79738 Federal Register / Vol. 80, No. 246 / Wednesday, December 23, 2015 / Proposed Rules 

(j) Model 767–300 and –300F Series Airplane 

Modification 

For airplanes identified in paragraph (c)(4) 

of this AD: Within 16 months after the 

effective date of this AD, install new 

operational program software into the FCCs, 

in accordance with the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 767–22–0146, Revision 1, 

dated June 25, 2015. 

(k) Credit for Actions Accomplished in 

Accordance With Previous Service 

Information 

(1) This paragraph provides credit for 

actions required by paragraph (i) of this AD, 

if those actions were performed before the 

effective date of this AD using Boeing Special 

Attention Service Bulletin 767–22–0143, 

dated March 6, 2015. 

(2) This paragraph provides credit for 

actions required by paragraph (j) of this AD, 

if those actions were performed before the 

effective date of this AD using Boeing Special 

Attention Service Bulletin 767–22–0146, 

dated March 24, 2015. 

(l) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle Aircraft 

Certification Office (ACO), 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 manager of the ACO, send it to the 

attention of the person identified in 

paragraph (m)(1) of this AD. Information may 

be emailed to: 9-ANM-Seattle-ACO-AMOCRequests@faa.gov. 

(2) 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. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair, 

modification, or alteration required by this 

AD if it is approved by the Boeing 

Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle 

ACO, to make those findings. To be 

approved, the repair method, modification 

deviation, or alteration deviation must meet 

the certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(4) For service information that contains 

steps that are labeled as Required for 

Compliance (RC), the provisions of 

paragraphs (l)(4)(i) and (l)(4)(ii) apply. 

(i) The steps labeled as RC, including 

substeps under an RC step and any figures 

identified in an RC step, must be done to 

comply with the AD. An AMOC is required 

for any deviations to RC steps, including 

substeps and identified figures. 

(ii) Steps not labeled 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 RC steps, 

including substeps and identified figures, can 

still be done as specified, and the airplane 

can be put back in an airworthy condition. 

(m) Related Information 

(1) For more information about this AD, 

contact Fnu Winarto, Aerospace Engineer, 

Systems and Equipment Branch, ANM–130S, 

FAA, Seattle Aircraft Certification Office 

(ACO), 1601 Lind Avenue SW., Renton, WA 

98057–3356; phone: 425–917–6659; fax: 425– 

917–6590; email: fnu.winarto@faa.gov. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, WA 98124–2207; telephone: 206– 

544–5000, extension 1; fax: 206–766–5680; 

Internet https://www.myboeingfleet.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. 

Issued in Renton, Washington, on 

December 8, 2015. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–32055 Filed 12–22–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0006; Directorate 

Identifier 2013–NM–147–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Supplemental notice of 

proposed rulemaking (NPRM); 

reopening of comment period. 

SUMMARY: We are revising an earlier 

proposed airworthiness directive (AD) 

for all Airbus Model A330–200, A330– 

200 Freighter, A330–300, A340–200, 

and A340–300 series airplanes. The 

NPRM proposed to require inspecting 

certain trimmable horizontal stabilizer 

actuators (THSAs) to determine the 

number of total flight cycles the THSA 

has accumulated, and replacing the 

THSA if necessary. The NPRM was 

prompted by the results of endurance 

qualification tests on the THSA, which 

revealed a partial loss of the no-back 

brake (NBB) efficiency in specific load 

conditions. This action revises the 

NPRM by adding airplanes to the 

proposed applicability, reducing the 

proposed compliance times for 

replacing affected THSAs, and revising 

the definition of a serviceable THSA. 

We are proposing this supplemental 

NPRM (SNPRM) to detect and correct 

premature wear of the carbon friction 

disks on the NBB of the THSA, which 

could lead to reduced braking efficiency 

in certain load conditions, and, in 

conjunction with the inability of the 

power gear train to keep the ball screw 

in its last commanded position, could 

result in uncommanded movements of 

the trimmable horizontal stabilizer and 

loss of control of the airplane. Since 

these actions impose an additional 

burden over those proposed in the 

NPRM, we are reopening the comment 

period to allow the public the chance to 

comment on these proposed changes. 

