Document ID: FAA-2014-0748-0006
Agency: faa
Document Type: Rule
Title: Airworthiness Directives: Airbus Airplanes
Posted Date: 2015-07-24T04:00Z

[Federal Register Volume 80, Number 142 (Friday, July 24, 2015)]
[Rules and Regulations]
[Pages 43928-43931]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-17956]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2014-0748; Directorate Identifier 2014-NM-013-AD; 
Amendment 39-18219; AD 2015-15-10]
RIN 2120-AA64

Airworthiness Directives; Airbus Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of 
Transportation (DOT).

ACTION: Final rule.

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SUMMARY: We are adopting a new airworthiness directive (AD) for all 
Airbus Model A318, A319, A320, and A321 series airplanes. This AD was 
prompted by reports of wear of the trimmable horizontal stabilizer 
actuator (THSA). This AD requires repetitive inspections of the THSA 
for damage, and replacement if necessary; and replacement of the THSA 
after reaching a certain life limit. We are issuing this AD to detect 
and correct wear on the THSA, which would reduce the remaining life of 
the THSA, possibly resulting in premature failure and consequent 
reduced control of the airplane.

DATES: This AD becomes effective August 28, 2015.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in this AD as of August 28, 
2015.

ADDRESSES: You may examine the AD docket on the Internet at http://www.regulations.gov/#!docketDetail;D=FAA-2014-0748 or in person at the 
Docket Management Facility, U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE., Washington, DC.
    For service information identified in this AD, contact Airbus, 
Airworthiness Office--EIAS, 1 Rond Point Maurice Bellonte, 31707 
Blagnac Cedex, France; telephone +33 5 61 93 36 96; fax +33 5 61 93 44 
51; email account.airworth-eas@airbus.com; Internet 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. It is also available on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA 2014-
0748.

FOR FURTHER INFORMATION CONTACT: Sanjay Ralhan, Aerospace Engineer, 
International Branch, ANM-116, Transport Airplane Directorate, FAA, 
1601 Lind Avenue SW., Renton, WA 98057-3356; telephone 425-227-1405; 
fax 425-227-1149.

SUPPLEMENTARY INFORMATION:

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 by adding an AD that would apply to all Airbus Model A318, 
A319, A320, and A321 series airplanes. The NPRM published in the 
Federal Register on October 16, 2014 (79 FR 62072).
    The European Aviation Safety Agency (EASA), which is the Technical 
Agent for the Member States of the European Union, has issued EASA 
Airworthiness Directive 2014-0011R1, dated January 17, 2014 (referred 
to after this as the Mandatory Continuing Airworthiness Information, or 
``the MCAI''), to correct an unsafe condition. The MCAI states:

    In the frame of the A320 Extended Service Goal (ESG) project and 
the study on the Trimmable Horizontal Stabilizer Actuator (THSA), a 
sampling programme of in-service units has been performed and 
several cases of wear at different THSA levels were reported.
    This condition, if not detected and corrected, would reduce the 
remaining life of the THSA, possibly resulting in premature failure 
and consequent reduced control of the aeroplane.
    Prompted by these findings, Airbus issued Service Bulletin (SB) 
A320-27-1227 to provide THSA inspection instructions.
    For the reasons described above, this [EASA] AD requires 
repetitive inspections of the THSA and introduces a life limit for 
the THSA.

This AD also requires a detailed inspection of the magnetic chip 
detector for metal particles, a spectrometric analysis of the oil 
drained from the THSA gearbox, a detailed inspection of the ballscrew 
and nut, and a detailed inspection of the upper and the lower 
attachments for damage. The corrective action is replacement of the 
THSA with a serviceable THSA. The compliance time for the THSA 
replacement ranges from before further flight to within 4 months from 
drainage of the oil sample.
    You may examine the MCAI in the AD docket on the Internet at http://www.regulations.gov/#!documentDetail;D=FAA-2014-0748-0002.

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 62072, October 16, 
2014) and the FAA's response to each comment.

