[Federal Register Volume 72, Number 65 (Thursday, April 5, 2007)]
[Rules and Regulations]
[Pages 16703-16706]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: E7-6229]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2006-25965; Directorate Identifier 2006-NM-127-AD; 
Amendment 39-15013; AD 2007-07-08]
RIN 2120-AA64


Airworthiness Directives; Airbus Model A300 B2 and B4 Series 
Airplanes Equipped With General Electric CF6-50 Engines

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

ACTION: Final rule.

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SUMMARY: The FAA is superseding an existing airworthiness directive 
(AD), which applies to Airbus Model A300 B2 and B4 series airplanes 
equipped with General Electric CF6-50 engines. That AD currently 
requires deactivating both thrust reversers and revising the airplane 
flight manual (AFM) to require performance penalties during certain 
takeoff conditions to ensure that safe and appropriate performance is 
achieved for airplanes on which both thrust reversers have been 
deactivated. This new AD requires one-time inspections of the 
directional pilot valve (DPV), the rocker arm and associated hardware, 
and corrective actions if necessary; reactivation of both thrust 
reversers; and repetitive inspections of the DPV and the associated 
control mechanism of the thrust reversers for incorrect assembly or 
excessive wear, and corrective actions if necessary. Accomplishing all 
of the actions would allow the removal of the AFM limitations in the 
existing AD. This AD results from reports indicating that the DPV was 
assembled incorrectly; further investigation revealed excessive wear on 
certain correctly assembled DPVs and the associated control mechanism. 
We are issuing this AD to prevent uncommanded in-flight deployment of a 
thrust reverser, which could result in reduced controllability of the 
airplane.

DATES: This AD becomes effective May 10, 2007.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in the AD as of May 10, 2007.
    On May 6, 2002 (67 FR 21569, May 1, 2002), the Director of the 
Federal Register approved the incorporation by reference of Airbus All 
Operators Telex A300/78A0023, dated April 5, 2002.

ADDRESSES: You may examine the AD docket on the Internet at http://dms.dot.gov or in person at the Docket Management Facility, U.S. 
Department of Transportation, 400 Seventh Street, SW., Nassif Building, 
Room PL-401, Washington, DC.
    Contact Airbus, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, 
France, for service information identified in this AD.

FOR FURTHER INFORMATION CONTACT: Tom Stafford, Aerospace Engineer, 
International Branch, ANM-116, FAA, International Branch, Transport 
Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington, 98057-
3356; telephone (425) 227-1622; fax (425) 227-1149.

SUPPLEMENTARY INFORMATION:

Examining the Docket

    You may examine the airworthiness directive (AD) docket on the 
Internet at http://dms.dot.gov or in person at the Docket Management 
Facility office between 9 a.m. and 5 p.m., Monday through Friday, 
except Federal holidays. The Docket Management Facility office 
(telephone (800) 647-5227) is located on the plaza level of the Nassif 
Building at the street address stated in the ADDRESSES section.

Discussion

    The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 
CFR part 39 to include an AD that supersedes AD 2002-08-51, amendment 
39-12728 (67 FR 21569, May 1, 2002). The existing AD applies to Airbus 
Model A300 B2 and B4 series airplanes equipped with General Electric 
CF6-50 engines. That NPRM was published in the Federal Register on 
October 3, 2006 (71 FR 58318). That NPRM proposed to continue to 
require deactivating both thrust reversers and revising the airplane 
flight manual (AFM) to require performance penalties during certain 
takeoff conditions to ensure that safe

[[Page 16704]]

and appropriate performance is achieved for airplanes on which both 
thrust reversers have been deactivated. That NPRM also proposed to 
require one-time inspections of the directional pilot valve (DPV), the 
rocker arm and associated hardware, and corrective actions if 
necessary; reactivation of both thrust reversers; and repetitive 
inspections of the DPV and the associated control mechanism of the 
thrust reversers for incorrect assembly or excessive wear, and 
corrective actions if necessary.

Comments

    We provided the public the opportunity to participate in the 
development of this AD. We have considered the comments that have been 
received on the NPRM.

