[Federal Register Volume 60, Number 114 (Wednesday, June 14, 1995)]
[Rules and Regulations]
[Pages 31230-31232]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-14315]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 95-NM-63-AD; Amendment 39-9272; AD 95-12-20]
Airworthiness Directives; Airbus Model A330 and A340 Series
Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule; request for comments.
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SUMMARY: This amendment adopts a new airworthiness directive (AD),
applicable to certain Airbus Model A330 and A340 series airplanes. This
action requires a one-time inspection to determine the torque value of
all wing slat track stop pins, and correction of discrepancies. This
amendment is prompted by a report of a fuel leak that was caused by an
incorrectly torqued slat track stop pin that punctured the slat
canister. The actions specified in this AD are intended to prevent such
fuel leakage conditions, which could result in inadequate fuel for
completing a flight and could pose a fire hazard.
DATES: Effective June 29, 1995.
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of June 29, 1995.
Comments for inclusion in the Rules Docket must be received on or
before August 14, 1995.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-103,
Attention: Rules Docket No. 95-NM-63-AD, 1601 Lind Avenue SW., Renton,
Washington 98055-4056.
The service information referenced in this AD may be obtained from
Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex,
France. This information may be examined at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office
of the Federal Register, 800 North Capitol Street NW., suite 700,
Washington, DC.
FOR FURTHER INFORMATION CONTACT: Stephen Slotte, Aerospace Engineer,
Standardization Branch, ANM-113, FAA, Transport Airplane Directorate,
1601 Lind Avenue SW., Renton, Washington 98055-4056; telephone (206)
227-2797; fax (206) 227-1320.
SUPPLEMENTARY INFORMATION: The Direction Generale de l'Aviation Civile
(DGAC), which is the airworthiness authority for France, recently
notified the FAA that an unsafe condition may exist on certain Airbus
Model A330 and A340 series airplanes. The DGAC advises that, during
preflight refueling of a Model A340-300 airplane, a fuel leak was
discovered in slat canister number 11 on the left wing of the airplane.
Closer inspection revealed that the two parts of the slat track stop
pin assembly at the end of the slat track had become loose and had
separated from each other. This caused the length of the pin to
increase by more than the width of the canister, thus puncturing the
side of the slat canister close to the front of the spar attachment
flange. The stop pin was found to be bent and detached from the slat
track.
A subsequent visual inspection of the pins at the other slat track
positions on both the left and right wings of the incident airplane
revealed excess lateral movement. A certain amount of lateral movement
of the pins in the slat track is normal (0.2 mm to 0.3 mm, or 0.0079
inch to 0.0118 inch). However, the pins that were inspected indicated
lateral movement up to 12 mm (0.472 inch). A torque check of the pins
revealed zero torque. No additional damage to the slat canister was
found.
The slat track stop pin assembly consists of two parts (male and
female), which are installed at the end of each of the slat tracks.
Their purpose is to provide a positive stop in case of over-extension
of the slats. The torque loading applied during installation of this
two-part assembly provides the primary locking feature; a five-point
internal circlip ring provides a secondary locking feature. Incorrect
installation of these items may have contributed to the pins coming
loose on the incident airplane. The installation procedure was
corrected on all airplanes delivered after June 15, 1994.
Excessive lateral movement of the stop pins can result in damage to
the slat canister during extension or retraction of the slats.
Excessive damage to the canister could lead to a running
[[Page 31231]]
fuel leak. Such a fuel leak could result in inadequate fuel for
completing a flight and could pose a fire hazard.
Airbus Industrie has issued All Operators Telex (AOT) 57-08,
Revision 1, dated June 28, 1994, which describes procedures for a one-
time torque check of all wing slat track stop pins (32 positions), and
retorquing, as necessary. The AOT also describes procedures for
conducting a borescope inspection for signs of damage or wear in
situations where more than five complete turns of the pin are needed to
reach the required torque value. The AOT contains procedures for an
alternative inspection procedure in which the more critically
positioned pins are inspected initially, and the remainder of the pins
are inspected no later than the airplane's next scheduled ``C'' check.
The DGAC classified this service bulletin as mandatory and issued
French airworthiness directives 97-146-003(B) (applicable to Model A330
series airplanes) and 94-147-009(B) (applicable to Model A340 series
airplanes), both dated July 6, 1994, in order to assure the continued
airworthiness of these airplanes in France.
This airplane model is manufactured in France and is type
certificated for operation in the United States under the provisions of
section 21.29 of the Federal Aviation Regulations (14 CFR 21.19) and
the applicable bilateral airworthiness agreement. Pursuant to this
bilateral airworthiness agreement, the DGAC has kept the FAA informed
of the situation described above. The FAA has examined the findings of
the DGAC, reviewed all available information, and determined that AD
action is necessary for products of this type design that are
certificated for operation in the United States.
