Source: https://www.federalregister.gov/documents/2020/01/21/2020-00449/airworthiness-directives-airbus-sas-airplanes
Timestamp: 2020-02-27 18:27:51
Document Index: 406972533

Matched Legal Cases: ['art 39', 'art 3', 'art 3', 'art 3', 'art 3', 'art 3']

The comment period for the NPRM published in the Federal Register on June 26, 2019 (84 FR 30055), is reopened.
85 FR 3279
3279-3284 (6 pages)
Docket No. FAA-2019-0484
Product Identifier 2019-NM-065-AD
2020-00449
FAA-2019-0484
Airworthiness Directives; Airbus SAS Airplanes, 2019-NM-065-AD
Request for Single Compliance Time
Request for Different Compliance Intervals
Request To Revise the Terminating Action Language
Request for Credit for Actions Accomplished Prior to the AD Effective Date
Request for Deviations to Triumph Reference Material (Referenced in Airbus Alert Operators Transmission (AOT) A32L012-18 (“AOT A32L012-18”))
Request To Require Only Paragraph 4.2.2, Inspection Requirements, of AOT A32L012-18
Request To Revise the Aircraft Maintenance Manual (AMM) Based on AOT A32L012-18
Request To Specify Requirements or Special Instructions for a Special Tool
Request To Include an Alternate Cotter Pin Part Number
Request To Review and Clarify Requirements of FFA Operational Check
Request To Require EASA AD 2019-0164 as the Appropriate Service Information
(h) Exceptions to EASA AD 2019-0164
https://www.federalregister.gov/d/2020-00449 https://www.federalregister.gov/d/2020-00449
The FAA is revising an earlier proposal for all Airbus SAS Model A330-200, A330-200 Freighter, A330-300, A340-200, A340-300, A340-500, and A340-600 series airplanes. This action revises the notice of proposed rulemaking (NPRM) by including additional affected free fall actuators (FFAs) and reducing certain compliance times. The FAA is proposing this airworthiness directive (AD) to address the unsafe condition on these products. Since these actions would impose an additional burden over those in the NPRM, the FAA is reopening the comment period to allow the public the chance to comment on these changes.
The comment period for the NPRM published in the Federal Register on June 26, 2019 (84 FR 30055), is reopened.Start Printed Page 3280
The FAA must receive comments on this proposed AD by March 6, 2020.
For the material identified in this proposed AD that will be incorporated by reference (IBR), contact the European Union Aviation Safety Agency (EASA), Konrad-Adenauer-Ufer 3, 50668 Cologne, Germany; phone: +49 221 89990 1000; email: ADs@easa.europa.eu; internet: www.easa.europa.eu. You may find this IBR material on the EASA website at https://ad.easa.europa.eu. You may view this IBR material 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 in the AD docket on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2019-0484.
You may examine the AD docket on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2019-0484; 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 NPRM, the regulatory evaluation, any comments received, and other information. The street address for Docket Operations is listed above. Comments will be available in the AD docket shortly after receipt.
The FAA invites you to send any written relevant data, views, or arguments about this proposal. Send your comments to an address listed under the ADDRESSES section. Include “Docket No. FAA-2019-0484; Product Identifier 2019-NM-065-AD” at the beginning of your comments. The FAA specifically invites comments on the overall regulatory, economic, environmental, and energy aspects of this NPRM. The FAA will consider all comments received by the closing date and may amend this NPRM based on those comments.
The FAA issued an NPRM to amend 14 CFR part 39 by adding an AD that would apply to all Airbus SAS Model A330-200, A330-200 Freighter, A330-300, A340-200, A340-300, A340-500, and A340-600 series airplanes. The NPRM published in the Federal Register on June 26, 2019 (84 FR 30055). The NPRM was prompted by a report that an airplane failed to extend its nose landing gear (NLG) using the free fall method, due to loss of the green hydraulic system. The NPRM proposed to require repetitive tests of affected FFAs, and replacement of any affected FFA that fails a test with a serviceable FFA; as specified in EASA AD 2019-0063, dated March 26, 2019 (“EASA AD 2019-0063”).
Since the NPRM was issued, the FAA has determined that it is necessary to include additional affected FFAs and reduce certain compliance times.