Request To Change Compliance Times

    TradeWinds Airlines asks that we add a grace period of 18 months to 
the compliance time specified in paragraph (h) of the NPRM. Paragraph 
(h) specifies doing the actions within 18 months after doing the 
actions in paragraph (g) of the NPRM. Paragraph (g) of the NPRM refers 
to service information dated May 29, 2002; therefore, operators may 
have done the actions more than 18 months ago.
    Airbus and ASTAR Air Cargo ask that we extend the 18-month 
compliance time specified in paragraph (h) of the NPRM, as follows:
    ASTAR asks that it be extended to 36 months after doing the actions 
required by paragraph (g) of the NPRM. ASTAR states that Airbus Service 
Bulletin A300-78-0025, Revision 01, dated February 16, 2005, is 
approved under the European Aviation Safety Agency (EASA) authority and 
states that if Airbus All Operators Telex (AOT) A300-78A0024, dated May 
29, 2002, is accomplished, the inspection is to be done every 36 months 
or 8,000 flight hours, whichever occurs first. ASTAR believes that if 
Airbus AOT A300-78A0024 is accomplished, it meets the initial 
inspection intent of Airbus Service Bulletin A300-78-0025, and a repeat 
interval of 8,000 flight hours is required, as stated in Direction 
G[eacute]n[eacute]rale de l'Aviation Civile (DGAC) French airworthiness 
directive F-2005-208, dated December 21, 2005 (which is a parallel AD 
for the specified actions). ASTAR notes that, since paragraph (g) of 
the NPRM requires accomplishing Airbus AOT 78A0024, the compliance time 
specified in paragraph (h) of the NPRM should be 8,000 flight hours. 
ASTAR adds that this change would align the NRPM with DGAC 
airworthiness directive F-2005-208 and European Aviation Safety Agency 
(EASA) approval of Airbus Service Bulletin A300-78-0025. ASTAR suggests 
that paragraph (h) of the NPRM be changed as follows: ``Within 36 
months after accomplishing paragraph (g) of this AD: Do a detailed 
inspection of the DPV and the associated control mechanism of the 
thrust reverser for incorrect assembly or excessive wear * * * .''
    Airbus states that the compliance time specified in paragraph (h) 
of the NPRM is not the same as the one provided in the referenced 
service bulletin and in French airworthiness directive F-2005-208. 
Airbus notes that the compliance time specifies: ``For a/c on which AOT 
78A0024 is not accomplished: perform ISB at the earliest opportunity 
without exceeding 18 months. Repeat inspection every 8000FH.'' And, 
``For a/c on which AOT 78A0024 is accomplished: repetitive inspection 
using ISB must not exceed 8000FH after initial inspection (iaw AOT), 
then every 8000FH.'' Airbus adds that, in French airworthiness 
directive F-2005-208, the initial inspection in accordance with Airbus 
Service Bulletin A300-78-0025 is mandated with 18 months only for 
aircraft on which AOT A300-78A0024 has not been accomplished. Airbus 
notes that, as long as the FAA AD mandates accomplishment of the AOT as 
initial inspection (paragraph (g) of this AD), it considers 
accomplishment of Airbus Service Bulletin A300-78-0025 within 18 months 
an additional constraint which was not originally recommended in Airbus 
Service Bulletin A300-78-0025 or French airworthiness directive F-2005-
208. Airbus concludes that, based on these comments, paragraph (h) 
should mandate Airbus Service Bulletin A300-78-0025 for repetitive 
inspections, with intervals not exceeding 8,000 flight hours after the 
initial inspection (in accordance with paragraph (g) of the NPRM).
    We agree to extend the compliance time specified in paragraph (h) 
of this AD to within 36 months after the effective date of this AD, or 
within 8,000 flight hours after accomplishing the actions required by 
paragraph (g) of this AD, whichever is first, for the reasons provided.