DATES: We must receive comments on 

this SNPRM by February 8, 2016. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Airbus SAS, 

Airworthiness Office—EAL, 1 Rond 

Point Maurice Bellonte, 31707 Blagnac 

Cedex, France; telephone +33 5 61 93 36 

96; fax +33 5 61 93 45 80; email 

airworthiness.A330–A340@airbus.com; 

Internet http://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. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2014– 

0006; or in person at the Docket 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(telephone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 


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FOR FURTHER INFORMATION CONTACT: 

Vladimir Ulyanov, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone 425–227–1138; 

fax 425–227–1149. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2014–0006; Directorate Identifier 

2013–NM–147–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD based on those comments. 

We will post all comments we 

receive, without change, to http://

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to all Airbus Model A330–200, 

A330–200 Freighter, A330–300, A340– 

200, and A340–300 series airplanes. The 

NPRM published in the Federal 

Register on February 3, 2014 (79 FR 

6104). The NPRM was prompted by the 

results of endurance qualification tests 

on the THSA, which revealed a partial 

loss of the NBB efficiency in specific 

load conditions. The NPRM proposed to 

require inspecting certain THSAs to 

determine the number of total flight 

cycles the THSA had accumulated, and 

replacing the THSA if necessary. 

Actions Since Previous NPRM (79 FR 

6104, February 3, 2014) was Issued 

Since we issued the NPRM (79 FR 

6104, February 3, 2014), we have 

determined that additional airplanes are 

affected by the unsafe condition, the 

proposed compliance times for 

replacing affected THSAs should be 

reduced, and the definition of a 

serviceable THSA should be revised. 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Union, has issued EASA Airworthiness 

Directive 2014–0257R1, dated May 29, 

2015 (referred to after this as the 

Mandatory Continuing Airworthiness 

Information, or ‘‘the MCAI’’), to correct 

an unsafe condition on all Airbus Model 

A330–200, A330–200 Freighter, A330– 

300, A340–200, and A340–300 series 

airplanes; and Model A340–500 and 

A340–600 series airplanes. The MCAI 

states: 

During endurance qualification tests on 

Trimmable Horizontal Stabilizer Actuator 

(THSA) of another Airbus aeroplane type, a 

partial loss of the no-back brake (NBB) 

efficiency was experienced. Due to THSA 

design similarity on the A330/A340 fleet, a 

similar partial loss of the NBB efficiency was 

identified on THSA Part Number (P/N) 47147 

as installed on A330–300 and A340–200/-300 

aeroplanes, on THSA P/N 47172 as installed 

on A330–200/-300 and A340–200/-300 

aeroplanes, and on THSA P/N 47175 as 

installed on A340–500/600 aeroplanes. 

Investigation results concluded that this 

partial loss of braking efficiency in some 

specific aerodynamic load conditions was 

due to polishing and auto-contamination of 

the NBB carbon friction disks. 

This condition, if not detected and 

corrected and in conjunction with the power 

gear train not able to keep the ball screw in 

its last commanded position, could lead to 

uncommanded movements of the THS, 

possibly resulting in loss of control of the 

aeroplane. 

To address this potential unsafe condition, 

EASA issued AD 2013–0144 [http://ad.easa.

europa.eu/blob/easa_ad_2013_0144.zip/AD_

2013–0144R1_2] to require replacement of 

each THSA that has exceeded 16,000 flight 

cycles (FC) in service, to be sent in shop for 

NBB carbon disk replacement. 

Since that AD was issued, a need for 

clarification has been demonstrated, 

regarding the identification of the THSA 

‘affected’ by this requirement. 

For this reason, EASA AD 2013–0144 

[http://ad.easa.europa.eu/blob/easa_ad_

2013_0144.zip/AD_2013-0144R1_2] was 

revised, confirming that this AD only affected 

those THSA identified by Part Number (P/N) 

in Airbus Alert Operator Transmission (AOT) 

A27L005–13. In addition, a note was added 

to make clear that the life limits as specified 

in the current revision of ALS Part 4 are still 

relevant for the affected THSA, as applicable 

to aeroplane model and THSA P/N. 