The EASA, which is the Technical Agent for the Member States of the European Union, has issued EASA AD 2019-0164, dated July 11, 2019 (“EASA AD 2019-0164”) (referred to after this as the Mandatory Continuing Airworthiness Information, or “the MCAI”), to correct an unsafe condition for all Airbus SAS Model A330-200, A330-200 Freighter, A330-300, A340-200, A340-300, A340-500, and A340-600 series airplanes. Airbus SAS Model A340-542 and A340-643 airplanes are not certified by the FAA and are not included on the U.S. type certificate data sheet; this proposed AD therefore does not include those airplanes in the applicability. EASA AD 2019-0164 supersedes EASA AD 2019-0063. 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-2019-0484.
This proposed AD was prompted by a report that an airplane failed to extend its NLG using the free fall method, due to the loss of the green hydraulic system. The FAA is proposing this AD to address detached magnets on both electrical motors of the FFAs, which could prevent landing gear extension by the free fall method, possibly resulting in loss of control of the airplane after landing. See the MCAI for additional background information.
EASA AD 2019-0164 describes procedures for repetitive tests of affected FFAs and replacement of any affected FFA that fails a test with a serviceable FFA. EASA AD 2019-0164 also describes procedures for an optional terminating action (replacement of all affected FFAs), which would terminate the repetitive tests. This material 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.
The FAA gave the public the opportunity to participate in developing this proposed AD. The FAA has considered the comments received on the proposal; the following is the FAA's response to each comment.
Patrick Imperatrice expressed his support for the NPRM.
Delta Air Lines (DAL) requested that the FAA change the compliance times specified in EASA AD 2019-0164 to a single compliance time: “Within 90 days after the effective date of this AD.” DAL stated that there is no need for multiple compliance times regardless of the affected part and affected airplane. DAL pointed out that based on the date of manufacture, the Airbus SAS Model A330-200 and -300 fleet has been operating for approximately 14 years. DAL stated that the FFA is a secondary system, only utilized in the event of a green hydraulic failure, and that based on a single occurrence of the unsafe condition in-flight, the risk of a failure is relatively low. DAL also pointed out that changing the compliance times to a single compliance time would reduce risk for non-compliance due to test planning if an FFA from a different affected group is installed at different positions on the same airplane.Start Printed Page 3281
The FAA disagrees with the request to change the compliance times to a single compliance time. The proposed changes would affect the entire fleet of Model A330 airplanes, and multiple operators. The compliance times specified in EASA AD 2019-0164 affect both FFAs that are not tested, and FFAs that are previously tested. Removing the compliance times for previously tested parts could put airplanes using those FFAs out of compliance. The FAA has determined that DAL has not provided enough justification to substantiate that the risk of a failure to the fleet should result in a change to the compliance times. The FAA has not changed this SNPRM in this regard.
DAL requested that the FAA change the repetitive testing intervals from flight hours to flight cycles. DAL specified that the affected FFAs are operated only during takeoff and landing. DAL provided no further justification for the requested change.
The FAA disagrees with the request to change the repetitive testing intervals from flight hours to flight cycles. The failure rate was originally calculated using flight hours, and the FAA has determined that it is appropriate to calculate the compliance time for repetitive testing intervals in flight hours, as specified in EASA AD 2019-0164. Converting the compliance times from flight hours to flight cycles in this SNPRM would necessitate obtaining additional information from EASA and Airbus to support these calculations, and could delay issuance of the final rule indefinitely. The FAA has not changed this SNPRM in this regard.
DAL requested that the FAA revise the terminating action language to require replacement of an affected FFA, with a serviceable FFA that is not an affected FFA. DAL stated that revising the terminating action language would better support the Part(s) Installation paragraph specified in EASA AD 2019-0164 that prohibits installation of affected FFAs on any airplane from the effective date of EASA AD 2019-0164. DAL pointed out that the “Solution” section of Airbus SAS Retrofit Information Letter (RIL) LR32M18008932, states that “Any FFA PN [part number] AR02404 that fails the operational test will be upgraded into PN TY3409-01A according to Triumph SB [service bulletin] AR02404-32-L3409-1.” DAL mentioned that Triumph SB AR02404-32-L3409-1 specifies reinforcement of affected FFAs with support rings to avoid magnet detachment.
The FAA disagrees with the request to revise the terminating action language to require replacement of an affected FFA with a serviceable FFA that is not an affected FFA. EASA AD 2019-0164 conclusively specifies what constitutes a “serviceable part,” as well as an “affected part” in the “Definitions” section. The FAA has determined that the Terminating Action and Part(s) Installation paragraphs of EASA AD 2019-0164 do not conflict and do not require revision. The FAA has not changed this SNPRM in this regard.