Since an unsafe condition has been identified that is likely to
exist or develop on other airplanes of the same type design, this AD is
being issued to prevent fuel leakage caused by incorrectly torqued slat
track stop pins puncturing the slat canister. This condition could
result in inadequate fuel for completing a flight and could pose a fire
hazard. This AD requires a one-time torque check of all wing slat track
stop pins, and retorquing, as necessary. It also requires a borescope
inspection for signs of damage or wear in situations where more than
five complete turns of the pin are needed to reach the required torque
value. The AD provides for an alternative inspection procedure in which
inspection of the pins is conducted in two stages. The actions are
required to be accomplished in accordance with the service bulletin
described previously.
There currently are no affected Model A330 or A340 series airplanes
on the U.S. Register. All airplanes included in the applicability of
this rule currently are operated by non-U.S. operators under foreign
registry; therefore, they are not directly affected by this AD action.
However, the FAA considers that this rule is necessary to ensure that
the unsafe condition is addressed in the event that any of these
subject airplanes are imported and placed on the U.S. Register in the
future.
Should an affected airplane be imported and placed on the U.S.
Register in the future, it would require approximately 20 work hours to
accomplish the required actions, at an average labor charge of $60 per
work hour. Based on these figures, the total cost impact of this AD
would be $1,200 per airplane.
Since this AD action does not affect any airplane that is currently
on the U.S. register, it has no adverse economic impact and imposes no
additional burden on any person. Therefore, notice and public
procedures hereon are unnecessary and the amendment may be made
effective in less than 30 days after publication in the Federal
Register.
Comments Invited
Although this action is in the form of a final rule and was not
preceded by notice and opportunity for public comment, comments are
invited on this rule. Interested persons are invited to comment on this
rule by submitting such written data, views, or arguments as they may
desire. Communications shall identify the Rules Docket number and be
submitted in triplicate to the address specified under the caption
ADDRESSES. All communications received on or before the closing date
for comments will be considered, and this rule may be amended in light
of the comments received. Factual information that supports the
commenter's ideas and suggestions is extremely helpful in evaluating
the effectiveness of the AD action and determining whether additional
rulemaking action would be needed.
Comments are specifically invited on the overall regulatory,
economic, environmental, and energy aspects of the rule that might
suggest a need to modify the rule. All comments submitted will be
available, both before and after the closing date for comments, in the
Rules Docket for examination by interested persons. A report that
summarizes each FAA-public contact concerned with the substance of this
AD will be filed in the Rules Docket.
Commenters wishing the FAA to acknowledge receipt of their comments
submitted in response to this rule must submit a self-addressed,
stamped postcard on which the following statement is made: ``Comments
to Docket Number 95-NM-63-AD.'' The postcard will be date stamped and
returned to the commenter.
The regulations adopted herein will not have substantial direct
effects 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.
Therefore, in accordance with Executive Order 12612, it is
determined that this final rule does not have sufficient federalism
implications to warrant the preparation of a Federalism Assessment.
For the reasons discussed above, I certify that this action (1) is
not a ``significant regulatory action'' under Executive Order 12866;
(2) is not a ``significant rule'' under 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. A final evaluation has been prepared for this action
and it is contained in the Rules Docket. A copy of it may be obtained
from the Rules Docket at the location provided under the caption
ADDRESSES.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration amends part 39 of
the Federal Aviation Regulations (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. App. 1354(a), 1421 and 1423; 49 U.S.C.
106(g); and 14 CFR 11.89.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by adding the following new
airworthiness directive:
95-12-20 Airbus Industrie: Amendment 39-9272. Docket 95-NM-63-AD.
Applicability: Model A330-301 series airplanes that were
delivered prior to June
[[Page 31232]]
15, 1994; and Model A340-211, -311, -212, and -312 series airplanes
that were delivered prior to June 15, 1994; certificated in any
category.
Note 1: This AD applies to each airplane identified in the
preceding applicability provision, regardless of whether it has been
modified, altered, or repaired in the area subject to the
requirements of this AD. For airplanes that have been modified,
altered, or repaired so that the performance of the requirements of
this AD is affected, the owner/operator must use the authority
provided in paragraph (c) to request approval from the FAA. This
approval may address either no action, if the current configuration
eliminates the unsafe condition; or different actions necessary to
address the unsafe condition described in this AD. Such a request
should include an assessment of the effect of the changed
configuration on the unsafe condition addressed by this AD. In no
case does the presence of any modification, alteration, or repair
remove any airplane from the applicability of this AD.