Requests To Extend Compliance Time

    Airlines for America (A4A), on behalf of American Airlines (AAL), 
Delta Airlines (DAL), and United Airlines (UAL), requested that we 
extend the initial inspection compliance time in paragraph (g)(2) of 
the NPRM (79 FR 62072, October 16, 2014) from 4 months to 12 months 
after the effective date of the AD. A4A stated that the fleet age of 
multiple U.S. carriers means that a large number of airplanes will 
require inspection in a short period of time, likely resulting in 
schedule disruptions and/or cancellations.
    We disagree with the commenters' request. We base AD compliance 
times primarily on our assessment of safety risk. Some safety issues 
are more time sensitive than others. We consider the overall risk to 
the fleet, including the severity of the failure and the likelihood of 
the failure's occurrence in development of the compliance time for the 
ADs. The FAA and EASA work closely with the respective manufacturers to 
ensure that all appropriate instructions and parts are available at the 
appropriate time to meet our collective safety goals, and that those 
goals are based on safety of the fleet. We have not changed this AD in 
this regard.

Requests To Clarify Wording in Paragraphs (h) and (j) of the NPRM (79 
FR 62072, October 16, 2014)

    A4A, on behalf of UAL and JetBlue, requested that we clarify the 
wording of

[[Page 43929]]

the flight time/cycle guidance in paragraphs (h) and (j) of the NPRM 
(79 FR 62072, October 16, 2014). JetBlue asked whether an operator can 
continue a THSA in service in perpetuity if the inspection is performed 
every 4 months, or whether the THSA must be removed at 12 months after 
the effective date of the AD.
    We agree that clarification is necessary. If a THSA exceeds 67,500 
flight hours on the effective date of the AD, then repetitive 
inspections are to be accomplished every 4 months until replacement is 
performed within 12 months after the effective date of the AD. 
Paragraph (m) of this AD is an exception or an alternative to paragraph 
(j) of this AD and is intended to match the requirements of the MCAI. 
We have not changed this AD in this regard.

Requests To Extend or Remove Life Limit of the THSA

    JetBlue objected to the THSA 67,500-flight-hour life limit 
specified by paragraph (j) of the NPRM (79 FR 62072, October 16, 2014). 
JetBlue stated that establishing a life limit for a component that 
previously had no such life limit, with no overhaul or inspection 
criteria for continued airworthiness, is an enormous burden for 
operators. JetBlue commented that both Airbus and UTAS/Goodrich are 
developing either an overhaul procedure to zero-time the units, or a 
method to permit continued airworthy operation of the units beyond the 
67,500-flight-hour life limit.
    A4A stated that an operator that prefers to bear the overhaul costs 
to restore an older THSA to service beyond 67,500 flight hours should 
not be precluded from doing so because repair and/or overhaul would 
return the unit to a new condition, which should address any safety 
concerns.
    We disagree with the commenters' request to change the THSA life 
limit. JetBlue did not provide substantiation that overhaul or repair 
methods would provide an acceptable level of safety in lieu of the life 
limits. The FAA takes into consideration the system safety analysis and 
quantitative and qualitative risk assessment for establishing a life 
limit for a component, failure of which may cause a catastrophic 
failure and consequently affect the safe flight of the airplane. This 
assessment resulted in establishing the THSA life limit required by 
paragraph (j) of this AD. Once we issue this AD, a request for approval 
of an alternative method of compliance (AMOC) to extend the THSA life 
limit under the provisions of paragraph (o)(1) of this AD may be 
submitted. Sufficient data must be submitted to substantiate that the 
THSA has been modified or inspected in a manner that would provide an 
acceptable level of safety. We have not changed this AD in this regard.