Since EASA AD 2013–0144R1 [http://ad.

easa.europa.eu/ad/2013-0144R1] was issued, 

further assessment of the ageing/endurance 

issue has resulted in the conclusion that 

there is a need to replace the NBB installed 

on the THSA. 

Consequently, EASA issued AD 2014–0257 

[http://ad.easa.europa.eu/blob/EASA_AD_

2014_0257_R1.pdf/AD_2014-0257R1_1] 

which retained the requirements of EASA AD 

2013–0144R1, which was superseded, and 

required removal from service of affected 

THSA. THSA should be sent in shop for NBB 

carbon disk replacement. This [EASA] AD 

affected additional THSA P/Ns when 

compared to EASA AD 2013–0144R1 and 

Airbus AOT A27L005–13. 

Since that [EASA] AD was issued, it was 

determined that it is necessary to consider 

that the THSA removal for NBB disks 

replacement could also be calculated since 

last NBB disk replacement which was done 

in-shop. 

This proposed AD also adds Model 

A340–541 and A340–642 airplanes to 

the applicability. You may examine the 

MCAI in the AD docket on the Internet 

at http://www.regulations.gov/#

!documentDetail;D=FAA-2014-0006- 

0002. 

Related Service Information Under 1 

CFR part 51 

Airbus has issued the following 

service information, dated July 15, 2014. 

• Service Bulletin A330–27–3199 (for 

Model A330 series airplanes); 

• Service Bulletin A340–27–4190 (for 

Model A340–200 and –300 series 

airplanes); and 

• Service Bulletin A340–27–5062 (for 

Model A340–500 and –600 series 

airplanes). 

The service information describes 

procedures for inspecting the THSA to 

determine the part number and 

replacing THSAs having certain part 

numbers with a new or serviceable part. 

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 of 

this NPRM. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

have considered the comments received. 

The following presents the comments 

received on the NPRM (79 FR 6104, 

February 3, 2014) and the FAA’s 

response to each comment. 

One commenter, Chris Vargas, 

supported the intent of the NPRM (79 

FR 6104, February 3, 2014). Another 

commenter, Cameron Lane, restated the 

proposed costs and unsafe condition. 

We infer that this commenter supported 

the intent of the NPRM. 

Request To Revise THSA Life Limits 

US Airways stated that there is a 

conflict between the THSA life limits 

included in the NPRM (79 FR 6104, 

February 3, 2014) and the life limits 

included in the A330 Airworthiness 

Limitations. The commenter conveyed 

that it is concerned that operators would 

be unsure which life limits to follow. 

We infer that the commenter is 

requesting that the THSA life limits 

specified in the NPRM match those 

specified in the A330 Airworthiness 

Limitations. 

The THSA life limits specified in this 

SNPRM are more restrictive than the life 

limits specified in the A330 

Airworthiness Limitations for the parts 

identified in paragraphs (g)(1) and (g)(2) 

of this proposed AD. This SNPRM 

proposes to require a one-time 


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replacement of an affected THSA with 

a serviceable part. Serviceable parts 

identified in paragraphs (g)(1) and (g)(2) 

of this proposed AD must not exceed 

the limits proposed in this SNPRM. Any 

serviceable part not identified in 

paragraph (g)(1) or (g)(2) of this 

proposed AD is subject to the life limits 

and maintenance tasks in the A330 

Airworthiness Limitations. We have 

been notified by Airbus that the NBB 

life limits will be reduced in a revised 

Airworthiness Limitation. We might 

consider further rulemaking if new 

airworthiness limitations are issued. No 

change was made to this proposed AD 

regarding this issue. 

Request To Assign Life Limit to Only 

the NBB Disks 

US Airways requested that a life limit 

be assigned only to the NBB disks (part 

number FE194–031) and not the entire 

THSA. The commenter stated that the 

NBB disks are replaceable in the shop 

and the AD should not limit the life of 

the entire THSA. 