Request To Clarify Intent of AD

    ASTAR asks for clarification if the intent of the NPRM is not to 
allow operation of the aircraft with one thrust reverser inoperative by 
using Minimum Equipment List (MEL) relief nor special ferry flights if 
discrepancies are found during inspection. ASTAR notes that, as stated 
in paragraph (h) of the NPRM, the aircraft must have applicable 
corrective actions before further flight. ASTAR also notes that the 
Airbus service bulletin requires inspection of the DPV by an approved 
workshop, which in most cases means a serviceable DPV will need to be 
installed during each inspection.
    To clarify, the intent of this AD is to require the reactivation of 
both thrust reversers after certain actions required by this AD are 
accomplished. It is not our intent to prohibit use of the relief 
provided by the Master Minimum Equipment List (MMEL) in the case of one 
or more thrust reversers being inoperative. After reactivating the 
thrust reversers, an airplane may be operated with one or more thrust 
reversers inoperative in accordance with the MMEL. We have revised 
paragraph (h) of the AD to include this clarification.
    Concerning the use of special flight permits: On July 10, 2002, the 
FAA issued a new version of 14 CFR part 39 (67 FR 47997, July 22, 
2002), which governs the FAA's airworthiness directives system. The 
regulation now includes material that relates to special flight 
permits. Therefore, an AD will address special flight permits only if 
they are not allowed, or only allowed with specific limitations. It is 
not our intent to restrict the use of special flight permits, and this 
AD specifies no such restriction. We have not changed the AD in this 
regard.

Request To Incorporate/Publish Certain Information

    The Modification and Replacement Parts Association (MARPA) states 
that, frequently, airworthiness directives are based on service 
information originating with the type certificate holder or its 
suppliers. MARPA adds that manufacturer service documents are privately 
authored instruments generally having copyright protection against 
duplication and distribution. MARPA notes that when a service document 
is incorporated by reference into a public document, such as an 
airworthiness directive, it loses its private, protected status and 
becomes a public document. MARPA adds that if a service document is 
used as a mandatory element of compliance, it should not simply be 
referenced, but should be incorporated into the regulatory document. 
MARPA states that, by definition, public laws must be public, which 
means they cannot rely upon private writings, especially when the 
private writings originate in a foreign country. MARPA notes that since 
the interpretation of a document is a question of law and not fact, a 
service document not incorporated by reference

[[Page 16705]]

will not be considered in a legal finding of the meaning of an 
airworthiness directive. MARPA is concerned that the failure to 
incorporate essential service information could result in a court 
decision invalidating the airworthiness directive.
    MARPA adds that incorporated-by-reference service documents should 
be made available to the public by publication in the Docket Management 
System (DMS), keyed to the action that incorporates them. MARPA notes 
that the stated purpose of the incorporation by reference method is 
brevity, to keep from expanding the Federal Register needlessly by 
publishing documents already in the hands of the affected individuals; 
traditionally, ``affected individuals'' means aircraft owners and 
operators, who are generally provided service information by the 
manufacturer. MARPA adds that a new class of affected individuals has 
emerged, since the majority of aircraft maintenance is now performed by 
specialty shops instead of aircraft owners and operators. MARPA notes 
that this new class includes maintenance and repair organizations, 
component servicing and repair shops, parts purveyors and distributors, 
and organizations manufacturing or servicing alternatively certified 
parts under section 21.303 (``Replacement and modification parts'') of 
the Federal Aviation Regulations (14 CFR 21.303). MARPA adds that the 
distribution to owners may, when the owner is a financing or leasing 
institution, not actually reach the persons responsible for 
accomplishing the airworthiness directive. Therefore, MARPA asks that 
the service documents deemed essential to the accomplishment of the 
NPRM be incorporated by reference into the regulatory instrument, and 
published in the DMS.
    We understand MARPA's comment concerning incorporation by 
reference. The Office of the Federal Register (OFR) requires that 
documents that are necessary to accomplish the requirements of the AD 
be incorporated by reference during the final rule phase of rulemaking. 
This final rule incorporates by reference the documents necessary for 
the accomplishment of the requirements mandated by this AD. Further, we 
point out that while documents that are incorporated by reference do 
become public information, they do not lose their copyright protection. 
For that reason, we advise the public to contact the manufacturer to 
obtain copies of the referenced service information.
    In regard to MARPA's request to post service bulletins on the 
Department of Transportation's DMS, we are currently in the process of 
reviewing issues surrounding the posting of service bulletins on the 
DMS as part of an AD docket. Once we have thoroughly examined all 
aspects of this issue and have made a final determination, we will 
consider whether our current practice needs to be revised. We have not 
changed the AD in this regard.

