Document ID: FAA-2009-1166-0001
Agency: faa
Document Type: Rule
Title: Airworthiness Directives; Airbus Model A300 B2-1C, B2K-3C, B2-203, B4-2C,B4-103, and B4-203 Airplanes
Posted Date: 2009-12-11T05:00Z

[Federal Register: December 11, 2009 (Volume 74, Number 237)]
[Proposed Rules]               
[Page 65699-65701]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr11de09-14]                         

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2009-1166; Directorate Identifier 2009-NM-107-AD]
RIN 2120-AA64

 
Airworthiness Directives; Airbus Model A300 B2-1C, B2K-3C, B2-
203, B4-2C, B4-103, and B4-203 Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: We propose to adopt a new airworthiness directive (AD) for the 
products listed above. This proposed AD results from mandatory 
continuing airworthiness information (MCAI) originated by an aviation 
authority of another country to identify and correct an unsafe 
condition on an aviation product. The MCAI describes the unsafe 
condition as: One operator reported loss of both pitch trims following 
autopilot disengagement after take off. Subsequent shop findings 
revealed severe damage to the power gears. Mal-phasing between the 
hydraulic motors was suspected to have induced excessive loads into the 
gear train, leading to collapse of one bearing on a shaft of the main 
gear, causing severe tooth damage. The combination of tooth damage and 
gear tilting caused the disconnection of two of the three hydraulic 
motors, resulting in jamming of the THSA [Trimmable Horizontal 
Stabilizer Actuator] gearbox and consequent loss of THSA control. This 
condition, if not detected and corrected, could lead to further cases 
of mal-phasing of the hydraulic motors of the THSA, causing degradation 
of the power gears and potentially resulting in reduced control of the 
aeroplane. The proposed AD would require actions that are intended to 
address the unsafe condition described in the MCAI.

DATES: We must receive comments on this proposed AD by January 25, 
2010.

ADDRESSES: You may send comments 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 W12-40, 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-EAW (Airworthiness Office), 1 Rond Point Maurice Bellonte, 
31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; fax +33 5 61 
93 44 51; e-mail: account.airworth-eas@airbus.com; Internet http://
www.airbus.com.
    You may review copies of the referenced service information at the 
FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, 
Washington. For information on the availability of this material at the 
FAA, call 425-227-1221 or 425-227-1152.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://
www.regulations.gov; or in person at the Docket Operations office 
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 Operations office (telephone (800) 647-5527) is 
in the ADDRESSES section. Comments will be available in the AD docket 
shortly after receipt.

FOR FURTHER INFORMATION CONTACT: Dan Rodina, Aerospace Engineer, 
International Branch, ANM-116, Transport Airplane Directorate, FAA, 
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425) 
227-2125; 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-2009-1166; 
Directorate Identifier 2009-NM-107-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 have lengthened the 30-day comment period for proposed ADs that 
address MCAI originated by aviation authorities of other countries to 
provide adequate time for interested parties to submit comments. The 
comment period for these proposed ADs is now typically 45 days, which 
is consistent with the

[[Page 65700]]

comment period for domestic transport ADs.
    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

    The European Aviation Safety Agency (EASA), which is the Technical 
Agent for the Member States of the European Community, has issued EASA 
Airworthiness Directive 2009-0111, dated May 13, 2009 (referred to 
after this as ``the MCAI''), to correct an unsafe condition for the 
specified products. The MCAI states:

    One operator reported loss of both pitch trims following 
autopilot disengagement after take off. Subsequent shop findings 
revealed severe damage to the power gears. Mal-phasing between the 
hydraulic motors was suspected to have induced excessive loads into 
the gear train, leading to collapse of one bearing on a shaft of the 
main gear, causing severe tooth damage. The combination of tooth 
damage and gear tilting caused the disconnection of two of the three 
hydraulic motors, resulting in jamming of the THSA [Trimmable 
Horizontal Stabilizer Actuator] gearbox and consequent loss of THSA 
control.
    This condition, if not detected and corrected, could lead to 
further cases of mal-phasing of the hydraulic motors of the THSA, 
causing degradation of the power gears and potentially resulting in 
reduced control of the aeroplane.
    For the reasons described above, this AD requires repetitive 
checks [on-airplane phasing inspections and magnetic plug 
inspections for metal particles on the drain plug using detail 
inspection methods] of the THSA and corrective actions [replacement 
of the THSA with a serviceable unit], depending on findings.

You may obtain further information by examining the MCAI in the AD 
docket.

Relevant Service Information

    Airbus has issued Mandatory Service Bulletin A300-27-0201, 
including Appendices 1, 2, and 3, dated March 9, 2009. The actions 
described in this service information are intended to correct the 
unsafe condition identified in the MCAI.

FAA's Determination and Requirements of This Proposed AD

    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 the same 
type design.

