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\,\_2010_kHH: Dirl'ctnl"all' Identifier 2UIO-:'\\I-07h-.\D] h{\ I/"! I '" RIK Z120-",\64 Airworthiness Direclives: Airbll$ ~, .. Iodd A10{J S<:nt:S Airplall.:'s

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### (;--:PR \1), Sl:.\ll\lARY: WL' propose 10adopt;1 11<:\\ :lln\11r1hilli.'S:; dir<:l:II\L'i:\!Jl I'lf Ill:.: prI'Hiu<.:1

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tws two lond palhs. <lPrim:1r)' I.oad P:l1h (Pl.P) :llltl a SL'CLll1t!:Jry Load Path IS!.!», which is lInly L'ngaged ill case lll'I)[ P 1~Il[lIr\' 1\\lluwlng the lksign intent, cngag<:mo.::nl01'11l..::- SI.P k:;:Ids!Ll jam tho..:

THS,-\, indic:uing Ihl,,'i":lilure ,l!"chl,,' PLP.

TIlls ("lladll lOlluf PLP f;ulure dllring ;111ex(enJe-d p~'n .\.] ,Iftim •...:f n.'1 JCIl,,'("!.:-d:lnd ..:,~rro.::ch:d. would IL";'.1 \11 th~~nlpturc "fll;~' -J'II:->.-\ \!)1]\'::' ;.lll;lI::"l1I11L'lll ~l)ld C<'>JlSCyU<:111 l"HS.·\ hh" of C<1111JllJnd. r~'~1I1til1~ 111 r<:dll\'L'd c011lml or th~' :lo.::rlJpJanc. Tesls clrricd OUIunder lhe l(lnJ$·nl('<lst.r~'J during r(;p;~·so.::nt<!.tl\·c lli;;hts hah' delllLlnstrated th:H, \\ht."nIh~'SI.I' is .::ngag"d. il .1,10 ]],)1 sYSlo.::m:.ltil"all~ .Iam ,he THS_·\. In addition, l:l!:Joralory lo..:SI5 h~'\L~ conti:TIlt."J Illa! tll.: SLP wtll \)[':ly witllscmd IhL' 1(,'1.1"for a l11mlL'J p~'rhl,1"f1HnL'. cOlluilioll as: :IllUcorrecl an lI11:-.<l[i: .:ondiljon on an :t\"iati,lll product. TilL· \1(

FAA Form 1360·14,1 (6,89) OFFICIAL FILE COPY

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# I This condition ofPLP failure during an extended period of time, ifnot detected and corrected, would lead to the rupture of the THSA upper attac-hment and consequent THSA Joss o"fcommand, resulting in reducc-d control of the aeroplane. Tests carried out underthe loads-measured during representative flights have demonstrated that, when fhe SLP is engaged, it does not systematically jam the THSA. In addition. laboratory tests have confirmed that the SlP will only withstand the loads for a limited period oftimc. In <lccordunce with design regulation, (h~ THSA [trimmable horizontal stabilizer actuator] has a failsafe design. illS upper attachment to the aeroplane has two load paths, a Primary ~oad Path (PLP) and a Secondary Load Path (SLP), which is only engaged in case of PLP failure. Following the design intent, engagement of the SL~ leads tojam the THSA, indicating the failure of the PLP

_ I condition as: and correct an unsafe condition on an aviation product. The MeAt describes the unsa information (MeAt) originated by an aviation authority of another country to identify listed above. This proposed AD results from mandawry continuing airworthiness ACTION: Notice of proposed rulemaking (NPRM). 

### IDockef No. FAA-2010-**±**~Directorate Identifier 2010-NM-076-AD] 14910-13

, AGENCY: Federal Aviation Administration (F~L\A), DOT. 

## , Airworthiness Directives; Airbus Model A30q Senes Airplanes RIN 2120-AA64 

### DEPARTMENT OF TR,,""SPORTATION

SUMMARY: We propose to adopt a new airworthiness directive (AD) for the produc Federal Aviation Administration 14 CFR Part 39



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FAA Form 1360·14.1 (5-89) j OFFICIAL FILE CO~Y -(> U,S. GOVERl-oiIM:tiT PRltiTlNG OFF,CE, '995 ·769·2"