Airworthiness Directives; Airbus SAS Airplanes, 4686-4692 [2019-02558]
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Costs of Compliance
List of Subjects in 14 CFR Part 39
We estimate that this AD affects less
than 75 helicopters of U.S. Registry (as
this AD does not apply to Bell Model
429 helicopters with skid landing gear).
At an average labor rate of $85 per hour,
replacing a NLG assembly requires 10
work-hours, and required parts cost
$104,648, for a cost of $105,498 per
helicopter and up to $7,912,350 for the
U.S. fleet.
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
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
helicopters identified in this rulemaking
action.
tkelley on DSKBCP9HB2PROD with RULES
Regulatory Findings
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
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979);
(3) Will not affect intrastate aviation
in Alaska to the extent that it justifies
making a regulatory distinction; 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.
We prepared an economic evaluation
of the estimated costs to comply with
this AD and placed it in the AD docket.
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Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive (AD):
■
2019–03–05 Bell Helicopter Textron
Canada Limited: Amendment 39–19557;
Docket No. FAA–2018–0647; Product
Identifier 2017–SW–083–AD.
(a) Applicability
This AD applies to Bell Helicopter Textron
Canada Limited Model 429 helicopters with
a nose landing gear (NLG) assembly part
number (P/N) 429–336–100–101 installed,
certificated in any category.
(b) Unsafe Condition
This AD defines the unsafe condition as
fatigue failure of an NLG assembly, which
could result in subsequent damage to and
loss of control of the helicopter.
(c) Effective Date
This AD becomes effective March 26, 2019.
(d) Compliance
You are responsible for performing each
action required by this AD within the
specified compliance time unless it has
already been accomplished prior to that time.
(e) Required Actions
Before further flight, remove from service
any NLG assembly P/N 429–336–100–101
that has reached or exceeded 4,500 hours
time-in-service (TIS) or 50,000 retirement
index number (RIN). Thereafter, remove from
service each NLG assembly P/N 429–336–
100–101 before accumulating 4,500 hours
TIS or 50,000 RIN, whichever occurs first.
For purposes of this AD, for every normal
retraction or extension of the wheeled
landing gear system, add one RIN.
(f) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Safety Management
Section, Rotorcraft Standards Branch, FAA,
may approve AMOCs for this AD. Send your
proposal to: Matt Fuller, Senior Aviation
Safety Engineer, Safety Management Section,
Rotorcraft Standards Branch, FAA, 10101
Hillwood Pkwy., Fort Worth, TX 76177;
telephone (817) 222–5110; email 9-ASWFTW-AMOC-Requests@faa.gov.
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(2) For operations conducted under a 14
CFR part 119 operating certificate or under
14 CFR part 91, subpart K, we suggest that
you notify your principal inspector, or
lacking a principal inspector, the manager of
the local flight standards district office or
certificate holding district office, before
operating any aircraft complying with this
AD through an AMOC.
(g) Additional Information
(1) Bell Helicopter Alert Service Bulletin
No. 429–15–24, Revision A, dated September
23, 2015, which is not incorporated by
reference, contains additional information
about the subject of this AD. For service
information identified in this AD, contact
Bell Helicopter Textron Canada Limited,
12,800 Rue de l’Avenir, Mirabel, Quebec
J7J1R4; telephone (450) 437–2862 or (800)
363–8023; fax (450) 433–0272; or at https://
www.bellcustomer.com/files/. You may
review a copy of the service information at
the FAA, Office of the Regional Counsel,
Southwest Region, 10101 Hillwood Pkwy.,
Room 6N–321, Fort Worth, TX 76177.
(2) The subject of this AD is addressed in
Transport Canada AD No. CF–2016–07, dated
March 4, 2016. You may view the Transport
Canada AD on the internet at https://
www.regulations.gov in Docket No. FAA–
2018–0647.
(h) Subject
Joint Aircraft Service Component (JASC)
Code: 3200, Landing Gear System.
Issued in Fort Worth, Texas, on February
8, 2019.
Lance T. Gant,
Director, Compliance & Airworthiness
Division, Aircraft Certification Service.
[FR Doc. 2019–02626 Filed 2–15–19; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2018–0556; Product
Identifier 2018–NM–015–AD; Amendment
39- 19555; AD 2019–03–03]
RIN 2120–AA64
Airworthiness Directives; Airbus SAS
Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
We are adopting a new
airworthiness directive (AD) for all
Airbus SAS Model A318 series; Model
A319 series; Model A320 series; and
Model A321–111, –112, –131, –211,
–212, –213, –231, and –232 airplanes.
This AD was prompted by reports of
multiple angle of attack (AoA) probe
blockages. This AD requires all elevator
SUMMARY:
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aileron computer (ELAC) units to be
upgraded with new software, or
replaced with upgraded units. We are
issuing this AD to address the unsafe
condition on these products.
DATES: This AD is effective March 26,
2019.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in this AD
as of March 26, 2019.
ADDRESSES: For service information
identified in this final rule, contact
Airbus SAS, Airworthiness Office—
EIAS, Rond-Point Emile Dewoitine No:
2, 31700 Blagnac Cedex, France;
telephone +33 5 61 93 36 96; fax +33 5
61 93 44 51; email account.airwortheas@airbus.com; internet https://
www.airbus.com. You may view this
service information at the FAA,
Transport Standards Branch, 2200
South 216th St., Des Moines, WA. For
information on the availability of this
material at the FAA, call 206–231–3195.
It is also available on the internet at
https://www.regulations.gov by searching
for and locating Docket No. FAA–2018–
0556.
tkelley on DSKBCP9HB2PROD with RULES
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–2018–
0556; or in person at Docket Operations
between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
The AD docket contains this final rule,
the regulatory evaluation, any
comments received, and other
information. The address for Docket
Operations (phone: 800–647–5527) is
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 Section, Transport
Standards Branch, FAA, 2200 South
216th St., Des Moines, WA 98198;
telephone and fax 206–231–3223.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 by adding an AD that would
apply to all Airbus SAS Model A318
series; Model A319 series; Model A320
series; and Model A321–111, –112,
–131, –211, –212, –213, –231, and –232
airplanes. The NPRM published in the
Federal Register on June 20, 2018 (83
FR 28555). The NPRM was prompted by
reports of multiple AoA probe
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blockages. The NPRM proposed to
require all ELAC units to be upgraded
with new software, or replaced with
upgraded units.
We are issuing this AD to address the
blockage of AoA probes. This condition,
if not corrected, could lead to undue
activation of the AoA protection,
reverting to manual control of the
airplane, which, under specific
circumstances, could result in reduced
control of the airplane.