Explanation of Proposed Return of Parts to the Manufacturer

    Paragraph (f)(4) of this NPRM specifies to return certain THSA 
units to the manufacturer. These parts must be returned to the 
manufacturer so that it can investigate the root cause of the 
identified unsafe condition. In addition, for certain findings, only 
the manufacturer can repair/overhaul the unit.

Differences Between This AD and the MCAI or Service Information

    We have reviewed the MCAI and related service information and, in 
general, agree with their substance. But we might have found it 
necessary to use different words from those in the MCAI to ensure the 
AD is clear for U.S. operators and is enforceable. In making these 
changes, we do not intend to differ substantively from the information 
provided in the MCAI and related service information.
    We might also have proposed different actions in this AD from those 
in the MCAI in order to follow FAA policies. Any such differences are 
highlighted in a Note within the proposed AD.

Costs of Compliance

    Based on the service information, we estimate that this proposed AD 
would affect about 12 products of U.S. registry. We also estimate that 
it would take about 5 work-hours per product to comply with the basic 
requirements of this proposed AD. The average labor rate is $80 per 
work-hour. Based on these figures, we estimate the cost of the proposed 
AD on U.S. operators to be $4,800, or $400 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 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); and
    3. 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 a regulatory evaluation of the estimated costs to 
comply with this proposed AD and placed it in the AD docket.

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.

Sec.  39.13  [Amended]

    2. The FAA amends Sec.  39.13 by adding the following new AD:

Airbus: Docket No. FAA-2009-1166; Directorate Identifier 2009-NM-
107-AD.

Comments Due Date

    (a) We must receive comments by January 25, 2010.

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to Airbus Model A300 B2-1C, B2K-3C, B2-203, 
B4-2C, B4-103,

[[Page 65701]]

and B4-203 airplanes, certificated in any category, all serial 
numbers.

Subject

    (d) Air Transport Association (ATA) of America Code 27: Flight 
Controls.

Reason

    (e) The mandatory continuing airworthiness information (MCAI) 
states:
    One operator reported loss of both pitch trims following 
autopilot disengagement after take off. Subsequent shop findings 
revealed severe damage to the power gears. Mal-phasing between the 
hydraulic motors was suspected to have induced excessive loads into 
the gear train, leading to collapse of one bearing on a shaft of the 
main gear, causing severe tooth damage. The combination of tooth 
damage and gear tilting caused the disconnection of two of the three 
hydraulic motors, resulting in jamming of the THSA [Trimmable 
Horizontal Stabilizer Actuator] gearbox and consequent loss of THSA 
control.
    This condition, if not detected and corrected, could lead to 
further cases of mal-phasing of the hydraulic motors of the THSA, 
causing degradation of the power gears and potentially resulting in 
reduced control of the aeroplane.
    For the reasons described above, this AD requires repetitive 
checks [on-airplane phasing inspections and magnetic plug 
inspections for metal particles on the drain plug using detail 
inspection methods] of the THSA and corrective actions [replacement 
of the THSA with a serviceable unit], depending on findings.

Actions and Compliance

    (f) Unless already done, do the following actions.
    (1) Within 4,000 flight hours after the last THSA overhaul or 
within 250 flight hours after the effective date of this AD, 
whichever occurs later: Perform an on-airplane phasing inspection of 
the THSA, and a magnetic plug inspection for metal particles on the 
drain plug of the THSA, using detailed inspection methods, in 
accordance with the Accomplishment Instructions of Airbus Mandatory 
Service Bulletin A300-27-0201, dated March 9, 2009.
    (i) If the THSA passes the phasing inspection, but the magnetic 
plug inspection reveals metal particles that are equal to or less 
than 1.5 mm (0.059 in.) x 0.5 mm (0.0196 in.), and the depth of the 
particle layer does not exceed 1 mm (0.0393 in.), repeat the 
inspections thereafter at intervals not to exceed 2,500 flight hours 
in accordance with the Accomplishment Instructions of Airbus 
Mandatory Service Bulletin A300-27-0201, dated March 9, 2009.
    (ii) If the THSA passes the phasing inspection, but the magnetic 
plug inspection reveals metal particles with dimensions greater than 
1.5 mm (0.059 in.) x 0.5 mm (0.0196 in.), or a layer of particles 
with a depth greater than 1 mm (0.0393 in.) is found, before further 
flight, replace the THSA with a serviceable unit, in accordance with 
the Accomplishment Instructions of Airbus Mandatory Service Bulletin 
A300-27-0201, dated March 9, 2009.
    (iii) If the THSA fails the phasing inspection and the magnetic 
plug inspection reveals metal particles that are equal to or less 
than 1.5 mm (0.059 in.) x 0.5 mm (0.0196 in.), and the depth of the 
particle layer does not exceed 1 mm (0.0393 in.), within 500 flight 
hours after the inspection, replace the THSA with a serviceable 
unit, in accordance with the Accomplishment Instructions of Airbus 
Mandatory Service Bulletin A300-27-0201, dated March 9, 2009.
    (iv) If the THSA fails the phasing inspection and the magnetic 
plug inspection reveals metal particles with dimensions greater than 
1.5 mm (0.059 in.) x 0.5 mm (0.0196 in.), or a layer of particles 
with a depth greater than 1 mm (0.0393 in.) is found, before further 
flight, replace the THSA with a serviceable unit, in accordance with 
the Accomplishment Instructions of Airbus Mandatory Service Bulletin 
A300-27-0201, dated March 9, 2009.