We partially agree with the 

commenter’s request. EASA has revised 

MCAI 2014–0257, dated November 27, 

2014, to include life limit computations 

for an affected THSA from the most 

recent NBB inspection, in addition to 

the accumulated total flight cycles since 

the THSA’s first installation on an 

airplane. The revised MCAI is 2014– 

0257R1, dated May 29, 2015. We have 

revised paragraphs (g), (h)(1), (h)(2), and 

(h)(3) of this proposed AD accordingly. 

Request To Reduce the Compliance 

Time 

Jennifer Paramski stated that the 

proposed compliance time in the NPRM 

(79 FR 6104, February 3, 2014) should 

be reduced because failure of the THSA 

is a substantial safety concern. The 

commenter stated that once the THSA 

has accumulated 16,000 total flight 

cycles, the airline has 30 months or 

4,000 flight cycles to replace the part, 

and a lot can happen during that time 

because the part is sensitive to load 

conditions. The commenter interpreted 

the compliance time to replace the 

THSA as tiered and suggested that some 

airlines might try to extend the 

timeframe for THSA replacement 

because after 4,000 flight cycles from 

the initial 16,000 flights reached, an 

airline could argue that it should get an 

additional 1,500 flight cycles or 12 

months to replace the part because of 

the second tier. The commenter 

explained that airlines would try to 

maximize the current part on all 

airplanes to try to maximize profit. The 

commenter emphasized that 

maximizing profits could jeopardize the 

safety of others, which, if there was an 

accident, would cause more monetary 

losses in the long run from lawsuits. 

We do not agree that the compliance 

time should be reduced. The thresholds 

for THSA replacement are not tiered, as 

stated by the commenter. The 

replacement threshold is based on the 

accumulation of total flight cycles as of 

the effective date of the final rule. An 

airline cannot exceed the thresholds 

mandated in a final rule unless it 

requests an alternative method of 

compliance, issued by the FAA, using 

the procedures specified in paragraph 

(n)(1) of this proposed AD. However, we 

have clarified the compliance times in 

this SNPRM by revising paragraph (h) of 

this proposed AD and including a new 

paragraph (i). The subsequent 

paragraphs were redesignated 

accordingly. 

FAA’s Determination and Requirements 

of This SNPRM 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with the State of 

Design Authority, we have been notified 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are proposing this 

AD because we evaluated all pertinent 

information and determined an unsafe 

condition exists and is likely to exist or 

develop on other products of these same 

type designs. 

Certain changes described above 

expand the scope of the proposed AD 

(79 FR 6104, February 3, 2014). As a 

result, we have determined that it is 

necessary to reopen the comment period 

to provide additional opportunity for 

the public to comment on this SNPRM. 

Explanation of Compliance Times 

The MCAI requires operators to 

replace certain THSAs by certain dates. 

The replacements are done for THSAs 

exceeding a certain flight cycle limit 

corresponding to each date. EASA 

determined that accomplishing the 

replacements by these dates is necessary 

in order to address the identified unsafe 

condition. Therefore, we are also 

specifying compliance dates in this 

proposed AD. 

Explanation of ‘‘RC’’ Procedures and 

Tests in Service Information 

The FAA worked in conjunction with 

industry, under the Airworthiness 

Directive Implementation Aviation 

Rulemaking Committee (ARC), to 

enhance the AD system. One 

enhancement was a new process for 

annotating which procedures and tests 

in the service information are required 

for compliance with an AD. 

Differentiating these procedures and 

tests from other tasks in the service 

information is expected to improve an 

owner’s/operator’s understanding of 

crucial AD requirements and help 

provide consistent judgment in AD 

compliance. The procedures and tests 

identified as RC (required for 

compliance) in any service information 

have a direct effect on detecting, 

preventing, resolving, or eliminating an 

identified unsafe condition. 

As specified in a NOTE under the 

Accomplishment Instructions of the 

specified service information, 

procedures and tests that are identified 

as RC in any service information must 

be done to comply with the proposed 

AD. However, procedures and 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 alternative method of compliance 

(AMOC), provided the procedures and 

tests identified as RC can be done and 

the airplane can be put back in a 

serviceable condition. Any substitutions 

or changes to procedures or tests 

identified as RC will require approval of 

an AMOC. 