Requests To Remove Oil Sampling Inspection

    A4A, on behalf of AAL and JetBlue, requested that we remove the 
proposed oil sampling inspection requirement in paragraph (g) of the 
NPRM (79 FR 62072, October 16, 2014). A4A stated that there is no data 
on the correlation between sample findings and associated component 
wear. JetBlue commented that the sampling test results may be skewed 
high or low depending on either a low oil level in the THSA at the time 
of testing or any recent introduction of clean oil.
    We disagree with the commenters' request. The oil sampling 
inspection includes examination for metal particles in the magnetic 
chip detector. The spectrometric analysis checks for the presence of 
aluminum particles. Findings may include unusually large quantities of 
metal particles larger than 2 millimeters by 1 millimeter, which could 
indicate wear or damage of the THSA. We and our colleagues in the 
foreign certification authorities (in this case, EASA) work closely 
with manufacturers to determine appropriate service information for 
addressing the identified unsafe condition. We have not changed this AD 
in this regard.

Request To Clarify Reporting Requirement

    JetBlue requested that we permit the reporting described in Airbus 
Service Bulletin A320-27-1227, Revision 01, dated October 7, 2013, to 
be done at the operator's discretion. JetBlue stated that there is no 
value in the reporting, which does not require quantitative disclosure 
of the oil sampling result--only pass/fail. JetBlue stated that 
mandating this reporting requirement adds an undue burden to the 
operator as there is no information to be gained by having operators 
report whether or not the THSA was changed.
    We agree with the commenter's request. This AD and the EASA MCAI do 
not include a reporting requirement. However, when the service 
information includes a reporting request, then operators are encouraged 
to provide the report. Reports provide data that can be valuable for 
the airframe original equipment manufacturers to develop product 
improvements and/or enhance safety. We have not changed this AD in this 
regard.

Requests To Revise Cost Estimates

    A4A, on behalf of AAL, JetBlue, and UAL, requested that we revise 
the cost analysis to accurately reflect the accomplishment burden. A4A 
stated that the inspections in paragraph (g) of the NPRM (79 FR 62072, 
October 16, 2014) would require 7 to 9 work-hours rather than 6 work-
hours, while removal, replacement, and checkout typically consume 15 to 
20 work-hours, not the NPRM estimate of 7 work-hours.
    We partially agree with the commenter's request to revise the cost 
estimate. We recognize that costs may vary from operator to operator. 
Our cost estimates are based on the manufacturer's service information. 
The service information for this AD specifies 6 work-hours for the 
inspection and 11 work-hours for the replacement. Therefore, we have 
changed the work-hours for the replacement accordingly.

Clarification of Requirements

    In order to clarify the repetitive compliance times, we have added 
a reference to ``paragraph (h) of this AD'' within paragraphs (h)(1) 
and (h)(2) of this AD.
    We have also have added a reference to ``paragraph (h) of this AD'' 
in paragraphs (k) and (l) of this AD to clarify that repetitive 
inspections are required.

Conclusion

    We reviewed the relevant data, considered the comments received, 
and determined that air safety and the public interest require adopting 
this AD with the changes described previously and minor editorial 
changes. We have determined that these minor changes:
     Are consistent with the intent that was proposed in the 
NPRM (79 FR 62072, October 16, 2014) for correcting the unsafe 
condition; and
     Do not add any additional burden upon the public than was 
already proposed in the NPRM (79 FR 62072, October 16, 2014).

Related Service Information Under 1 CFR Part 51

    We reviewed Airbus Service Bulletin A320-27-1227, Revision 01, 
dated October 7, 2013. The service information describes procedures for 
an inspection for damage of the THSA and replacement. 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 AD.

[[Page 43930]]

Costs of Compliance

    We estimate that this AD affects 851 airplanes of U.S. registry.
    We also estimate that it would take about 6 work-hours per product 
to comply with the inspection requirements of this AD. The average 
labor rate is $85 per work-hour. Based on these figures, we estimate 
the cost for the inspection specified in this AD on U.S. operators to 
be $434,010, or $510 per product.
    We estimate that it would take about 11 work-hours per product to 
comply with the actuator replacement requirements of this AD. Required 
parts would cost about $240,000 per product. The average labor rate is 
$85 per work-hour. Based on these figures, we estimate the cost for the 
actuator replacement specified in this AD on U.S. operators to be 
$205,035,685, or $240,935 per product.