The European Aviation Safety Agency
(EASA), which is the Technical Agent
for the Member States of the European
Union, has issued EASA AD 2018–
0007R1, dated January 19, 2018
(referred to after this as the Mandatory
Continuing Airworthiness Information,
or ‘‘the MCAI’’), to correct an unsafe
condition for all Airbus SAS Model
A318 series; Model A319 series; Model
A320 series; and Model A321–111,
–112, –131, –211, –212, –213, –231, and
–232 airplanes. The MCAI states:
Occurrences were reported on multiple
Angle of Attack (AoA) probes blockages.
Investigation results indicated the need for
improved AoA monitoring in order to detect
cases of AoA probe blockage.
This condition, if not corrected, could lead
to undue activation of the AoA protection,
reverting to manual control of the aeroplane,
which, under specific circumstances, could
result in reduced control of the aeroplane.
To address this potential unsafe condition,
Airbus developed several Elevator Aileron
Computer (ELAC) standards, i.e. ELAC units
loaded with a specific software Part Number
(P/N), and EASA issued AD 2017–0008,
retaining part of the requirements of EASA
AD 2015–0088R1 [which corresponds to FAA
AD 2016–17–03, Amendment 39–18616 (81
FR 55358, August 19, 2016) (‘‘AD 2016–17–
03’’)], which was superseded, and requiring
an upgrade of all ELAC units with ELAC L99
standard, which introduces improvements in
the AoA probe monitoring for Current Engine
Option (CEO) aeroplanes, and also
incorporates flight control aspects for New
Engine Option (NEO) aeroplanes.
Since that [EASA] AD was issued, it was
determined that clarification is necessary for
the Parts Installation requirements, and some
typographical (P/N) errors were detected.
This [EASA] AD is revised accordingly.
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–2018–
0556.
Comments
We gave the public the opportunity to
participate in developing this final rule.
The following presents the comments
received on the NPRM and the FAA’s
response to each comment. United
Airlines had no objection to the NPRM.
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4687
Request To Reduce the Compliance
Time for Model A320 Airplanes
Air Line Pilots Association,
International (ALPA), requested that the
compliance time for the Model A320
series airplanes be reduced from 36 to
24 months, the same as for the other
models. ALPA contended that 36
months is not an appropriate
compliance time for the A320 because
the severity of risk for the A320 is not
less than for the other models.
We disagree with the request to
reduce the compliance time for Model
A320 series airplanes. We concur with
the compliance time established by
EASA, the state of design authority,
which is based on the overall risk to the
fleet, including the severity of the
failure and the likelihood of the failure’s
occurrence. In conjunction with the
manufacturer, we have determined that
the compliance time for each airplane
model will accommodate the time
necessary to ensure the availability of
required parts and maintain an adequate
level of safety. However, if additional
data are presented that would justify a
shorter compliance time, we may
consider further rulemaking on this
issue. We have not changed this AD
regarding this request.
Request To Modify Paragraphs (h)(3)
and (j)(2)(iii) of the Proposed AD
Airbus SAS requested that we modify
paragraphs (h)(3) and (j)(2)(iii) of the
proposed AD to read: ‘‘The dataloadable ELAC unit is checked by two
different means: by the line replaceable
unit (LRU) identification and either the
label call up or the Alpha Call Up ELA
1 and ELA 2 (if available).’’ We infer
that this change was requested to clarify
the meaning of those paragraphs.
We agree to clarify the specified
paragraphs. We have changed
paragraphs (h)(3) and (j)(2)(iii) of this
AD accordingly.
Request To Clarify Paragraph (h)(3) of
the Proposed AD
Delta Air Lines (DAL) asked whether
paragraph (h)(3) of the proposed AD, as
written, actually requires two separate
methods of identification for the same
unit. DAL explained that not all ELAC
units are labeled with the software load,
that the labels were added later by
Thales, and that there is no guarantee
they will be present on the LRU.
We agree to clarify that there are two
methods of checking the data-loadable
ELAC unit. As stated previously, we
have revised paragraph (h)(3) of this AD
and paragraph (j)(2)(iii) of this AD to
make this more clear.
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Request To Clarify Paragraphs (h) and
(j)(2) of the Proposed AD
Alaska Airlines asked whether the
four conditions given in paragraphs
(h)(1) through (h)(4) and (j)(2)(i) through
(j)(2)(iv) of the proposed AD apply only
to the ‘‘modification instructions
approved by an EASA Design
Organization Approval (DOA) (other
than Airbus SAS’s EASA DOA),’’ or also
to the modification instructions
approved by other authorities, as
mentioned earlier in the paragraph.
We agree to clarify this aspect of the
specified paragraphs. We have revised
the language regarding the applicability
of the four conditions given in
paragraphs (h)(1) through (h)(4) and
(j)(2)(i) through (j)(2)(iv) of this AD to
clarify that these paragraphs are
applicable only to the modification
instructions that are part of an FAAaccepted maintenance or inspection
program, as applicable. We have revised
the language in paragraphs (h) and (j)(2)
of this AD accordingly.
Request To Address Onboard Data
Loading of ELAC Units
Alaska Airlines requested that we
modify paragraph (j) of the proposed AD
to address onboard loading of ELAC
units with later software. Alaska
Airlines also requested that we revise
paragraphs (j)(2) and (j)(4) of the
proposed AD to specify that those
paragraphs are not applicable to
onboard data loading, since they refer to
removing and re-installing the dataloadable ELAC units. We infer that
Alaska Airlines wants us to revise
paragraphs (j)(2)(ii) and (j)(2)(iv) of the
proposed AD because those paragraphs
refer to the removal and re-installation
of the data-loadable ELAC units.
We agree. We have modified
paragraph (j) of this AD to include
onboard loading of ELAC software and
revised paragraphs (j)(2)(ii) and (j)(2)(iv)
of this AD as requested.
tkelley on DSKBCP9HB2PROD with RULES
Request To Remove DOA Signature
Requirement
DAL requested that the DOA signature
requirement be removed from the
proposed AD and that the previously
established statement ‘‘The technical
content of this document is approved
under the authority of Design
Organization Approval No. EASA
21J.031’’ used by the DOA in Airbus
SAS service bulletins be deemed
sufficient. DAL observed that if this
document requires a signature, it is
deviating from the previously
established standard and will generate
unnecessary alternative method of
compliance (AMOC) requests from the
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administrator and/or unnecessary
revisions of service bulletins by the
manufacturer. DAL also stated that
requiring a signature does not enhance
or affect the safety of the aircraft.
We disagree with DAL’s request to
remove the DOA signature requirement.