Costs of Compliance 

We estimate that this proposed AD 

affects 94 airplanes of U.S. registry. 

We also estimate that it would take 

about 3 work-hours per product to 

comply with the new basic 

requirements of this proposed AD. The 

average labor rate is $85 per work-hour. 

Required parts would cost about $0 per 

product. Based on these figures, we 

estimate the cost of this proposed AD on 

U.S. operators to be $23,970, or $255 per 

product. 

In addition, we estimate that any 

necessary follow-on actions would take 

about 23 work-hours and would require 

parts costing up to $722,556, for a cost 

of up to $724,511 per product. We have 

no way of determining the number of 

aircraft that might need this action. 

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, 


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Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would not have a 

substantial direct effect on the States, on 

the relationship between the national 

Government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 

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. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

Airbus: Docket No. FAA–2014–0006; 

Directorate Identifier 2013–NM–147–AD. 

(a) Comments Due Date 

We must receive comments by February 8, 

2016. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to the Airbus airplanes 

identified in paragraphs (c)(1) through (c)(7) 

of this AD, certificated in any category, all 

manufacturer serial numbers. 

(1) Model A330–201, –202, –203, –223, and 

–243 airplanes. 

(2) Model A330–223F and –243F airplanes. 

(3) Model A330–301, –302, –303, –321, 

–322, –323, –341, –342, and –343 airplanes. 

(4) Model A340–211, –212, and –213 

airplanes. 

(5) Model A340–311, –312, and –313 

airplanes. 

(6) Model A340–541 airplanes. 

(7) Model A340–642 airplanes. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 27, Flight Controls. 

(e) Reason 

This AD was prompted by the results of 

endurance qualification tests on the 

trimmable horizontal stabilizer actuator 

(THSA), which revealed a partial loss of the 

no-back brake (NBB) efficiency in specific 

load conditions. We are issuing this AD to 

detect and correct premature wear of the 

carbon friction disks on the NBB of the 

THSA, which could lead to reduced braking 

efficiency in certain load conditions, and, in 

conjunction with the inability of the power 

gear train unable to keep the ball screw in its 

last commanded position, could result in 

uncommanded movements of the trimmable 

horizontal stabilizer and loss of control of the 

airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspection To Determine THSA Part 

Number and Accumulated Total Flight 

Cycles 

Within 90 days after the effective date of 

this AD: Inspect the THSA to determine if it 

has a part number that is specified in 

paragraph (g)(1) or (g)(2) of this AD, and to 

determine the total number of flight cycles 

accumulated since the THSA’s first 

installation on an airplane, or since the most 

recent NBB replacement. A review of 

airplane delivery or maintenance records is 

acceptable in lieu of this inspection if the 

part number of the THSA can be conclusively 

determined from that review. 

(1) For Model A330–200 Freighter, A330– 

200, A330–300, A340–200 and A340–300 

series airplanes: Part number (P/N) 47147– 

500, 47147–700, 47172–300, 47172–500, 

47172–510, or 47172–520. 

(2) For Model A340–500 and –600 series 

airplanes: P/N 47175–200, 47175–300, 

47175–500, or 47175–520. 

(h) THSA Replacement for Airbus Model 

A330–200 Freighter, A330–200, A330–300, 

A340–200, and A340–300 Series Airplanes 

For Airbus Model A330–200 Freighter, 

A330–200, A330–300, A340–200, and A340– 

300 series airplanes having a THSA with a 

part number specified in paragraph (g)(1) of 

this AD: At the applicable time specified in 

paragraph (h)(1), (h)(2), or (h)(3) of this AD, 

replace each affected THSA with a 

serviceable THSA, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A330–27–3199, dated July 

15, 2014; or Airbus Service Bulletin A340– 

27–4190, dated July 15, 2014; as applicable. 

Note 1 to paragraphs (h), (i), and (j) of this 

AD: The THSA life limits specified in Part 

4—Aging System Maintenance of the Airbus 

A330 and A340 Airworthiness Limitations 

Sections are still relevant, as applicable to 

airplane model and THSA part number. 