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, section 106, describes the 
authority of the FAA Administrator. ``Subtitle VII: Aviation 
Programs,'' describes in more detail the scope of the Agency's 
authority.
    We are issuing this rulemaking under the authority described in 
``Subtitle VII, Part A, Subpart III, Section 44701: General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

Regulatory Findings

    We determined that this AD will not have federalism implications 
under Executive Order 13132. This AD will not have a substantial direct 
effect on the States, on the relationship between the national 
government and the States, or on the distribution of power and 
responsibilities among the various levels of government.
    For the reasons discussed above, I certify that this AD:
    1. Is not a ``significant regulatory action'' under Executive Order 
12866;
    2. Is not a ``significant rule'' under the DOT Regulatory Policies 
and Procedures (44 FR 11034, February 26, 1979);
    3. Will not affect intrastate aviation in Alaska; and
    4. Will not have a significant economic impact, positive or 
negative, on a substantial number of small entities under the criteria 
of the Regulatory Flexibility Act.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov/#!docketDetail;D=FAA-2014-0748; or in person at the 
Docket Management Facility between 9 a.m. and 5 p.m., Monday through 
Friday, except Federal holidays. The AD docket contains this AD, the 
regulatory evaluation, any comments received, and other information. 
The street address for the Docket Operations office (telephone 800-647-
5527) is in the ADDRESSES section.

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):

2015-15-10 Airbus: Amendment 39-18219. Docket No. FAA-2014-0748; 
Directorate Identifier 2014-NM-013-AD.

(a) Effective Date

    This AD becomes effective August 28, 2015.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to the Airbus airplanes, certificated in any 
category, identified in paragraphs (c)(1), (c)(2), (c)(3), and 
(c)(4) of this AD, 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, -231, -232, and -233 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 wear of the trimmable 
horizontal stabilizer actuator (THSA). We are issuing this AD to 
detect and correct wear on the THSA, which would reduce the 
remaining life of the THSA, possibly resulting in premature failure 
and consequent reduced control of the airplane.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

(g) Initial Inspections

    At the later of the times specified in paragraphs (g)(1) and 
(g)(2) of this AD: Do a detailed inspection of the magnetic chip 
detector for metal particles, a spectrometric analysis of the oil 
drained from the THSA gearbox, a detailed inspection of the 
ballscrew and nut for damage (including, but not limited to, cracks, 
dents, corrosion, and unsatisfactory surface protection), and a 
detailed inspection of the upper and the lower attachments for 
damage (including, but not limited to, cracks, dents, corrosion, and 
unsatisfactory surface protection), in accordance with the 
Accomplishment Instructions of Airbus Service Bulletin A320-27-1227, 
Revision 01, dated October 7, 2013.
    (1) Before the THSA accumulates 48,000 total flight hours or 
30,000 total flight cycles, whichever occurs first since first 
installation on an airplane.
    (2) Within 4 months after the effective date of this AD.

(h) Repetitive Inspections

    Repeat the inspections required by paragraph (g) of this AD 
thereafter at intervals not to exceed the applicable time specified 
in paragraphs (h)(1) and (h)(2) of this AD.
    (1) For a THSA that, as of the date of the most recent 
inspection required by paragraph (g) or (h) of this AD, has 
accumulated less than 67,500 total flight hours since first 
installation on an airplane: The repetitive inspection interval is 
24 months.
    (2) For a THSA that, as of the date of the most recent 
inspection required by paragraph (g) or (h) of this AD, has 
accumulated 67,500 total flight hours or more since first 
installation on an airplane: The repetitive inspection interval is 4 
months.

(i) THSA Corrective Action

    If, during any inspection required by paragraphs (g) and (h) of 
this AD, any finding as described in the Accomplishment Instructions 
of Airbus Service Bulletin A320-27-1227, Revision 01, dated October 
7, 2013, is found: At the applicable compliance time (depending on 
the applicable findings) specified in paragraph 1.E., 
``Compliance,'' of Airbus Service Bulletin A320-27-1227, Revision 
01, dated October 7, 2013, replace the THSA with a serviceable THSA, 
in accordance with the Accomplishment Instructions of Airbus Service 
Bulletin A320-27-1227, Revision 01, dated October 7, 2013. For the 
purposes of this AD, a serviceable THSA is a THSA that has 
accumulated less than 67,500 total flight hours since first 
installation on an airplane.