Explanation of Change to Applicability

    We have revised the applicability of the existing AD to identify 
model designations as published in the most recent type certificate 
data sheet for the affected models.

Conclusion

    We have carefully reviewed the available data, including the 
comments that have been received, and determined that air safety and 
the public interest require adopting the AD with the changes described 
previously. These changes will neither increase the economic burden on 
any operator nor increase the scope of the AD.

Costs of Compliance

    This AD affects about 30 airplanes of U.S. registry.
    The actions that are required by AD 2002-08-51 and retained in this 
AD take about 3 work hours per airplane, at an average labor rate of 
$80 per work hour. Based on these figures, the estimated cost of the 
currently required actions is $7,200, or $240 per airplane.
    The new inspection and reactivation procedures specified in Airbus 
AOT A300-78A0024 take about 9 work hours per airplane, at an average 
labor rate of $80 per work hour. Based on these figures, the estimated 
cost of the new inspection and reactivation specified in this AD for 
U.S. operators is $21,600, or $720 per airplane.
    The new inspections specified in Airbus Service Bulletin A300-78-
0025 take about 7 work hours per airplane, at an average labor rate of 
$80 per work hour. Based on these figures, the estimated cost of the 
new inspections specified in this AD for U.S. operators is $16,800, or 
$560 per airplane, per inspection cycle.

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 have 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 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. See the ADDRESSES 
section for a location to examine the regulatory evaluation.

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 Federal Aviation Administration (FAA) amends Sec.  39.13 by 
removing amendment 39-12728 (67 FR 21569, May 1, 2002) and by adding 
the following new airworthiness directive (AD):


[[Page 16706]]


2007-07-08 AIRBUS: Amendment 39-15013. Docket No. FAA-2006-25965; 
Directorate Identifier 2006-NM-127-AD.

Effective Date

    (a) This AD becomes effective May 10, 2007.

Affected ADs

    (b) This AD supersedes AD 2002-08-51.

Applicability

    (c) This AD applies to Airbus Model A300 B-2 and B-4 series 
airplanes, certificated in any category, equipped with General 
Electric CF6-50 engines.

Unsafe Condition

    (d) This AD results from reports indicating that the directional 
pilot valve (DPV) was assembled incorrectly; further investigation 
revealed excessive wear on certain correctly assembled DPVs and the 
associated control mechanism. We are issuing this AD to prevent 
uncommanded in-flight deployment of a thrust reverser, which could 
result in reduced controllability of the airplane.

Compliance

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

Restatement of Requirements of AD 2002-08-51:

Thrust Reverser Deactivation and Airplane Flight Manual (AFM) Revision

    (f) Within 72 clock hours after May 6, 2002 (the effective date 
of AD 2002-08-51), accomplish paragraphs (f)(1) and (f)(2) of this 
AD.
    (1) Deactivate both thrust reversers according to Airbus All 
Operators Telex A300/78A0023, dated April 5, 2002.
    (2) Revise the Limitations Section of the AFM to include the 
following (this may be accomplished by inserting a copy of this AD 
into the AFM):
    ``When the runway is wet or contaminated, reduce by five percent 
the corrected acceleration-stop distance resulting from the airplane 
flight manual takeoff performance analysis.
    (Note: This supersedes any relief provided by the Master Minimum 
Equipment List (MMEL).)''

