in this AD,
take about 8 work-hours per product, at an average labor rate of $85
per work-hour. Required parts cost about $1,500 per product. Based on
these figures, the estimated cost of the actions that are required by
AD 2003-18-06 is $2,180 per product.
We also estimate that it takes about 6 work-hours per product to
comply with the basic requirements of this AD. The average labor rate
is $85 per work-hour. Required parts will cost about $9,676 per
product. Based on these figures, we estimate the cost of this AD on
U.S. operators to be $5,683,788, or $10,186 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 that 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);
3. Will not affect intrastate aviation in Alaska; and
4. 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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
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 removing Airworthiness Directive (AD)
2003-18-06, Amendment 39-13297 (68 FR 53501, September 11, 2003), and
adding the following new AD:
2017-13-10 Airbus: Amendment 39-18940; Docket No. FAA-2016-8185;
Directorate Identifier 2016-NM-050-AD.
(a) Effective Date
This AD is effective August 3, 2017.
(b) Affected ADs
This AD replaces AD 2003-18-06, Amendment 39-13297 (68 FR 53501,
September 11, 2003), (``AD 2003-18-06'').
(c) Applicability
This AD applies to Airbus Model A319-131 and -132 airplanes;
Model A320-231, -232, and -233 airplanes; and Model A321-131 and -
231 airplanes; certificated in any category; all manufacturer serial
numbers.
(d) Subject
Air Transport Association (ATA) of America Code 71, Powerplant.
(e) Reason
This AD was prompted by reports of engine fan cowl door (FCD)
in-flight losses, and a new FCD front latch and keeper assembly that
has been developed to address this unsafe condition. We are issuing
this AD to prevent in-flight loss of an engine FCD and possible
consequent damage to the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Retained Modification and/or Installation, With No Changes
This paragraph restates the requirements of paragraph (a) of AD
2003-18-06, with no changes. For airplanes identified in paragraph
(c) of this AD, except those airplanes on which Airbus Modifications
21948/P6222 and 30869, Modifications 24259/P6222 and 30869, or
Modifications 24259/P6222 and 24259/P6473 have been installed in
production: Within 18 months after October 16, 2003 (the effective
date of AD 2003-18-06), do the action(s) specified in paragraph
(g)(1) or (g)(2) of this AD, as applicable.
(1) For Configuration 01 airplanes identified in Airbus Service
Bulletin A320-71-1028, dated March 23, 2001: Modify the door latches
of the fan cowl of both engines (i.e., installation of new anti-
swivel plates and weights), and install a new hold-open device, in
accordance with the Accomplishment Instructions of Airbus Service
Bulletin A320-71-1028, dated March 23, 2001.
(2) For Configuration 02 airplanes identified in Airbus Service
Bulletin A320-71-1028, dated March 23, 2001: Install a new hold-open
device, in accordance with the Accomplishment Instructions of Airbus
Service Bulletin A320-71-1028, dated March 23, 2001.
(h) New Modifications
Within 36 months after the effective date of this AD, do the
actions required by paragraphs (h)(1), (h)(2), and (h)(3) of this
AD, in accordance with the Accomplishment Instructions of Airbus
Service Bulletin A320-71-1069, Revision 01, including Appendix 01,
dated April 28, 2016.
(1) Modify the left-hand and right-hand FCDs on engines 1 and 2.
(2) Install a placard on the box located at the bottom of the
120 VU panel or at the bottom of the coat stowage, as applicable.
[[Page 29375]]
(3) Re-identify both engine FCDs with the new part numbers (P/
Ns), as specified in table 1 and table 2 to paragraph (h) of this
AD, as applicable.
Table 1 to Paragraph (h) of This AD--Left-Side Door
------------------------------------------------------------------------
Old part No. New part No.
------------------------------------------------------------------------
740-4000-501........................... 740-4000-9501
740-4000-503........................... 740-4000-9503
745-4000-501........................... 745-4000-513
745-4000-503........................... 745-4000-515
745-4000-505........................... 745-4000-517
------------------------------------------------------------------------
Table 2 to Paragraph (h) of This AD--Right-Side Door
------------------------------------------------------------------------
Old part No. New part No.
------------------------------------------------------------------------
740-4000-502........................... 740-4000-9502
740-4000-504........................... 740-4000-9504
740-4000-506........................... 740-4000-9506
740-4000-508........................... 740-4000-9508
745-4000-502........................... 745-4000-9502
745-4000-504........................... 745-4000-9504
745-4000-506........................... 745-4000-9506
745-4000-508........................... 745-4000-514
745-4000-510........................... 745-4000-516
745-4000-512........................... 745-4000-518
------------------------------------------------------------------------
(i) New Method of Compliance: Replacement
(1) Replacing an engine FCD having a part number listed as ``Old
Part Number'' in table 1 to paragraph (h) of this AD or table 2 to
paragraph (h) of this AD, as applicable, with an FCD having the
corresponding part number listed as ``New Part Number'' in table 1
to paragraph (h) of this AD or table 2 to paragraph (h) of this AD,
as applicable, is an acceptable method of compliance with the
requirements of paragraphs (h)(1) and (h)(3) of this AD for that
engine FCD only.