[[Page 43931]]

(j) THSA Replacement

    Before a THSA accumulates 67,500 total flight hours since first 
installation on an airplane, or within 12 months after the effective 
date of this AD, whichever occurs later: Replace the THSA with a 
serviceable THSA, in accordance with the Accomplishment Instructions 
of Airbus Service Bulletin A320-27-1227, Revision 01, dated October 
7, 2013. Thereafter, before the accumulation of 67,500 total flight 
hours on any THSA since first installation on an airplane, replace 
it with a serviceable THSA.

(k) Replacement THSA: No Terminating Action

    Replacement of a THSA on an airplane, as required by paragraph 
(i) or (j) of this AD, does not constitute terminating action for 
the repetitive inspections required by paragraphs (g) and (h) of 
this AD for that airplane. After THSA replacement: At the applicable 
compliance time specified in paragraphs (g)(1), (g)(2), (h)(1), and 
(h)(2) of this AD, do the inspections required by paragraphs (g) and 
(h) of this AD.

(l) Replacement THSA Equivalency

    A THSA that has been repaired in shop as specified in United 
Technologies Corporation Aerospace Systems Component Maintenance 
Manual 27-44-51 is considered equivalent to having passed an 
inspection in accordance with the Accomplishment Instructions of 
Airbus Service Bulletin A320-27-1227, Revision 01, dated October 7, 
2013. Depending on the flight hours or flight cycles accumulated by 
the repaired THSA: At the applicable compliance time specified in 
paragraphs (g)(1), (g)(2), (h)(1), and (h)(2) of this AD, do the 
inspections required by paragraphs (g) and (h) of this AD.

(m) Parts Installation Limitation

    As of the effective date of this AD, installation on an airplane 
of a THSA that has accumulated 67,500 or more total flight hours is 
allowed, provided that, prior to installation, the THSA has been 
modified or inspected 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).

(n) Credit for Previous Actions

    This paragraph provides credit for inspections required by 
paragraphs (g), (h), and (l) of this AD, if those inspections were 
performed before the effective date of this AD using Airbus Service 
Bulletin A320-27-1227, dated July 1, 2013, which is not incorporated 
by reference in this AD.

(o) 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: Sanjay 
Ralhan, Aerospace Engineer, International Branch, ANM-116, Transport 
Airplane Directorate, FAA, 1601 Lind Avenue SW., Renton, WA 98057-
3356; telephone 425-227-1405; fax 425-227-1149. 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 EASA; 
or Airbus's EASA DOA. If approved by the DOA, the approval must 
include the DOA-authorized signature.

(p) Related Information

    (1) Refer to Mandatory Continuing Airworthiness Information 
(MCAI) EASA Airworthiness Directive 2014-0011R1, dated January 17, 
2014, for related information. This MCAI may be found in the AD 
docket on the Internet at http://www.regulations.gov/#!documentDetail;D=FAA-2014-0748-0002.
    (2) Service information identified in this AD that is not 
incorporated by reference is available at the addresses specified in 
paragraphs (q)(3) and (q)(4) of this AD.

(q) 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 A320-27-1227, Revision 01, dated 
October 7, 2013.
    (ii) Reserved.
    (3) For service information identified in this AD, contact 
Airbus, Airworthiness Office--EIAS, 1 Rond Point Maurice Bellonte, 
31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; fax +33 5 
61 93 44 51; email account.airworth-eas@airbus.com; Internet http://www.airbus.com.
    (4) You may view this service information at the FAA, Transport 
Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For 
information on the availability of this material at the FAA, call 
425-227-1221.
    (5) You may view this service information that is incorporated 
by reference at the National Archives and Records Administration 
(NARA). For information on the availability of this material at 
NARA, call 202-741-6030, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued in Renton, Washington, on July 12, 2015.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2015-17956 Filed 7-23-15; 8:45 am]
 BILLING CODE 4910-13-P