DAL requested that the FAA provide credit for accomplishing the actions specified in paragraph (g) of the proposed AD prior to the AD effective date. DAL provided no further justification for the request.
The FAA acknowledges the commenter's request and agrees to clarify. Paragraph (f) of this proposed AD states to accomplish the required actions within the compliance times specified, “unless already done.” Therefore, if operators have accomplished the actions required for compliance with this AD before the effective date of this AD, no further action is necessary. The FAA has not revised this SNPRM in this regard.
DAL requested that the FAA include deviations to Triumph Service Bulletin AR02404-32-L3409-1, dated February 21, 2011 (referenced in AOT A32L012-18). DAL cited numerous typographical errors in various sections of Triumph Service Bulletin AR02404-32-L3409-1, dated February 21, 2011. DAL mentioned that a comment with the same request was acknowledged in EASA Proposed AD (PAD) No. 19-092, dated May 23, 2019 (closed for comments on June 20, 2019) (“EASA PAD No. 19-092”), but also pointed out that no change was made to EASA AD 2019-0164 once it was published.
The FAA disagrees with the request to include deviations to Triumph Service Bulletin AR02404-32-L3409-1, dated February 21, 2011. Note 1 of AOT A32L012-18 refers to Triumph Service Bulletin AR02404-32-L3409-1, dated February 21, 2011, to provide clarification that after the embodiment of Triumph Service Bulletin AR02404-32-L3409-1, dated February 21, 2011, the actuator part number is changed and is no longer affected. The proposed changes do not specifically facilitate or prevent the accomplishment of the required actions specified in EASA AD 2019-0164. EASA has communicated the requested corrections to Airbus, which can contact Triumph accordingly. The FAA has not revised this SNPRM in this regard.
DAL requested that the FAA revise the NPRM to require only paragraph 4.2.2, Inspection Requirements, of AOT A32L012-18. DAL mentioned that a comment with the same request was acknowledged in EASA PAD No. 19-092, but also pointed out that no change was made to EASA AD 2019-0164 once it was published. DAL provided no further justification.
The FAA disagrees with the request to require only paragraph 4.2.2, Inspection Requirements, of AOT A32L012-18. The FAA is requiring accomplishment of EASA AD 2019-0164, which requires affected operators to resolve the unsafe condition by accomplishing the actions specified in AOT A32L012-18. As EASA noted in EASA PAD No. 19-092, it did not consider it necessary to point to paragraph 4.2.2, as it is obvious the actions are to be accomplished using the instructions in paragraph 4.2.2. The FAA has not revised this SNPRM in this regard.
DAL requested that various sections of the AMM be revised to include information specified in AOT A32L012-18. DAL mentioned that a comment with the same request was acknowledged in EASA PAD No. 19-092, but also pointed out that no revision to the AMM has been published. DAL provided no further justification.
The FAA acknowledges the request to revise various sections of the AMM based on AOT A32L012-18. However, the FAA does not control the revision schedule of the Airbus AMM. Additionally, the FAA is requiring accomplishment of EASA AD 2019-0164, which requires affected operators to resolve the unsafe condition by accomplishing the actions specified in AOT A32L012-18. The AMM is not required by this SNPRM or EASA AD 2019-0164 to accomplish the required Start Printed Page 3282actions. The FAA has not revised this SNPRM in this regard.
DAL requested the FAA require inspection of special tool Control Unit-Leg Free Fall Actuator, part number 97F32001001000 prior to use; or that operators be notified that during a mock-up for EASA AD 2019-0063 (superseded by EASA AD 2019-0164), DAL observed that the labels A and B on special tool Control Unit-Leg Free Fall Actuator, part number 97F32001001000, were reversed. DAL mentioned that a comment with the same request was acknowledged in EASA PAD No. 19-092, but also pointed out that no information, instructions, or requirements have been communicated regarding special tool Control Unit-Leg Free Fall Actuator, part number 97F32001001000. DAL provided no further justification.
The FAA disagrees with the request to include additional requirements or special instructions for special tool Control Unit-Leg Free Fall Actuator, part number 97F32001001000. However, the FAA agrees that clarification is necessary. The proposed changes do not specifically facilitate or prevent the accomplishment of the required actions specified in EASA AD 2019-0164. EASA has communicated the requested corrections to Airbus and any further communication regarding these issues should come from Airbus. The FAA has not revised this SNPRM in this regard.