The FAA specifies the DOA signature
requirement in the ‘‘contacting the
manufacturer’’ paragraph (such as
paragraph (m)(2) of this AD) because in
the past some U.S. operators
misinterpreted that any document,
including an email message, received
from a manufacturer or the
manufacturer’s customer support
organization was considered DOA
approved. Under the EASA DOA
system, the only documents officially
recognized as EASA-approved are those
accompanied by the DOA-authorized
signature. For the purpose of
compliance with the ‘‘contacting the
manufacturer’’ paragraph in FAA ADs,
the FAA can only recognize the
documents approved by the FAA, or
EASA, or those authorized to make an
EASA approval under the DOA system.
We also disagree with the request to
use the statement ‘‘The technical
content of this document is approved
under the authority of Design
Organization Approval No. EASA
21J.031.’’ This statement only
recognizes that the service bulletin was
originally approved under the authority
of the DOA system as approved by
EASA, and does not provide any
process for an operator to receive other
approved instructions from either EASA
or the authorized DOA as a means of
compliance to the FAA AD. The current
‘‘contacting the manufacturer’’
paragraph and the requirement for the
DOA-authorized signature actually
results in fewer AMOCs because of the
FAA’s recognition of both EASA and
specific EASA DOA approvals under the
‘‘contacting the manufacturer’’
paragraph in this and other FAA ADs.
We have not changed this AD in this
regard.
Request To Clarify Paragraph (h)(1) of
the Proposed AD
DAL questioned the purpose of the
condition stated in paragraph (h)(1) of
the proposed AD, i.e., that there should
be no warning or maintenance message
before the ELAC unit is removed. DAL
stated that if an electronic centralized
aircraft monitor (ECAM) has a
maintenance message or ECAM warning
that is not airworthy, as a standard
procedure the aircraft will be repaired
and put back in an airworthy condition
prior to return to service.
We agree that clarification is
necessary. The intent of the condition
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stated in paragraph (h)(1) of this AD is
to ensure that all pre-existing conditions
have been fixed before uploading new
software to an ELAC unit or installing
a unit with updated software. We have
not changed this AD regarding this
question.
Request To Clarify Whether Certain
Steps Are Required for Compliance
DAL questioned whether all of the
steps in Airbus SAS Aircraft
Maintenance Manual (AMM) Tasks 27–
93–34–000–001–A and 27–93–34–400–
001–A, such as accessing the access
doors using an adjustable platform, are
required for compliance.
We agree to clarify. The conditions in
paragraphs (h)(2), (h)(4), (j)(2)(ii), and
(j)(2)(iv) of this AD specified that
actions must be done as specified in the
AMM tasks. We did not intend the
accessing and closing instructions of the
AMM tasks to be required for
compliance. We have revised
paragraphs (h)(2), (h)(4), (j)(2)(ii), and
(j)(2)(iv) of this AD accordingly.
Conclusion
We reviewed the relevant data,
considered the comments received, and
determined that air safety and the
public interest require adopting this
final rule with the changes described
previously and minor editorial changes.
We have determined that these minor
changes:
• Are consistent with the intent that
was proposed in the NPRM for
addressing the unsafe condition; and
• Do not add any additional burden
upon the public than was already
proposed in the NPRM.
We also determined that these
changes will not increase the economic
burden on any operator or increase the
scope of this final rule.
Related Service Information Under 1
CFR Part 51
Airbus has issued Service Bulletin
A320–27–1263, dated April 28, 2017;
and Service Bulletin A320–27–1264,
dated April 28, 2017. The service
information describes the software
upgrade or replacement of ELAC units.
These documents are distinct because
they apply to different airplane
configurations.
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 1,250
airplanes of U.S. registry.
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4689
We estimate the following costs to
comply with this AD:
ESTIMATED COSTS
Action
Labor cost
Parts cost
Cost per product
Modification ................
Up to 3 work-hours × $85 per hour = $255 ....
Up to $7,970 .............
Up to $8,225 .............
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.
This AD is issued in accordance with
authority delegated by the Executive
Director, Aircraft Certification Service,
as authorized by FAA Order 8000.51C.
In accordance with that order, issuance
of ADs is normally a function of the
Compliance and Airworthiness
Division, but during this transition
period, the Executive Director has
delegated the authority to issue ADs
applicable to transport category
airplanes and associated appliances to
the Director of the System Oversight
Division.
tkelley on DSKBCP9HB2PROD with RULES
Regulatory Findings
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
VerDate Sep<11>2014
17:01 Feb 15, 2019
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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.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive (AD):
■
2019–03–03 Airbus SAS: Amendment 39–
19555; Docket No. FAA–2018–0556;
Product Identifier 2018–NM–015–AD.
(a) Effective Date
This AD is effective March 26, 2019.
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Cost on U.S. operators
Up to $10,281,250.
(b) Affected ADs
This AD affects AD 2016–17–03,
Amendment 39–18616 (81 FR 55358, August
19, 2016) (‘‘AD 2016–17–03’’).
(c) Applicability
This AD applies to the Airbus SAS
airplanes identified in paragraphs (c)(1)
through (c)(4) of this AD, certificated in any
category, all manufacturer serial numbers.
(1) Model A318–111, –112, –121, and –122
airplanes.
(2) Model A319–111, –112, –113, –114,
–115, –131, –132, and –133 airplanes.
(3) Model A320–211, –212, –214, –216,
–231, –232, –233, –251N, and –271N
airplanes.
(4) Model A321–111, –112, –131, –211,
–212, –213, –231, and –232 airplanes.
(d) Subject
Air Transport Association (ATA) of
America Code 27, Flight Controls.
(e) Reason
This AD was prompted by reports of
multiple angle of attack (AoA) probe
blockages. We are issuing this AD to address
the blockage of AoA probes. This condition,
if not corrected, could lead to undue
activation of the AoA protection, reverting to
manual control of the airplane, which, under
specific circumstances, could result in
reduced control of the airplane.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Definition of Affected Elevator Aileron
Computer (ELAC) Units
For the purposes of this AD, ELAC units
having a part number (P/N) listed in table 1
to paragraphs (g), (h), and (i) of this AD are
hereafter referred to as ‘‘affected ELAC units’’
in this AD.
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ELAC Unit PIN
3945122202
3945122203
3945122303
3945122304
3945122305
3945122306
3945122307
C12370AA01
3945122501
3945122502
3945122503
3945122504
3945122505
3945123505
3945128101
3945122506
3945123506
3945128102
3945122507
3945123507
3945128103
3945122608
3945123608
3945122609
3945123609
3945128204
3945128205
3945128206
3945129101
3945128207
3945128208
3945128209
3945129103
3945128210
3945129104
VerDate Sep<11>2014
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Designation
ELAC A320-111 Type Def.
