Airworthiness Directives; Airbus Model A300 B4-600, B4-600R, and F4-600R Series Airplanes, and Model A300 C4-605R Variant F Airplanes (Collectively Called A300-600 Series Airplanes); and Model A300 and A310 Series Airplanes

[Federal Register Volume 75, Number 190 (Friday, October 1, 2010)]
[Rules and Regulations]
[Pages 60611-60614]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2010-24257]


-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2010-0478; Directorate Identifier 2008-NM-090-AD; 
Amendment 39-16451; AD 2010-20-16]
RIN 2120-AA64


Airworthiness Directives; Airbus Model A300 B4-600, B4-600R, and 
F4-600R Series Airplanes, and Model A300 C4-605R Variant F Airplanes 
(Collectively Called A300-600 Series Airplanes); and Model A300 and 
A310 Series Airplanes

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

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: We are adopting a new airworthiness directive (AD) for the 
products listed above. This 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:
* * * * *
    Two cases of complete nose landing gear (NLG) shock absorber 
bolts failure were reported to the manufacturer. In both cases, the 
crew was unable to retract the gear and was forced to an In Flight 
Turn Back. In one case, the aircraft experienced a low speed runway 
excursion. The root cause of the bolts failure has been identified 
being due to a bolt(s) over-torque. The investigation has 
highlighted that the design of the NLG shock absorber was not 
tolerant to the over-torque, and an inspection plan has been 
developed to track any NLG shock absorber-to-main barrel attachment 
bolts status. * * *
* * * * *
We are issuing this AD to require actions to correct the unsafe 
condition on these products.

DATES: This AD becomes effective November 5, 2010.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in this AD as of November 5, 
2010.

ADDRESSES: You may examine the AD docket on the Internet at http://www.regulations.gov or in person at the U.S. Department of 
Transportation, Docket Operations, M-30, West Building Ground Floor, 
Room W12-140, 1200 New Jersey Avenue, SE., Washington, DC.

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:

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 to include an AD that would apply to the specified products. 
That NPRM was published in the Federal Register on May 19, 2010 (75 FR 
27956). That NPRM proposed to correct an unsafe condition for the 
specified products. The MCAI states:
* * * * *
    Two cases of complete nose landing gear (NLG) shock absorber 
bolts failure were reported to the manufacturer. In both cases, the 
crew was unable to retract the gear and was forced to an In Flight 
Turn Back. In one case, the aircraft experienced a low speed runway 
excursion. The root cause of the bolts failure has been identified 
being due to a bolt(s) over-torque. The investigation has 
highlighted that the design of the NLG shock absorber was not 
tolerant to the over-torque, and an inspection plan has been 
developed to track any NLG shock absorber-to-main barrel attachment 
bolts status. The preliminary inspection plan, required by DGAC 
France Airworthiness Directive (AD) F-2004-075 and F-2004-076, has 
allowed limiting the number of findings: High at the initial 
inspection, it has decreased following the repetitive inspections.
    This new [European Aviation Safety Agency (EASA)] AD retains the 
requirements of those ADs, which are superseded, and requires a 
repetitive torque check of the NLG shock absorber-to-main barrel 
attachment bolts with new thresholds and intervals. This new AD also 
refers to an optional modification as terminating action.
* * * * *
The optional modification involves modifying the shock absorber-to-
barrel attachment to increase over-torque tolerances. The actions to 
address the unsafe condition also include inspecting the NLG shock 
absorber-to-main barrel attachment bolts and doing corrective actions. 
The corrective actions include replacing bolts, screws, nuts, washers, 
and cotter pins; contacting Airbus for repair and doing the repair; and 
modifying the shock absorber; as applicable. The inspection of the NLG 
shock absorber-to-main barrel attachment bolts is repeated at intervals 
not to exceed 400 flight hours or 1,000 flight cycles, depending on the 
inspection results and corrective actions performed. You may obtain 
further information by examining the MCAI in the AD docket.