    Note 1: For the purposes of this AD, a detailed inspection is: 
``An intensive examination of a specific item, installation, or 
assembly to detect damage, failure, or irregularity. Available 
lighting is normally supplemented with a direct source of good 
lighting at an intensity deemed appropriate. Inspection aids such as 
a mirror, magnifying lenses, etc., may be necessary. Surface 
cleaning and elaborate procedures may be required.''

    Note 2:  A ``serviceable'' THSA is one that has a correct 
hydraulic motor phasing and no particles or few particles with 
maximum dimensions of 1.5 mm (0.059 in.) x 0.5 mm (0.0196 in.) and a 
layer of particles with a maximum depth of 1 mm (0.0393 in.) found 
on the magnetic plug.

    (2) Within 2,500 flight hours after replacing any THSA, perform 
a phasing inspection of the THSA, and a magnetic plug inspection for 
metal particles on the drain plug of the THSA, as specified in 
paragraph (f)(1) of this AD. Replacing the THSA, as required by 
paragraphs (f)(1)(ii), (f)(1)(iii), and (f)(1)(iv) of this AD, as 
applicable, does not constitute terminating action for the 
repetitive inspections as required by paragraph (f)(1)(i) of this 
AD.
    (3) As of the effective date of this AD, do not install a 
replacement THSA on any airplane, unless it has been inspected in 
accordance with the requirements of paragraphs (f)(1)(i) through 
(f)(1)(iv) as applicable, of this AD.
    (4) Within 3 weeks after removal of a THSA unit from an 
airplane, send it to the THSA manufacturer, Goodrich Actuation 
Systems, Stafford Road Fordhouses, Wolverhampton, West Midlands WV10 
7EH, England.
    (5) Submit a report of the findings (both positive and negative) 
of the inspections required by paragraph (f)(1) of this AD to the 
Manager, Airbus Customer Service Directorate, 1 Rond Point Maurice 
Bellonte, 31707 Blagnac Cedex France; telephone +33 5 61 93 33 33; 
telex AIRBU 530526F; fax +33 5 61 93 42 51; at the applicable time 
specified in paragraph (f)(5)(i) or (f)(5)(ii) of this AD. The 
report must include the inspection results (including no findings), 
and replacement or actions to be done.
    (i) For any inspection done on or after the effective date of 
this AD: Submit the report within 30 days after the inspection.
    (ii) For any inspection done before the effective date of this 
AD: Submit the report within 30 days after the effective date of 
this AD.

FAA AD Differences

    Note 3: This AD differs from the MCAI and/or service information 
as follows: No differences.

Other FAA AD Provisions

    (g) 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. Send information to ATTN: Dan 
Rodina, Aerospace Engineer, International Branch, ANM-116, Transport 
Airplane Directorate, FAA, 1601 Lind Avenue, SW., Renton, Washington 
98057-3356; telephone (425) 227-2125; fax (425) 227-1149. Before 
using any approved AMOC on any airplane to which the AMOC applies, 
notify your principal maintenance inspector (PMI) or principal 
avionics inspector (PAI), as appropriate, or lacking a principal 
inspector, your local Flight Standards District Office. The AMOC 
approval letter must specifically reference this AD.
    (2) Airworthy Product: For any requirement in this AD to obtain 
corrective actions from a manufacturer or other source, use these 
actions if they are FAA-approved. Corrective actions are considered 
FAA-approved if they are approved by the State of Design Authority 
(or their delegated agent). You are required to assure the product 
is airworthy before it is returned to service.
    (3) Reporting Requirements: For any reporting requirement in 
this AD, under the provisions of the Paperwork Reduction Act, the 
Office of Management and Budget (OMB) has approved the information 
collection requirements and has assigned OMB Control Number 2120-
0056.

Related Information

    (h) Refer to MCAI European Aviation Safety Agency Airworthiness 
Directive 2009-0111, dated May 13, 2009; and Airbus Mandatory 
Service Bulletin A300-27-0201, including Appendices 1, 2, and 3, 
dated March 9, 2009; for related information.

    Issued in Renton, WA, on December 3, 2009.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. E9-29575 Filed 12-10-09; 8:45 am]

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