Compliance: Required as indicated, unless accomplished
previously.
To prevent fuel leaks caused by an incorrectly torqued slat
track stop puncturing the slat canister, which can result in
inadequate fuel for completing a flight and can pose a fire hazard,
accomplish the following:
(a) Except as provided by paragraph (b) of this AD: Within 10
days after the effective date of this AD, perform an inspection to
determine the torque value of all wing slat track stop pins (32
positions), in accordance with Airbus All Operators Telex (AOT) 57-
08, Revision 1, dated June 28, 1994.
(1) If the torque value of all wing slat track stop pins is
within the acceptable range specified in the AOT, no further action
is required by this AD.
(2) If any slat track stop pin is loose, or there is excessive
axial movement (in excess of 0.3 mm or 0.118 inch), prior to further
flight, retorque the pin in accordance with the AOT.
(3) If a slat track stop pin is loose, and requires more than
five complete turns of the pin to reach the required torque value,
prior to further flight, perform a borescope inspection to detect
damage or wear of the internal sides of the slat canisters, in
accordance with the AOT.
(i) If the borescope inspection reveals no signs of damage or
wear, no further action is required by this AD.
(ii) If the borescope inspection reveals evidence of damage or
wear, but the canister is not perforated, repair the canister in
accordance with paragraph 4.1.3(B) of the AOT within 450 flight
cycles after the borescope inspection.
(iii) If the borescope inspection reveals that the canister is
perforated, prior to further flight, either repair in accordance
with PMS 01-04-02 or replace the canister in accordance with the
AOT.
(b) As an alternative to the requirements of paragraph (a) of
this AD, operators may accomplish the following: Within 10 days
after the effective date of this AD, perform an inspection to
determine the torque value of the slat track stop pins at positions
4, 5, 10, and 11 (immediately inboard and outboard of the pylons),
in accordance with Airbus AOT 57-08, Revision 1, dated June 28,
1994.
(1) If the torque value of each of the slat track stop pins at
positions 4, 5, 10, and 11 is found to be is within the acceptable
range specified in the AOT, within 450 flight cycles, perform an
inspection to determine the torque value of the remainder of the
slat track stop pins on both wings, in accordance with the AOT.
(2) If any of the slat track stop pins at positions 4, 5, 10,
and 11 is found to be loose, prior to further flight, perform an
inspection to determine the torque value of the remainder of the
slat track stop pins on both wings, in accordance with the AOT.
(3) If any slat track stop pin is found to be loose during any
inspection required by this paragraph, or if there is excessive
axial movement (in excess of 0.3 mm or 0.118 inch), prior to further
flight, retorque the pin in accordance with the AOT.
(4) If any slat track stop pin is loose during any inspection
required by this paragraph, and requires more than five complete
turns of the pin to reach the required torque value, prior to
further flight, perform a borescope inspection to detect damage or
wear of the internal sides of the slat canisters, in accordance with
the AOT.
(i) If the borescope inspection reveals no signs of damage or
wear, no further action is required by this AD.
(ii) If the borescope inspection reveals evidence of damage or
wear, but the canister is not perforated, repair the canister in
accordance with paragraph 4.1.3(B) of the AOT within 450 flight
cycles after the borescope inspection.
(iii) If the borescope inspection reveals that the canister is
perforated, prior to further flight, either repair in accordance
with PMS 01-04-02, or replace the canister in accordance with the
AOT.
(c) An alternative method of compliance or adjustment of the
compliance time that provides an acceptable level of safety may be
used if approved by the Manager, Standardization Branch, ANM-113,
FAA, Transport Airplane Directorate. Operators shall submit their
requests through an appropriate FAA Principal Maintenance Inspector,
who may add comments and then send it to the Manager,
Standardization Branch, ANM-113.
Note 2: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Standardization Branch, ANM-113.
(d) Special flight permits may be issued in accordance with
sections 21.197 and 21.199 of the Federal Aviation Regulations (14
CFR 21.197 and 21.199) to operate the airplane to a location where
the requirements of this AD can be accomplished.
(e) The inspections, retorquing procedures, and replacement
actions shall be done in accordance with Airbus All Operators Telex
57-08, Revision 1, dated June 28, 1994. This incorporation by
reference was approved by the Director of the Federal Register in
accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be
obtained from Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707
Blagnac Cedex, France. Copies may be inspected at the FAA, Transport
Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or
at the Office of the Federal Register, 800 North Capitol Street,
NW., suite 700, Washington, DC.
(f) This amendment becomes effective on June 29, 1995.
Issued in Renton, Washington, on June 6, 1995.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 95-14315 Filed 6-13-95; 8:45 am]
BILLING CODE 4910-13-U