(1) For a THSA that has accumulated or 

exceeded 20,000 total flight cycles since the 

THSA’s first installation on an airplane, or 

since the most recent NBB replacement, 

whichever is later, as of the effective date of 

this AD: Within 6 months after the effective 

date of this AD. 

(2) For a THSA that has accumulated or 

exceeded 16,000 total flight cycles, but less 

than 20,000 total flight cycles since the 

THSA’s first installation on an airplane, or 

since the most recent NBB replacement, 

whichever is later, as of the effective date of 

this AD: At the applicable time specified in 

paragraphs (h)(2)(i) and (h)(2)(ii) of this AD. 

(i) For Model A330–200 Freighter, A330– 

200, and A330–300 series airplanes: Within 

12 months after the effective date of this AD 

but without exceeding 20,000 total flight 

cycles. 

(ii) For Model A340–200, and A340–300 

series airplanes: Within 12 months after the 

effective date of this AD but without 

exceeding 20,000 total flight cycles. 

(3) For a THSA that has accumulated less 

than 16,000 total flight cycles since first 

installation on an airplane, or since the most 

recent NBB replacement, whichever is later, 

as of the effective date of this AD: At the 

applicable time specified in paragraph (i) of 

this AD. 

(i) Replacement Times for Airbus Model 

A330–200 Freighter, A330–200, A330–300, 

A340–200, and A340–300 Series Airplanes 

With THSAs Having Less Than 16,000 Total 

Flight Cycles as of the Effective Date of This 

AD 

The requirements of this paragraph apply 

to Airbus Model A330–200 Freighter, A330– 

200, A330–300, A340–200, and A340–300 

series airplanes having a THSA with a part 

number specified in paragraph (g)(1) of this 

AD that has accumulated less than 16,000 

total flight cycles since first installation on an 

airplane, or since the most recent NBB 

replacement, whichever is later, as of the 

effective date of this AD. Not later than the 

date specified in paragraphs (i)(1), (i)(2), and 

(i)(3) of this AD, as applicable: For any THSA 

having reached or exceeded on that date the 

corresponding number of total flight cycles as 

specified in paragraphs (i)(1), (i)(2), and (i)(3) 

of this AD, as applicable, replace the THSA 

with a serviceable unit in accordance with 

the Accomplishment Instructions of Airbus 

Service Bulletin A330–27–3199, dated July 

15, 2014; or Airbus Service Bulletin A340– 

27–4190, dated July 15, 2014; as applicable. 

(1) As of 12 months after the effective date 

of this AD: The THSA flight-cycle limit 


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79742 Federal Register / Vol. 80, No. 246 / Wednesday, December 23, 2015 / Proposed Rules 

(since first installation on an airplane, or 

since last NBB replacement, whichever 

occurs later) is 16,000 total flight cycles. 

(2) As of July 31, 2017: The THSA flightcycle limit (since first installation on an 

airplane, or since last NBB replacement, 

whichever occurs later) is 14,000 total flight 

cycles. 

(3) As of July 31, 2018: The THSA flightcycle limit (since first installation on an 

airplane, or since last NBB replacement, 

whichever occurs later) is 12,000 total flight 

cycles. 

(j) THSA Replacement for Airbus Model 

A340–500 and –600 Series Airplanes 

For Airbus Model A340–500 and A340– 

600 series airplanes having a THSA with a 

part number specified in paragraph (g)(2) of 

this AD: Not later than the date specified in 

paragraphs (j)(1), (j)(2), (j)(3), and (j)(4) of this 

AD, as applicable: For any THSA having 

reached or exceeded on that date the 

corresponding number of total flight cycles as 

specified in paragraphs (j)(1), (j)(2), (j)(3), and 

(j)(4) of this AD, as applicable, replace each 

affected THSA with a serviceable THSA, in 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A340– 

27–5062, dated July 15, 2014. 

(1) As of the effective date of this AD: The 

THSA flight-cycle limit (since first 

installation on an airplane, or since last NBB 

replacement, whichever occurs later) is 6,000 

total flight cycles. 