Comments

    We gave the public the opportunity to participate in developing 
this AD. We considered the comment received.

Request To Remove Reporting Requirement

    UPS requests that we remove the requirement to submit a report 
after each inspection that results in re-torque or replacement of 
bolts. UPS contends that Airbus has had sufficient time to gather 
enough data to determine the root cause of the over-torqued bolts. UPS 
has done the inspections of the NLG in accordance with Airbus All 
Operator Telex A300-32A6093, dated April 22, 2004, since it was 
published. UPS states that Airbus has been collecting data from 
airlines that operate under EASA regulations. UPS also points out that, 
although it has been doing the inspections for 6 years, it would need 
to do an additional inspection within 30

[[Page 60612]]

days to document the findings and complete the inspection report. UPS 
believes this reporting requirement places an unnecessary burden on the 
operator.
    We agree with the request for the reasons stated above. Airbus no 
longer needs this information from operators. We have removed paragraph 
(k) of the NPRM and have re-identified subsequent paragraphs in this AD 
accordingly.

Conclusion

    We reviewed the available data, including the comment received, and 
determined that air safety and the public interest require adopting the 
AD with the change described previously. We determined that this change 
will not increase the economic burden on any operator or increase the 
scope of the AD.

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 required different actions in this AD from those 
in the MCAI in order to follow our FAA policies. Any such differences 
are highlighted in a Note within the AD.

Costs of Compliance

    We estimate that this AD will affect 229 products of U.S. registry. 
We also estimate that it will take about 2 work-hours per product to 
comply with the basic requirements of this AD. The average labor rate 
is $85 per work-hour. Based on these figures, we estimate the cost of 
this AD to the U.S. operators to be $38,930, or $170 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 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); 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 AD and placed it in the AD docket.

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 the NPRM, 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.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

0
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 AD:

    2010-20-16 Airbus: Amendment 39-16451. Docket No. FAA-2010-0478; 
Directorate Identifier 2008-NM-090-AD.

Effective Date

    (a) This airworthiness directive (AD) becomes effective November 
5, 2010.

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to Airbus Model A300 B2-1A, B2-1C, B4-2C, 
B2K-3C, B4-103, B2-203, and B4-203 airplanes; Model A300 B4-601, B4-
603, B4-620, B4-622, B4-605R, B4-622R, F4-605R, F4-622R, and C4-605R 
Variant F airplanes; and Model A310-203, -204, -221, -222, -304, -
322, -324, and -325 airplanes; all certified models, all serial 
numbers, certificated in any category; except airplanes on which 
Airbus Modification 13212 has been done in production or Airbus 
Service Bulletin A300-32-0453, A310-32-2135, or A300-32-6099 has 
been done in service.

Subject

    (d) Air Transport Association (ATA) of America Code 32: Landing 
gear.

Reason

    (e) The mandatory continuing airworthiness information (MCAI) 
states:
    Two cases of complete nose landing gear (NLG) shock absorber 
bolts failure were reported to the manufacturer. In both cases, the 
crew was unable to retract the gear and was forced to an In Flight 
Turn Back. In one case, the aircraft experienced a low speed runway 
excursion. The root cause of the bolts failure has been identified 
being due to a bolt(s) over-torque. The investigation has 
highlighted that the design of the NLG shock absorber was not 
tolerant to the over-torque, and an inspection plan has been 
developed to track any NLG shock absorber-to-main barrel attachment 
bolts status. The preliminary inspection plan, required by DGAC 
France Airworthiness Directive (AD) F-2004-075 and F-2004-076, has 
allowed limiting the number of findings: High at the initial 
inspection, it has decreased following the repetitive inspections.
    This new [European Aviation Safety Agency (EASA)] AD retains the 
requirements of those ADs, which are superseded, and requires a 
repetitive torque check of the NLG shock absorber-to-main barrel 
attachment bolts with new thresholds and intervals. This new AD also 
refers to an optional modification as terminating action.
* * * * *
The optional modification involves modifying the shock absorber-to-
barrel attachment to increase over-torque tolerances. The actions to 
address the unsafe condition also include inspecting the NLG shock 
absorber-to-main barrel attachment bolts and corrective actions. The 
corrective actions include replacing bolts, screws, nuts, washers, 
and cotter pins; contacting Airbus

[[Page 60613]]

for repair and doing the repair; and modifying the shock absorber; 
as applicable.