ELACL50C
ELACL50C
ELACL60
ELACL61B
ELAC L61F
ELACL62C
ELACL68C
ELACL69
ELAC L69J
ELACL77
ELACL78
ELACAL80
ELACA' L80
ELACBL80
ELACAL81
ELACA' L81
ELAC B L81
ELACAL82
ELACA' L82
ELACBL82
ELACAL83
ELACA' L83
ELACAL84
ELACA' L84
ELACBL90L
ELACBL90N
ELACBL91
ELAC B L91 data loadable
ELACBL92
ELACBL92L
ELACBL93
ELAC B L93 data loadable
ELACBL94
ELAC B L94 data loadable
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2 CE 1 I 2
2 CE 1 I 2
2 CE 1 I 2
2 CE 1 I 2
2 CE 1 I 2
2 CE 1 I 2
2 CE 1 I 2
2 CE 1 I 2
2 CE 1 I 2
2 CE 1 I 2
2 CE 1 I 2
2 CE 1 I 2
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Table 1 to paragraphs (g), (h), and (i) of this AD- Affected ELAC Unit Part Numbers
(h) Required Actions
For airplanes with ELAC unit part numbers
listed in table 1 to paragraphs (g), (h), and (i)
of this AD: Within the applicable compliance
times defined in figure 1 to paragraph (h) of
this AD, upgrade each ELAC unit by
uploading L99 software part number (P/N)
3945129111 or by replacing the existing
ELAC unit with an ELAC L99 P/N
3945128217 unit in accordance with the
Accomplishment Instructions of Airbus
Service Bulletin A320–27–1263, dated April
28, 2017, or Airbus Service Bulletin A320–
27–1264, dated April 28, 2017, as applicable;
or in accordance with modification
instructions approved by the Manager,
International Section, Transport Standards
Branch, FAA, or by the European Aviation
Safety Agency (EASA), or by Airbus SAS’s
EASA Design Organization Approval (DOA);
or in accordance with modification
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BILLING CODE 4910–13–C
(i) Parts Installation Prohibition
(1) For airplanes with ELAC units listed in
table 1 to paragraphs (g), (h), and (i) of this
AD: After modification of an airplane as
required by paragraph (h) of this AD, do not
install any affected ELAC unit on that
airplane.
(2) For airplanes with ELAC units not
listed in table 1 to paragraphs (g), (h), and (i)
of this AD: From the effective date of this AD,
do not install any affected ELAC unit on that
airplane.
(j) Installation or Onboard Loading of Later
Software Versions
Installation or onboard loading of an ELAC
unit with a software standard above L99 is
equal to compliance with the requirements of
paragraph (h) of this AD, provided the
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4691
instructions that are part of an FAA-accepted
maintenance or inspection program, as
applicable, provided the conditions specified
in paragraphs (h)(1) through (h)(4) of this AD
are met. If approved by the DOA, the
approval must include the DOA-authorized
signature.
(1) Absence of electronic centralized
aircraft monitor (ECAM) warning or
maintenance message related to ELAC, before
the data-loadable ELAC unit is removed and
software is loaded.
(2) The data-loadable ELAC unit is
removed as specified in Airbus SAS Aircraft
Maintenance Manual (AMM) Task 27–93–
34–000–001–A. The access and closing
instructions identified in AMM Task 27–93–
34–000–001–A are not required by this AD.
Operators may perform those actions in
accordance with instructions that are part of
an FAA-accepted maintenance or inspection
program, as applicable.
(3) The data-loadable ELAC unit is checked
by two different means: by the line
replaceable unit (LRU) identification and
either the label call-up or the Alpha Call-up
ELA 1 and ELA 2 (if available).
(4) After the software is loaded, the dataloadable ELAC unit is re-installed as
specified in Airbus SAS AMM Task 27–93–
34–400–001–A. The access and closing
instructions identified in AMM Task 27–93–
34–400–001–A are not required by this AD.
Operators may perform those actions in
accordance with instructions that are part of
an FAA-accepted maintenance or inspection
program, as applicable.
Note 1 to paragraph (h) of this AD: Nondata-loadable ELAC L99 P/N 3945128217
units are fully interchangeable and mixable
with data-loadable ELAC L99 P/N
3945129100 units with L99 software P/N
3945129111 loaded.
conditions specified in paragraphs (j)(1) and
(j)(2) of this AD are met.
(1) The ELAC unit part number is approved
by the Manager, International Section,
Transport Standards Branch, FAA; or EASA;
or Airbus SAS’s EASA DOA.
(2) The installation is accomplished in
accordance with modification instructions
approved by the Manager, International
Section, Transport Standards Branch, FAA,
or by EASA, or by Airbus SAS’s EASA DOA;
or in accordance with modification
instructions that are part of an FAA-accepted
maintenance or inspection program, as
applicable, provided the conditions in
paragraphs (j)(2)(i) through (j)(2)(iv) of this
AD are met.
(i) Absence of ECAM warning or
maintenance message related to ELAC, before
the data-loadable ELAC unit is removed and
software is loaded.
(ii) The data-loadable ELAC unit is
removed as specified in Airbus SAS AMM
Task 27–93–34–000–001–A. This does not
apply to the onboard loading of ELAC units.
The access and closing instructions
identified in AMM Task 27–93–34–000–001–
A are not required by this AD. Operators may
perform those actions in accordance with
instructions that are part of an FAA-accepted
maintenance or inspection program, as
applicable.
(iii) The data-loadable ELAC unit is
checked by two different means: by the LRU
identification and either the label call-up or
the Alpha Call-up ELA 1 and ELA 2 (if
available).
(iv) After the software is loaded, the dataloadable ELAC unit is re-installed as
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Federal Register / Vol. 84, No. 33 / Tuesday, February 19, 2019 / Rules and Regulations
4692
Federal Register / Vol. 84, No. 33 / Tuesday, February 19, 2019 / Rules and Regulations
specified in Airbus SAS AMM Task 27–93–
34–400–001–A. This does not apply to the
onboard loading of ELAC units. The access
and closing instructions identified in AMM
Task 27–93–34–400–001–A are not required
by this AD. Operators may perform those
actions in accordance with instructions that
are part of an FAA-accepted maintenance or
inspection program, as applicable.
(k) Airplanes Not Affected by the
Requirements of Paragraph (h) of This AD
(1) An airplane on which any modification
(mod) specified in paragraphs (k)(1)(i) and
(k)(1)(ii) of this AD was embodied in
production is not affected by the
requirements of paragraph (h) of this AD,
provided it is determined that no affected
ELAC unit is installed as of the effective date
of this AD.
(i) Airbus SAS mod 161843 (installation of
data-loadable ELAC P/N 3945129100 unit
with L99 software P/N 3945129111) or mod
159979 (installation of non-data-loadable
ELAC L99 P/N 3945128217 unit).
(ii) Airbus SAS mod 160577 (installation of
data-loadable ELAC P/N 3945129100 unit
with L101 software P/N 3945129112) or mod
162042 (installation of non-data-loadable
ELAC L101 P/N 3945128218 unit).