DAL requested that the FAA specify an alternate cotter pin, part number MS24665-151, instead of part number MS24665-153, as specified in the Airbus A330 Illustrated Parts Catalog (IPC). DAL mentioned that a comment with the same request was acknowledged in EASA PAD No. 19-092, but also pointed out that no information, instructions, or requirements have been communicated regarding an alternate cotter pin as specified in the Airbus A330 IPC. DAL provided no further justification.
The FAA disagrees with the request to include specification for an alternate cotter pin, part number MS24665-151, instead of part number MS24665-153. The proposed changes do not specifically facilitate or prevent the accomplishment of the required actions specified in EASA AD 2019-0164. EASA has communicated the requested corrections to Airbus and any further communication regarding these issues should come from Airbus. The FAA has not revised this SNPRM in this regard.
DAL requested that the FAA review and clarify the requirements of the FFA operational check. DAL pointed out that, in the NPRM (84 FR 32661, July 9, 2019) for AD 2019-21-02, Amendment 39-19768 (84 FR 57313, October 25, 2019) (“AD 2019-21-02”), the FAA proposed to revise the existing maintenance program to incorporate Airbus A330 Airworthiness Limitations Section (ALS) Part 3, Certification Maintenance Requirements (CMR), Revision 06, dated October 15, 2018. AD 2019-21-02 specifies that accomplishing the actions terminates the requirements of AD 2016-26-05, Amendment 39-18763 (82 FR 1170, January 5, 2017) (“AD 2016-26-05”). DAL also mentioned that it has received an alternative method of compliance (AMOC) for AD 2016-26-05: FAA AMOC AIR-676-19-016, dated November 2, 2018, which approves incorporation of Maintenance Review Board Report (MRBR) Task 32.30.00/08 into the DAL maintenance program at Airbus A330 Airworthiness Limitations Section (ALS) Part 3, Certification Maintenance Requirements (CMR), Revision 06, dated October 15, 2018. DAL specified that the 3,400 FH interval requirement specified in MRBR Task 32.30.00/08 conflicts with the requirements of Airbus SAS Retrofit Information Letter (RIL) LR32M18008932.
The FAA agrees that clarification is necessary. FAA AD 2019-21-02, which corresponds with EASA AD 2019-0049, dated March 11, 2019, mandates revising the existing maintenance program to include Airbus A330 Airworthiness Limitations Section (ALS) Part 3, Certification Maintenance Requirements (CMR), Revision 06, dated October 15, 2018. Airbus A330 Airworthiness Limitations Section (ALS) Part 3, Certification Maintenance Requirements (CMR), Revision 06, dated October 15, 2018, contains task 323000-00001-1-C “OPERATIONAL CHECK OF LANDING GEAR FREE-FALL SYSTEM” to be performed every 3,400 FH. Task 323000-00001-1-C, “OPERATIONAL CHECK OF LANDING GEAR FREE-FALL SYSTEM,” is applicable to all Airbus SAS Model A330 airplanes fitted with FFA regardless of their part numbers. EASA AD 2019-0164 only affects airplanes fitted with landing gear FFA having certain part numbers specified in appendixes 3, 4, and 5 of AOT A32L012-18.
For the affected FFA, tables 1 and 2 of EASA AD 2019-0164 establish more restrictive compliance times, matching the compliance times specified in table 1 of Airbus SAS RIL LR32M18008932. These more restrictive compliance times have been established to prevent the failure of landing gear under freefall fitted with an affected FFA from the population of those manufactured in 1992 through 2005, inclusive. EASA AD 2019-0164 includes credit for compliance with Airbus A330 Airworthiness Limitations Section (ALS) Part 3, Certification Maintenance Requirements (CMR), Revision 06, dated October 15, 2018, task 323000-00001-1-C, “OPERATIONAL CHECK OF LANDING GEAR FREE-FALL SYSTEM.” Alignment of the compliance times for all affected FFAs installed on a specific airplane can be accomplished at the next inspection, using the required intervals. The FAA has not revised this SNPRM in this regard.
DAL requested that the FAA require EASA AD 2019-0164 as the appropriate service information for the actions proposed in the NPRM. DAL pointed out that EASA AD 2019-0164 expands the affected population of FFAs and that the FAA NPRM does not adequately address the unsafe condition without this new service information.