Compliance

    (f) You are responsible for having the actions required by this 
AD performed within the compliance times specified, unless the 
actions have already been done.

Inspection and Corrective Action

    (g) At the applicable time specified in paragraph (g)(1), 
(g)(2), or (g)(3) of this AD: Do a visual inspection to detect 
operational condition (i.e., free of corrosion and not deformed) and 
inspect rotation/torque of the NLG shock absorber-to-main barrel 
attachment bolts and do all applicable corrective actions, in 
accordance with the applicable Airbus all operators telex (AOT) 
identified in Table 1 of this AD. Do all applicable corrective 
actions before further flight. Thereafter, repeat the inspection at 
the applicable intervals, depending on inspection results and the 
corrective actions performed, as specified in the applicable Airbus 
AOT identified in Table 1 of this AD.
    (1) For airplanes on which the NLG has been overhauled (the 
bolts have been removed) as of the effective date of this AD: Within 
30 days or 1,000 flight cycles on the NLG after the effective date 
of this AD, whichever occurs later.
    (2) For airplanes on which, as of the effective date of this AD, 
the NLG has accumulated less than 1,000 total flight cycles, and has 
not been overhauled (the bolts have never been removed), since 
manufacture of the NLG: Before the accumulation of 1,000 total 
flight cycles on the NLG, or within 30 days after the effective date 
of this AD, whichever occurs later.
    (3) For airplanes on which, as of the effective date of this AD, 
the NLG has accumulated 1,000 or more total flight cycles, and has 
not been overhauled since new (the bolts have never been removed): 
Within 30 days after the effective date of this AD.

                  Table 1--Airbus All Operator Telexes
------------------------------------------------------------------------
                                  Use airbus all
          For model--            operator telex--         Dated--
------------------------------------------------------------------------
A300 series airplanes.........  A300-32A0447.....  April 22, 2004.
A300 B4-600, B4-600R, and F4-   A300-32A6093.....  April 22, 2004.
 600R Series Airplanes, and
 Model A300 C4[dash]605R
 Variant F airplanes
 (Collectively called A300-600
 series airplanes).
A310 series airplanes.........  A310-32A2132.....  April 22, 2004.
------------------------------------------------------------------------

Torque Load Inspection and Corrective Action

    (h) At the latest of the compliance times specified in 
paragraphs (h)(1), (h)(2), and (h)(3) of this AD, do an inspection 
of the torque load of the nuts of the NLG shock absorber-to-main 
barrel attachment bolts in accordance with the Accomplishment 
Instructions of the applicable Airbus service bulletin listed in 
Table 2 of this AD. Depending on the torque load value found during 
the inspection, before further flight: Retighten the bolt(s) or 
replace the discrepant bolt(s), or replace all bolts, in accordance 
with the applicable Airbus service bulletin listed in Table 2 of 
this AD. Thereafter, repeat the torque load inspection at intervals 
not to exceed 3,200 flight cycles or 30 months time-in-service 
accumulated by the NLG, whichever occurs first.
    (1) Within 3,200 flight cycles or 30 months since NLG's first 
flight, whichever occurs first.
    (2) Within 3,200 flight cycles or 30 months accumulated by the 
NLG since installation of new bolts, whichever occurs first.
    (3) Within 3,200 flight cycles or 30 months after the effective 
date of this AD, whichever occurs first.