(2) An airplane that has been modified as
specified in the service information
identified in paragraph (k)(2)(i), (k)(2)(ii), or
(k)(2)(iii) of this AD is not affected by the
requirements of paragraph (h) of this AD,
provided it is determined that no affected
ELAC unit is installed as of the effective date
of this AD.
(i) Airbus Service Bulletin A320–27–1267,
dated September 27, 2017 (installation of
non-data-loadable ELAC L101 P/N
3945128218 unit).
(ii) Airbus Service Bulletin A320–27–1268,
dated September 27, 2017 (installation of
data-loadable ELAC P/N 3945129100 unit
with L101 software P/N 3945129112 for A320
NEO).
(iii) Airbus Service Bulletin A320–27–
1269, dated September 27, 2017 (installation
of data-loadable ELAC P/N 3945129100 unit
with L101 software P/N 3945129112).
tkelley on DSKBCP9HB2PROD with RULES
(l) Terminating Action for AD 2016–17–03
Accomplishing the actions required by
paragraph (h) of this AD or complying with
the provisions specified in paragraph (k) of
this AD terminates all requirements of AD
2016–17–03.
(m) Other FAA AD Provisions
The following provisions also apply to this
AD:
(1) Alternative Methods of Compliance
(AMOCs): The Manager, International
Section, Transport Standards Branch, 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 Section, 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
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principal inspector, or lacking a principal
inspector, the manager of the local flight
standards district office/certificate holding
district office.
(2) Contacting the Manufacturer: 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 Section,
Transport Standards Branch, FAA; or EASA;
or Airbus SAS’s EASA DOA. If approved by
the DOA, the approval must include the
DOA-authorized signature.
(3) Required for Compliance (RC): 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 AD
2018–0007R1, dated January 19, 2018, 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–2018–0556.
(2) For more information about this AD,
contact Sanjay Ralhan, Aerospace Engineer,
International Section, Transport Standards
Branch, FAA, 2200 South 216th St., Des
Moines, WA 98198; telephone and fax 206–
231–3223.
(3) 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 this AD specifies otherwise.
(i) Airbus Service Bulletin A320–27–1263,
dated April 28, 2017.
(ii) Airbus Service Bulletin A320–27–1264,
dated April 28, 2017.
(3) For service information identified in
this AD, contact Airbus SAS, Airworthiness
Office—EIAS, Rond-Point Emile Dewoitine
No: 2, 31700 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.
(4) You may view this service information
at the FAA, Transport Standards Branch,
2200 South 216th St., Des Moines, WA. For
information on the availability of this
material at the FAA, call 206–231–3195.
(5) You may view this service information
that is incorporated by reference at the
PO 00000
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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 Des Moines, Washington, on
February 1, 2019.
Michael Kaszycki,
Acting Director, System Oversight Division,
Aircraft Certification Service.
[FR Doc. 2019–02558 Filed 2–15–19; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2013–0555; Product
Identifier 2010–SW–047–AD; Amendment
39–19537; 2014–05–06 R2]
RIN 2120–AA64
Airworthiness Directives; Airbus
Helicopters Deutschland GmbH (Type
Certificate Previously Held by
Eurocopter Deutschland GmbH)
Helicopters
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule; request for
comments; removal.
AGENCY:
We are removing
Airworthiness Directive (AD) 2014–05–
06 R1, which applied to Airbus
Helicopters Deutschland GmbH (type
certificate previously held by
Eurocopter Deutschland GmbH) Model
EC135 and MBB–BK 117 C–2
helicopters. AD 2014–05–06 R1 required
installing bushings and washers on the
flight controls. This action is prompted
by an error in the issuance of 2014–05–
06 R1. Accordingly, AD 2014–05–06 R1
is removed.
DATES: This AD becomes effective
February 19, 2019.
We must receive comments on this
AD by April 22, 2019.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Docket: Go to
https://www.regulations.gov. Follow the
online instructions for sending your
comments electronically.
• Fax: 202–493–2251.
• Mail: Send comments to the U.S.
Department of Transportation, Docket
Operations, M–30, West Building
Ground Floor, Room W12–140, 1200
New Jersey Avenue SE, Washington, DC
20590–0001.
• Hand Delivery: Deliver to the
‘‘Mail’’ address between 9 a.m. and 5
SUMMARY:
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]]>Agencies
[Federal Register Volume 84, Number 33 (Tuesday, February 19, 2019)]
[Rules and Regulations]
[Pages 4686-4692]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2019-02558]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2018-0556; Product Identifier 2018-NM-015-AD; Amendment
39- 19555; AD 2019-03-03]
RIN 2120-AA64
Airworthiness Directives; Airbus SAS Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are adopting a new airworthiness directive (AD) for all
Airbus SAS Model A318 series; Model A319 series; Model A320 series; and
Model A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes.
This AD was prompted by reports of multiple angle of attack (AoA) probe
blockages. This AD requires all elevator
[[Page 4687]]
aileron computer (ELAC) units to be upgraded with new software, or
replaced with upgraded units. We are issuing this AD to address the
unsafe condition on these products.
DATES: This AD is effective March 26, 2019.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in this AD as of March 26,
2019.
ADDRESSES: For service information identified in this final rule,
contact Airbus SAS, Airworthiness Office--EIAS, Rond-Point Emile
Dewoitine No: 2, 31700 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 service information
at the FAA, Transport Standards Branch, 2200 South 216th St., Des
Moines, WA. For information on the availability of this material at the
FAA, call 206-231-3195. It is also available on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2018-
0556.
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-2018-
0556; or in person at Docket Operations between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays. The AD docket contains
this final rule, the regulatory evaluation, any comments received, and
other information. The address for Docket Operations (phone: 800-647-
5527) is 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 Section, Transport Standards Branch, FAA, 2200 South
216th St., Des Moines, WA 98198; telephone and fax 206-231-3223.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 by adding an AD that would apply to all Airbus SAS Model A318
series; Model A319 series; Model A320 series; and Model A321-111, -112,
-131, -211, -212, -213, -231, and -232 airplanes. The NPRM published in
the Federal Register on June 20, 2018 (83 FR 28555). The NPRM was
prompted by reports of multiple AoA probe blockages. The NPRM proposed
to require all ELAC units to be upgraded with new software, or replaced
with upgraded units.
We are issuing this AD to address the blockage of AoA probes. This
condition, if not corrected, could lead to undue activation of the AoA
protection, reverting to manual control of the airplane, which, under
specific circumstances, could result in reduced control of the
airplane.