The FAA agrees with the request to require EASA AD 2019-0164 as the appropriate service information for the actions proposed by this SNPRM. EASA AD 2019-0164 supersedes EASA AD 2019-0063, and includes additional affected FFAs and reduces compliance times. The FAA has revised this SNPRM accordingly.
Certain changes described above expand the scope of the SNPRM. As a Start Printed Page 3283result, the FAA has determined that it is necessary to reopen the comment period to provide additional opportunity for the public to comment on this SNPRM.
This proposed AD would require accomplishing the actions specified in EASA AD 2019-0164 described previously, as incorporated by reference, except for any differences identified as exceptions in the regulatory text of this proposed AD and except as discussed under “Differences Between this Proposed AD and the MCAI.”
In the FAA's ongoing efforts to improve the efficiency of the AD process, the FAA initially worked with Airbus and EASA to develop a process to use certain EASA ADs as the primary source of information for compliance with requirements for corresponding FAA ADs. The FAA has since coordinated with other manufacturers and civil aviation authorities (CAAs) to use this process. As a result, EASA AD 2019-0164 will be incorporated by reference in the FAA final rule. This proposed AD would, therefore, require compliance with EASA AD 2019-0164 in its entirety, through that incorporation, except for any differences identified as exceptions in the regulatory text of this proposed AD. Using common terms that are the same as the heading of a particular section in the EASA AD does not mean that operators need comply only with that section. For example, where the AD requirement refers to “all required actions and compliance times,” compliance with this proposed AD requirement is not limited to the section titled “Required Action(s) and Compliance Time(s)” in EASA AD 2019-0164. Service information specified in EASA AD 2019-0164 that is required for compliance with EASA AD 2019-0164 will be available on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2019-0484 after the FAA final rule is published.
2 work-hours × $85 per hour = $170 $0 $170 $18,190
2 work-hours × $85 per hour = $170 $0 * $170
* The FAA has received no definitive data that would enable us to provide parts cost estimates for the on-condition replacements specified in this proposed AD.
End List of Subjects Start Printed Page 3284
Airbus SAS: Docket No. FAA-2019-0484; Product Identifier 2019-NM-065-AD.
The FAA must receive comments by March 6, 2020.
This AD applies to all Airbus SAS airplanes identified in paragraphs (c)(1) through (7) of this AD, certificated in any category.
(4) Model A340-211, -212, -213 airplanes.
This AD was prompted by a report that an airplane failed to extend its nose landing gear (NLG) using the free fall method, due to the loss of the green hydraulic system. The FAA is issuing this AD to address detached magnets on both electrical motors of the free fall actuators (FFAs), which could prevent landing gear extension by the free fall method, possibly resulting in loss of control of the airplane after landing.
Except as specified in paragraph (h) of this AD: Comply with all required actions and compliance times specified in, and in accordance with, European Union Aviation Safety Agency (EASA) AD 2019-0164, dated July 11, 2019 (“EASA AD 2019-0164”).
(1) Where EASA AD 2019-0164 refers to its effective date or April 9, 2019 (the effective date of EASA AD 2019-0063, dated March 26, 2019), this AD requires using the effective date of this AD.
(2) The “Remarks” section of EASA AD 2019-0164 does not apply to this AD.
(3) Where paragraph (3) of EASA AD 2019-0164 specifies credit for certain tasks “provided the continuity test specified in AMM task A330-32-33-00-710-809, or AMM task A340-32-33-00-710-806, as applicable, is accomplished concurrently,” this AD provides credit “provided the continuity test is accomplished concurrently in accordance with the instructions of an FAA-approved maintenance or inspection program.”
Although the service information referenced in EASA AD 2019-0164 specifies to submit certain information to the manufacturer, this AD does not include that requirement.
(3) Required for Compliance (RC): For any service information referenced in EASA AD 2019-0164 that contains RC procedures and tests: Except as required by paragraph (j)(2) of this AD, RC 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.
(1) For information about EASA AD 2019-0164, contact the EASA, Konrad-Adenauer-Ufer 3, 50668 Cologne, Germany; phone: +49 221 89990 1000; email: ADs@easa.europa.eu; internet: www.easa.europa.eu. You may find this EASA AD on the EASA website at https://ad.easa.europa.eu. You may view this EASA AD 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. EASA AD 2019-0164 may be found in the AD docket on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2019-0484.
[FR Doc. 2020-00449 Filed 1-17-20; 8:45 am]