(2) As of April 30, 2017: The THSA flightcycle limit (since first installation on an 

airplane, or since last NBB replacement, 

whichever occurs later) is 5,200 total flight 

cycles. 

(3) As of April 30, 2018: The THSA flightcycle limit (since first installation on an 

airplane, or since last NBB replacement, 

whichever occurs later) is 4,400 total flight 

cycles. 

(4) As of April 30, 2019: The THSA flightcycle limit (since first installation on an 

airplane, or since last NBB replacement, 

whichever occurs later) is 3,500 total flight 

cycles. 

(k) THSA Replacement Intervals for All 

Airbus Airplanes Identified in Paragraph (c) 

of This AD 

For any part installed as required by this 

AD having a part number identified in 

paragraph (g)(1) or (g)(2) of this AD: From the 

dates specified in paragraphs (i) and (j) of 

this AD, as applicable, and prior to exceeding 

the accumulated number of total flight cycles 

corresponding to each time, replace each 

affected THSA with a serviceable part, in 

accordance with the Accomplishment 

Instructions of the applicable service 

information identified in paragraphs (k)(1), 

(k)(2), and (k)(3) of this AD. 

(1) Airbus Service Bulletin A330–27–3199, 

dated July 15, 2014. 

(2) Airbus Service Bulletin A340–27–4190, 

dated July 15, 2014. 

(3) Airbus Service Bulletin A340–27–5062, 

dated July 15, 2014. 

(l) Definition of Serviceable THSA 

For the purposes of this AD a serviceable 

THSA is a THSA: 

(1) Having a part number identified in 

paragraph (g)(1) or (g)(2) of this AD that has 

not exceeded any of the total accumulated 

flight cycles identified in paragraphs (i)(1) 

through (i)(3) of this AD, or paragraphs (j)(1) 

through (j)(4) of this AD, as applicable; or 

(2) Having a part number that is not 

identified in paragraph (g)(1) or (g)(2) of this 

AD. 

(m) Parts Installation Limitation 

From each date specified in paragraphs 

(i)(1), (i)(2), and (i)(3) of this AD, and 

paragraphs (j)(1) through (j)(4) of this AD, as 

applicable, a THSA having a part number 

identified in paragraph (g)(1) or (g)(2) of this 

AD may be installed on any airplane, 

provided the THSA has not exceeded the 

corresponding number of accumulated total 

flight cycles. 

(n) 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 ATTN: 

Vladimir Ulyanov, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

telephone 425–227–1138; fax 425–227–1149. 

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. The AMOC approval letter 

must specifically reference this AD. 

(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 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): 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. 

(o) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA 

Airworthiness Directive 2014–0257R1, dated 

May 29, 2015, for related information. This 

MCAI may be found in the AD docket on the 

Internet at http://www.regulations.gov/#

!documentDetail;D=FAA-2014-0006-0002. 

(2) For service information identified in 

this AD, contact Airbus SAS, Airworthiness 

Office—EAL, 1 Rond Point Maurice Bellonte, 

31707 Blagnac Cedex, France; telephone +33 

5 61 93 36 96; fax +33 5 61 93 45 80; email 

airworthiness.A330-A340@airbus.com; 

Internet http://www.airbus.com. 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. 

Issued in Renton, Washington, on October 

30, 2015. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2015–30822 Filed 12–22–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–7526; Directorate 

Identifier 2014–NM–217–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for all 

Airbus Model A318, A319, A320, and 

A321 series airplanes. This proposed 

AD was prompted by the discovery of 

corroded circlips in fuel vent protectors 

(FVP) having a certain part number. 

This proposed AD would require an 

inspection to determine the part number 

and serial number of the FVP, and 

replacement if necessary. We are 

proposing this AD to detect and correct 

corroded circlips. Corroded circlips 

could lead to failure of the circlips and 

consequent movement of the FVP, 

resulting in a reduction of the flame 

protector capability of the FVP 

cartridge, which could result in damage 

to the airplane in case of lightning 

impact or fire on the ground. 

DATES: We must receive comments on 

this proposed AD by February 8, 2016. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 


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