The European Aviation Safety Agency (EASA), which is the Technical
Agent for the Member States of the European Union, has issued EASA AD
2018-0007R1, dated January 19, 2018 (referred to after this as the
Mandatory Continuing Airworthiness Information, or ``the MCAI''), to
correct an unsafe condition for all Airbus SAS Model A318 series; Model
A319 series; Model A320 series; and Model A321-111, -112, -131, -211, -
212, -213, -231, and -232 airplanes. The MCAI states:
Occurrences were reported on multiple Angle of Attack (AoA)
probes blockages. Investigation results indicated the need for
improved AoA monitoring in order to detect cases of AoA probe
blockage.
This condition, if not corrected, could lead to undue activation
of the AoA protection, reverting to manual control of the aeroplane,
which, under specific circumstances, could result in reduced control
of the aeroplane.
To address this potential unsafe condition, Airbus developed
several Elevator Aileron Computer (ELAC) standards, i.e. ELAC units
loaded with a specific software Part Number (P/N), and EASA issued
AD 2017-0008, retaining part of the requirements of EASA AD 2015-
0088R1 [which corresponds to FAA AD 2016-17-03, Amendment 39-18616
(81 FR 55358, August 19, 2016) (``AD 2016-17-03'')], which was
superseded, and requiring an upgrade of all ELAC units with ELAC L99
standard, which introduces improvements in the AoA probe monitoring
for Current Engine Option (CEO) aeroplanes, and also incorporates
flight control aspects for New Engine Option (NEO) aeroplanes.
Since that [EASA] AD was issued, it was determined that
clarification is necessary for the Parts Installation requirements,
and some typographical (P/N) errors were detected. This [EASA] AD is
revised accordingly.
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-2018-
0556.
Comments
We gave the public the opportunity to participate in developing
this final rule. The following presents the comments received on the
NPRM and the FAA's response to each comment. United Airlines had no
objection to the NPRM.
Request To Reduce the Compliance Time for Model A320 Airplanes
Air Line Pilots Association, International (ALPA), requested that
the compliance time for the Model A320 series airplanes be reduced from
36 to 24 months, the same as for the other models. ALPA contended that
36 months is not an appropriate compliance time for the A320 because
the severity of risk for the A320 is not less than for the other
models.
We disagree with the request to reduce the compliance time for
Model A320 series airplanes. We concur with the compliance time
established by EASA, the state of design authority, which is based on
the overall risk to the fleet, including the severity of the failure
and the likelihood of the failure's occurrence. In conjunction with the
manufacturer, we have determined that the compliance time for each
airplane model will accommodate the time necessary to ensure the
availability of required parts and maintain an adequate level of
safety. However, if additional data are presented that would justify a
shorter compliance time, we may consider further rulemaking on this
issue. We have not changed this AD regarding this request.
Request To Modify Paragraphs (h)(3) and (j)(2)(iii) of the Proposed AD
Airbus SAS requested that we modify paragraphs (h)(3) and
(j)(2)(iii) of the proposed AD to read: ``The data-loadable ELAC unit
is checked by two different means: by the line replaceable unit (LRU)
identification and either the label call up or the Alpha Call Up ELA 1
and ELA 2 (if available).'' We infer that this change was requested to
clarify the meaning of those paragraphs.
We agree to clarify the specified paragraphs. We have changed
paragraphs (h)(3) and (j)(2)(iii) of this AD accordingly.
Request To Clarify Paragraph (h)(3) of the Proposed AD
Delta Air Lines (DAL) asked whether paragraph (h)(3) of the
proposed AD, as written, actually requires two separate methods of
identification for the same unit. DAL explained that not all ELAC units
are labeled with the software load, that the labels were added later by
Thales, and that there is no guarantee they will be present on the LRU.
We agree to clarify that there are two methods of checking the
data-loadable ELAC unit. As stated previously, we have revised
paragraph (h)(3) of this AD and paragraph (j)(2)(iii) of this AD to
make this more clear.
[[Page 4688]]
Request To Clarify Paragraphs (h) and (j)(2) of the Proposed AD
Alaska Airlines asked whether the four conditions given in
paragraphs (h)(1) through (h)(4) and (j)(2)(i) through (j)(2)(iv) of
the proposed AD apply only to the ``modification instructions approved
by an EASA Design Organization Approval (DOA) (other than Airbus SAS's
EASA DOA),'' or also to the modification instructions approved by other
authorities, as mentioned earlier in the paragraph.
We agree to clarify this aspect of the specified paragraphs. We
have revised the language regarding the applicability of the four
conditions given in paragraphs (h)(1) through (h)(4) and (j)(2)(i)
through (j)(2)(iv) of this AD to clarify that these paragraphs are
applicable only to the modification instructions that are part of an
FAA-accepted maintenance or inspection program, as applicable. We have
revised the language in paragraphs (h) and (j)(2) of this AD
accordingly.
Request To Address Onboard Data Loading of ELAC Units
Alaska Airlines requested that we modify paragraph (j) of the
proposed AD to address onboard loading of ELAC units with later
software. Alaska Airlines also requested that we revise paragraphs
(j)(2) and (j)(4) of the proposed AD to specify that those paragraphs
are not applicable to onboard data loading, since they refer to
removing and re-installing the data-loadable ELAC units. We infer that
Alaska Airlines wants us to revise paragraphs (j)(2)(ii) and (j)(2)(iv)
of the proposed AD because those paragraphs refer to the removal and
re-installation of the data-loadable ELAC units.
We agree. We have modified paragraph (j) of this AD to include
onboard loading of ELAC software and revised paragraphs (j)(2)(ii) and
(j)(2)(iv) of this AD as requested.
Request To Remove DOA Signature Requirement
DAL requested that the DOA signature requirement be removed from
the proposed AD and that the previously established statement ``The
technical content of this document is approved under the authority of
Design Organization Approval No. EASA 21J.031'' used by the DOA in
Airbus SAS service bulletins be deemed sufficient. DAL observed that if
this document requires a signature, it is deviating from the previously
established standard and will generate unnecessary alternative method
of compliance (AMOC) requests from the administrator and/or unnecessary
revisions of service bulletins by the manufacturer. DAL also stated
that requiring a signature does not enhance or affect the safety of the
aircraft.
We disagree with DAL's request to remove the DOA signature
requirement. The FAA specifies the DOA signature requirement in the
``contacting the manufacturer'' paragraph (such as paragraph (m)(2) of
this AD) because in the past some U.S. operators misinterpreted that
any document, including an email message, received from a manufacturer
or the manufacturer's customer support organization was considered DOA
approved. Under the EASA DOA system, the only documents officially
recognized as EASA-approved are those accompanied by the DOA-authorized
signature. For the purpose of compliance with the ``contacting the
manufacturer'' paragraph in FAA ADs, the FAA can only recognize the
documents approved by the FAA, or EASA, or those authorized to make an
EASA approval under the DOA system.