                                  Table 2--Service Information for Inspections
----------------------------------------------------------------------------------------------------------------
                                                   Use airbus
                 For model--                    mandatory service   Revision                Dated--
                                                   bulletin--       level--
----------------------------------------------------------------------------------------------------------------
A300 series airplanes........................        A300-32-0447         01  June 1, 2007.
A300-600 series airplanes....................        A300-32-6093         01  June 1, 2007.
A310 series airplanes........................        A310-32-2132         01  June 1, 2007.
----------------------------------------------------------------------------------------------------------------

     (i) After accomplishment of the initial inspection in 
accordance with paragraph (h) of this AD, as applicable, the 
repetitive inspections of paragraph (g) of this AD are no longer 
required.

Optional Terminating Action

    (j) For airplanes on which the modification of the shock 
absorber-to-barrel attachment has been done in accordance with the 
applicable service bulletin listed in Table 3 of this AD, the 
requirements of this AD are no longer required, as long as that 
modification remains installed.

      Table 3--Service Information for Optional Terminating Action
------------------------------------------------------------------------
                                     Use airbus
           For model--                 service             Dated--
                                     bulletin--
------------------------------------------------------------------------
A300 series airplanes...........      A300-32-0453  June 1, 2007.
A300-600 series airplanes.......      A300-32-6099  June 1, 2007.
A310 series airplanes...........      A310-32-2135  June 1, 2007.
------------------------------------------------------------------------

FAA AD Differences

    Note 1: This AD differs from the MCAI and/or service information 
as follows: No Differences.

Other FAA AD Provisions

    (k) 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)

[[Page 60614]]

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 (44 
U.S.C. 3501 et seq.), the Office of Management and Budget (OMB) has 
approved the information collection requirements and has assigned 
OMB Control Number 2120-0056.

Related Information

    (l) Refer to MCAI EASA Airworthiness Directive 2008-0052R1, 
dated June 30, 2008; and the service information identified in 
Tables 1, 2, and 3 of this AD; for related information.

Material Incorporated by Reference

    (m) You must use the applicable service information contained in 
Table 4 of this AD to do the actions required by this AD, unless the 
AD specifies otherwise. If you accomplish the optional terminating 
actions specified by this AD, you must use the applicable service 
information identified in Table 5 of this AD to perform those 
actions, unless the AD specifies otherwise.
    (1) The Director of the Federal Register approved the 
incorporation by reference of this service information under 5 
U.S.C. 552(a) and 1 CFR part 51.
    (2) For service information identified in this 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: [email protected]; 
Internet: http://www.airbus.com.
    (3) You may review copies of the 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.
    (4) You may also review copies of the 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/code_of_federal_regulations/ibr_locations.html.

Table 4--Material Incorporated by Reference for Actions Required in This
                                   AD
------------------------------------------------------------------------
           Document                  Revision               Date
------------------------------------------------------------------------
Airbus All Operator Telex       Original.........  April 22, 2004.
 A300[dash]32A0447.
Airbus All Operator Telex       Original.........  April 22, 2004.
 A300[dash]32A6093.
Airbus All Operator Telex       Original.........  April 22, 2004.
 A310[dash]32A2132.
Airbus Mandatory Service        01...............  June 1, 2007.
 Bulletin A300-32-0447,
 excluding Appendix 01.
Airbus Mandatory Service        01...............  June 1, 2007.
 Bulletin A300-32-6093,
 excluding Appendix 01.
Airbus Mandatory Service        01...............  June 1, 2007.
 Bulletin A310-32-2132,
 excluding Appendix 01.
------------------------------------------------------------------------


Table 5--Material Incorporated by Reference for the Optional Terminating
                            Action in This AD
------------------------------------------------------------------------
        Airbus service bulletin--                     Dated--
------------------------------------------------------------------------
A300-32-0453.............................  June 1, 2007.
A300-32-6099.............................  June 1, 2007.
A310-32-2135.............................  June 1, 2007.
------------------------------------------------------------------------


    Issued in Renton, Washington, on September 16, 2010.
Robert D. Breneman,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.

[FR Doc. 2010-24257 Filed 9-30-10; 8:45 am]
BILLING CODE 4910-13-P

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