(2) An airplane on which Airbus Modification 157516 has been
embodied in production is compliant with the requirements of
paragraphs (h)(1) and (h)(3) of this AD, provided no engine FCD,
having a part number identified as ``Old Part Number'' in table 1 to
paragraph (h) of this AD or table 2 to paragraph (h) of this AD, as
applicable, is installed on that airplane.
(3) An airplane on which Airbus Modification 157718 has been
embodied in production is compliant with the requirements of
paragraph (h)(2) of this AD.
(j) New Parts Installation Limitations
(1) For an airplane with an engine FCD installed having a part
number identified as ``Old Part Number'' in table 1 to paragraph (h)
of this AD or table 2 to paragraph (h) of this AD, as applicable:
After modification of that airplane as required by paragraph (h) of
this AD, do not install an engine FCD, having a part number
identified as ``Old Part Number'' in table 1 to paragraph (h) of
this AD or table 2 to paragraph (h) of this AD, as applicable.
(2) For an airplane that does not have an engine FCD installed
having a part number identified as ``Old Part Number'' in table 1 to
paragraph (h) of this AD or table 2 to paragraph (h) of this AD, as
applicable: On or after the effective date of this AD, do not
install an engine FCD, having a part number identified as ``Old Part
Number'' in table 1 to paragraph (h) of this AD or table 2 to
paragraph (h) of this AD, as applicable.
(k) New Method of Compliance: Installation
Installation on an engine of a right-hand and left-hand engine
FCD having a part number approved after the effective date of this
AD is a method of compliance with the requirements of paragraphs
(g), (h)(1), and (h)(3) of this AD for that engine only, provided
the part number is approved, and the installation is accomplished,
in accordance with the procedures specified in paragraph (m)(2) of
this AD.
(l) Credit for Previous Actions
This paragraph provides credit for actions required by paragraph
(h) of this AD, if those actions were performed before the effective
date of this AD using Airbus Service Bulletin A320-71-1069, dated
December 18, 2015.
(m) Other FAA AD Provisions
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. In accordance with 14 CFR
39.19, send your request to your principal inspector or local Flight
Standards District Office, as appropriate. If sending information
directly to the International Branch, send it to the attention of
the person identified in paragraph (n)(2) of this AD. Information
may be emailed to: 9-ANM-116-AMOC-REQUESTS@faa.gov. Before using any
approved AMOC, notify your appropriate principal inspector, or
lacking a principal inspector, the manager of the local flight
standards district office/certificate holding district office.
(2) Contacting the Manufacturer: As of the effective date of
this AD, for any requirement in this AD to obtain corrective actions
from a manufacturer, the action must be accomplished using a method
approved by the Manager, International Branch, ANM-116, Transport
Airplane Directorate, FAA; or the European Aviation Safety Agency
(EASA); or Airbus's EASA Design Organization Approval (DOA). If
approved by the DOA, the approval must include the DOA-authorized
signature.
(3) Required for Compliance (RC): Except as required by
paragraph (k) of this AD, if any service information contains
procedures or tests that are identified as RC, those procedures and
tests must be done to comply with this AD; any procedures or tests
that are not identified as RC are recommended. Those procedures and
tests that are not identified as RC may be deviated from using
accepted methods in accordance with the operator's maintenance or
inspection program without obtaining approval of an AMOC, provided
the procedures and tests identified as RC can be done and the
airplane can be put back in an airworthy condition. Any
substitutions or changes to procedures or tests identified as RC
require approval of an AMOC.
(n) Related Information
(1) Refer to Mandatory Continuing Airworthiness Information
(MCAI) EASA Airworthiness Directive 2016-0053, dated March 14, 2016,
for related information. This MCAI may be found in the AD docket on
the Internet at https://www.regulations.gov by searching for and
locating Docket No. FAA-2016-8185.
(2) For more information about this AD, contact Sanjay Ralhan,
Aerospace Engineer, International Branch, ANM-116, Transport
Airplane Directorate, FAA, 1601 Lind Avenue SW., Renton, WA 98057-
3356; telephone: 425-227-1405; fax: 425-227-1149.
(o) Material Incorporated by Reference
(1) The Director of the Federal Register approved the
incorporation by reference (IBR) of the service information listed
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this service information as applicable to do
the actions required by this AD, unless this AD specifies otherwise.
(3) The following service information was approved for IBR on
August 3, 2017.
(i) Airbus Service Bulletin A320-71-1069, Revision 01, including
Appendix 01, dated April 28, 2016.
(ii) Reserved.
(4) The following service information was approved for IBR on
October 16, 2003 (68 FR 53501, September 11, 2003).
(i) Airbus Service Bulletin A320-71-1028, dated March 23, 2001.
(ii) Reserved.
(5) For service information identified in this AD, contact
Airbus, Airworthiness Office--EIAS, 1 Rond Point Maurice Bellonte,
31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; fax +33 5
61 93 44 51; email account.airworth-eas@airbus.com; Internet https://www.airbus.com.
(6) You may view this service information at the FAA, Transport
Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For
information on the availability of this material at the FAA, call
425-227-1221.
(7) You may view this 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/cfr/ibr-locations.html.
Issued in Renton, Washington, on June 17, 2017.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2017-13409 Filed 6-28-17; 8:45 am]
BILLING CODE 4910-13-P