We also disagree with the request to use the statement ``The
technical content of this document is approved under the authority of
Design Organization Approval No. EASA 21J.031.'' This statement only
recognizes that the service bulletin was originally approved under the
authority of the DOA system as approved by EASA, and does not provide
any process for an operator to receive other approved instructions from
either EASA or the authorized DOA as a means of compliance to the FAA
AD. The current ``contacting the manufacturer'' paragraph and the
requirement for the DOA-authorized signature actually results in fewer
AMOCs because of the FAA's recognition of both EASA and specific EASA
DOA approvals under the ``contacting the manufacturer'' paragraph in
this and other FAA ADs. We have not changed this AD in this regard.
Request To Clarify Paragraph (h)(1) of the Proposed AD
DAL questioned the purpose of the condition stated in paragraph
(h)(1) of the proposed AD, i.e., that there should be no warning or
maintenance message before the ELAC unit is removed. DAL stated that if
an electronic centralized aircraft monitor (ECAM) has a maintenance
message or ECAM warning that is not airworthy, as a standard procedure
the aircraft will be repaired and put back in an airworthy condition
prior to return to service.
We agree that clarification is necessary. The intent of the
condition stated in paragraph (h)(1) of this AD is to ensure that all
pre-existing conditions have been fixed before uploading new software
to an ELAC unit or installing a unit with updated software. We have not
changed this AD regarding this question.
Request To Clarify Whether Certain Steps Are Required for Compliance
DAL questioned whether all of the steps in Airbus SAS Aircraft
Maintenance Manual (AMM) Tasks 27-93-34-000-001-A and 27-93-34-400-001-
A, such as accessing the access doors using an adjustable platform, are
required for compliance.
We agree to clarify. The conditions in paragraphs (h)(2), (h)(4),
(j)(2)(ii), and (j)(2)(iv) of this AD specified that actions must be
done as specified in the AMM tasks. We did not intend the accessing and
closing instructions of the AMM tasks to be required for compliance. We
have revised paragraphs (h)(2), (h)(4), (j)(2)(ii), and (j)(2)(iv) of
this AD accordingly.
Conclusion
We reviewed the relevant data, considered the comments received,
and determined that air safety and the public interest require adopting
this final rule with the changes described previously and minor
editorial changes. We have determined that these minor changes:
Are consistent with the intent that was proposed in the
NPRM for addressing the unsafe condition; and
Do not add any additional burden upon the public than was
already proposed in the NPRM.
We also determined that these changes will not increase the
economic burden on any operator or increase the scope of this final
rule.
Related Service Information Under 1 CFR Part 51
Airbus has issued Service Bulletin A320-27-1263, dated April 28,
2017; and Service Bulletin A320-27-1264, dated April 28, 2017. The
service information describes the software upgrade or replacement of
ELAC units. These documents are distinct because they apply to
different airplane configurations.
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 1,250 airplanes of U.S. registry.
[[Page 4689]]
We estimate the following costs to comply with this AD:
Estimated Costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
Action Labor cost Parts cost Cost per product Cost on U.S. operators
--------------------------------------------------------------------------------------------------------------------------------------------------------
Modification.................... Up to 3 work-hours x $85 Up to $7,970.................. Up to $8,225................. Up to $10,281,250.
per hour = $255.
--------------------------------------------------------------------------------------------------------------------------------------------------------
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.
This AD is issued in accordance with authority delegated by the
Executive Director, Aircraft Certification Service, as authorized by
FAA Order 8000.51C. In accordance with that order, issuance of ADs is
normally a function of the Compliance and Airworthiness Division, but
during this transition period, the Executive Director has delegated the
authority to issue ADs applicable to transport category airplanes and
associated appliances to the Director of the System Oversight Division.
Regulatory Findings
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 adding the following new airworthiness
directive (AD):
2019-03-03 Airbus SAS: Amendment 39-19555; Docket No. FAA-2018-0556;
Product Identifier 2018-NM-015-AD.
(a) Effective Date
This AD is effective March 26, 2019.
(b) Affected ADs
This AD affects AD 2016-17-03, Amendment 39-18616 (81 FR 55358,
August 19, 2016) (``AD 2016-17-03'').
(c) Applicability
This AD applies to the Airbus SAS airplanes identified in
paragraphs (c)(1) through (c)(4) of this AD, certificated in any
category, all manufacturer serial numbers.
(1) Model A318-111, -112, -121, and -122 airplanes.
(2) Model A319-111, -112, -113, -114, -115, -131, -132, and -133
airplanes.
(3) Model A320-211, -212, -214, -216, -231, -232, -233, -251N,
and -271N airplanes.
(4) Model A321-111, -112, -131, -211, -212, -213, -231, and -232
airplanes.
(d) Subject
Air Transport Association (ATA) of America Code 27, Flight
Controls.
(e) Reason
This AD was prompted by reports of multiple angle of attack
(AoA) probe blockages. We are issuing this AD to address the
blockage of AoA probes. This condition, if not corrected, could lead
to undue activation of the AoA protection, reverting to manual
control of the airplane, which, under specific circumstances, could
result in reduced control of the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Definition of Affected Elevator Aileron Computer (ELAC) Units
For the purposes of this AD, ELAC units having a part number (P/
N) listed in table 1 to paragraphs (g), (h), and (i) of this AD are
hereafter referred to as ``affected ELAC units'' in this AD.
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(h) Required Actions
For airplanes with ELAC unit part numbers listed in table 1 to
paragraphs (g), (h), and (i) of this AD: Within the applicable
compliance times defined in figure 1 to paragraph (h) of this AD,
upgrade each ELAC unit by uploading L99 software part number (P/N)
3945129111 or by replacing the existing ELAC unit with an ELAC L99
P/N 3945128217 unit in accordance with the Accomplishment
Instructions of Airbus Service Bulletin A320-27-1263, dated April
28, 2017, or Airbus Service Bulletin A320-27-1264, dated April 28,
2017, as applicable; or in accordance with modification instructions
approved by the Manager, International Section, Transport Standards
Branch, FAA, or by the European Aviation Safety Agency (EASA), or by
Airbus SAS's EASA Design Organization Approval (DOA); or in
accordance with modification instructions that are part of an FAA-
accepted maintenance or inspection program, as applicable, provided
the conditions specified in paragraphs (h)(1) through (h)(4) of this
AD are met. If approved by the DOA, the approval must include the
DOA-authorized signature.
(1) Absence of electronic centralized aircraft monitor (ECAM)
warning or maintenance message related to ELAC, before the data-
loadable ELAC unit is removed and software is loaded.
(2) The data-loadable ELAC unit is removed as specified in
Airbus SAS Aircraft Maintenance Manual (AMM) Task 27-93-34-000-001-
A. The access and closing instructions identified in AMM Task 27-93-
34-000-001-A are not required by this AD. Operators may perform
those actions in accordance with instructions that are part of an
FAA-accepted maintenance or inspection program, as applicable.
(3) The data-loadable ELAC unit is checked by two different
means: by the line replaceable unit (LRU) identification and either
the label call-up or the Alpha Call-up ELA 1 and ELA 2 (if
available).
(4) After the software is loaded, the data-loadable ELAC unit is
re-installed as specified in Airbus SAS AMM Task 27-93-34-400-001-A.
The access and closing instructions identified in AMM Task 27-93-34-
400-001-A are not required by this AD. Operators may perform those
actions in accordance with instructions that are part of an FAA-
accepted maintenance or inspection program, as applicable.
Note 1 to paragraph (h) of this AD: Non-data-loadable ELAC L99
P/N 3945128217 units are fully interchangeable and mixable with
data-loadable ELAC L99 P/N 3945129100 units with L99 software P/N
3945129111 loaded.
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(i) Parts Installation Prohibition
(1) For airplanes with ELAC units listed in table 1 to
paragraphs (g), (h), and (i) of this AD: After modification of an
airplane as required by paragraph (h) of this AD, do not install any
affected ELAC unit on that airplane.
(2) For airplanes with ELAC units not listed in table 1 to
paragraphs (g), (h), and (i) of this AD: From the effective date of
this AD, do not install any affected ELAC unit on that airplane.
(j) Installation or Onboard Loading of Later Software Versions
Installation or onboard loading of an ELAC unit with a software
standard above L99 is equal to compliance with the requirements of
paragraph (h) of this AD, provided the conditions specified in
paragraphs (j)(1) and (j)(2) of this AD are met.
(1) The ELAC unit part number is approved by the Manager,
International Section, Transport Standards Branch, FAA; or EASA; or
Airbus SAS's EASA DOA.
(2) The installation is accomplished in accordance with
modification instructions approved by the Manager, International
Section, Transport Standards Branch, FAA, or by EASA, or by Airbus
SAS's EASA DOA; or in accordance with modification instructions that
are part of an FAA-accepted maintenance or inspection program, as
applicable, provided the conditions in paragraphs (j)(2)(i) through
(j)(2)(iv) of this AD are met.
(i) Absence of ECAM warning or maintenance message related to
ELAC, before the data-loadable ELAC unit is removed and software is
loaded.
(ii) The data-loadable ELAC unit is removed as specified in
Airbus SAS AMM Task 27-93-34-000-001-A. This does not apply to the
onboard loading of ELAC units. The access and closing instructions
identified in AMM Task 27-93-34-000-001-A are not required by this
AD. Operators may perform those actions in accordance with
instructions that are part of an FAA-accepted maintenance or
inspection program, as applicable.
(iii) The data-loadable ELAC unit is checked by two different
means: by the LRU identification and either the label call-up or the
Alpha Call-up ELA 1 and ELA 2 (if available).
(iv) After the software is loaded, the data-loadable ELAC unit
is re-installed as
[[Page 4692]]
specified in Airbus SAS AMM Task 27-93-34-400-001-A. This does not
apply to the onboard loading of ELAC units. The access and closing
instructions identified in AMM Task 27-93-34-400-001-A are not
required by this AD. Operators may perform those actions in
accordance with instructions that are part of an FAA-accepted
maintenance or inspection program, as applicable.
(k) Airplanes Not Affected by the Requirements of Paragraph (h) of This
AD
(1) An airplane on which any modification (mod) specified in
paragraphs (k)(1)(i) and (k)(1)(ii) of this AD was embodied in
production is not affected by the requirements of paragraph (h) of
this AD, provided it is determined that no affected ELAC unit is
installed as of the effective date of this AD.
(i) Airbus SAS mod 161843 (installation of data-loadable ELAC P/
N 3945129100 unit with L99 software P/N 3945129111) or mod 159979
(installation of non-data-loadable ELAC L99 P/N 3945128217 unit).
(ii) Airbus SAS mod 160577 (installation of data-loadable ELAC
P/N 3945129100 unit with L101 software P/N 3945129112) or mod 162042
(installation of non-data-loadable ELAC L101 P/N 3945128218 unit).
(2) An airplane that has been modified as specified in the
service information identified in paragraph (k)(2)(i), (k)(2)(ii),
or (k)(2)(iii) of this AD is not affected by the requirements of
paragraph (h) of this AD, provided it is determined that no affected
ELAC unit is installed as of the effective date of this AD.
(i) Airbus Service Bulletin A320-27-1267, dated September 27,
2017 (installation of non-data-loadable ELAC L101 P/N 3945128218
unit).
(ii) Airbus Service Bulletin A320-27-1268, dated September 27,
2017 (installation of data-loadable ELAC P/N 3945129100 unit with
L101 software P/N 3945129112 for A320 NEO).
(iii) Airbus Service Bulletin A320-27-1269, dated September 27,
2017 (installation of data-loadable ELAC P/N 3945129100 unit with
L101 software P/N 3945129112).
(l) Terminating Action for AD 2016-17-03
Accomplishing the actions required by paragraph (h) of this AD
or complying with the provisions specified in paragraph (k) of this
AD terminates all requirements of AD 2016-17-03.
(m) Other FAA AD Provisions
The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager,
International Section, Transport Standards Branch, 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 Section, 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: 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
Section, Transport Standards Branch, FAA; or EASA; or Airbus SAS's
EASA DOA. If approved by the DOA, the approval must include the DOA-
authorized signature.
(3) Required for Compliance (RC): 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 AD 2018-0007R1, dated January 19, 2018, 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-2018-0556.
(2) For more information about this AD, contact Sanjay Ralhan,
Aerospace Engineer, International Section, Transport Standards
Branch, FAA, 2200 South 216th St., Des Moines, WA 98198; telephone
and fax 206-231-3223.
(3) 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 this AD specifies otherwise.
(i) Airbus Service Bulletin A320-27-1263, dated April 28, 2017.
(ii) Airbus Service Bulletin A320-27-1264, dated April 28, 2017.
(3) For service information identified in this AD, contact
Airbus SAS, Airworthiness Office--EIAS, Rond-Point Emile Dewoitine
No: 2, 31700 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.
(4) You may view this service information at the FAA, Transport
Standards Branch, 2200 South 216th St., Des Moines, WA. For
information on the availability of this material at the FAA, call
206-231-3195.
(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/ibr-locations.html.
Issued in Des Moines, Washington, on February 1, 2019.
Michael Kaszycki,
Acting Director, System Oversight Division, Aircraft Certification
Service.
[FR Doc. 2019-02558 Filed 2-15-19; 8:45 am]
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