New Requirements of This AD:

Inspections and Corrective Actions

    (g) Within 6 months after the effective date of this AD: Do the 
actions specified in paragraphs (g)(1), (g)(2), and (g)(3) of this 
AD in consecutive order, in accordance with the procedures specified 
in Airbus All Operators Telex (AOT) A300-78A0024, dated May 29, 
2002, which ends the requirements in paragraph (f) of this AD.
    (1) Do a detailed inspection of the DPV on each thrust reverser 
for incorrect assembly, incorrect diameter, or excessive wear, by 
doing all the applicable actions, including all applicable 
corrective actions. All applicable corrective actions must be done 
before further flight.
    (2) Do a detailed inspection of the rocker arm of the DPV for 
excessive wear by doing all the applicable actions, including all 
applicable corrective actions. All applicable corrective actions 
must be done before further flight.
    (3) Reactivate both thrust reversers and do a one-time 
operational test before further flight.

    Note 1: Airbus AOT A300-78A0024, dated May 29, 2002, refers to 
Middle River Aircraft Systems CF6-50 Alert Service Bulletin 78A3040, 
Revision 2, dated June 18, 2004 (including Honeywell Service 
Bulletin 121332-78-1620, Revision 2, dated June 18, 2004), as an 
additional source of service information for accomplishing the 
inspections.


    Note 2: 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 
mirror, magnifying lenses, etc., may be necessary. Surface cleaning 
and elaborate procedures may be required.''

Repetitive Inspections/Corrective Actions

    (h) Within 36 months after the effective date of this AD, or 
within 8,000 flight hours after accomplishing the actions required 
by paragraph (g) of this AD, whichever is first: Do a detailed 
inspection of the DPV and the associated control mechanism of the 
thrust reverser for incorrect assembly or excessive wear, by doing 
all the applicable actions, including all applicable corrective 
actions, in accordance with Airbus Service Bulletin A300-78-0025, 
Revision 01, excluding Appendix 01, dated February 16, 2005. All 
applicable corrective actions must be done before further flight; 
however, the affected thrust reverser may be deactivated and the 
airplane operated in accordance with the limitations of the MMEL for 
operations with one or more thrust reversers inoperative. Repeat the 
inspection thereafter at intervals not to exceed 8,000 flight hours.

    Note 3: Airbus Service Bulletin A300-78-0025, Revision 01, dated 
February 16, 2005, refers to Middle River Aircraft Systems Component 
Maintenance Manual 78-31-06, Revision 10, dated May 31, 2005, as an 
additional source of service information for replacing defective 
components.

Actions Accomplished Previously

    (i) Inspections and corrective actions done before the effective 
date of this AD in accordance with Airbus Service Bulletin A300-78-
0025, dated July 21, 2004, are acceptable for compliance with the 
corresponding requirements of paragraph (h) of this AD.

Alternative Methods of Compliance (AMOCs)

    (j)(1) The Manager, International Branch, ANM-116, Transport 
Airplane Directorate, FAA, has the authority to approve AMOCs for 
this AD, if requested in accordance with the procedures found in 14 
CFR 39.19.
    (2) AMOCs approved previously in accordance with AD 2002-08-51, 
are not approved as AMOCs with this AD.
    (3) Before using any AMOC approved in accordance with Sec.  
39.19 on any airplane to which the AMOC applies, notify the 
appropriate principal inspector in the FAA Flight Standards 
Certificate Holding District Office.

Related Information

    (k) French airworthiness directives 2002-293(B), dated June 12, 
2002, and F-2005-208, dated December 21, 2005, also address the 
subject of this AD.

Material Incorporated by Reference

    (l) You must use Airbus All Operators Telex A300-78A0024, dated 
May 29, 2002; Airbus Service Bulletin A300-78-0025, Revision 01, 
excluding Appendix 01, dated February 16, 2005; and Airbus All 
Operators Telex A300/78A0023, dated April 5, 2002; as applicable, to 
perform the actions that are required by this AD, unless the AD 
specifies otherwise.
    (1) The Director of the Federal Register approved the 
incorporation by reference of Airbus All Operators Telex A300-
78A0024, dated May 29, 2002; and Airbus Service Bulletin A300-78-
0025, Revision 01, excluding Appendix 01, dated February 16, 2005; 
in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. (The document 
number and date of Airbus All Operators Telex A300-78A0024, are 
indicated only on the first page; no other page of the document 
contains this information.)
    (2) On May 6, 2002 (67 FR 21569, May 1, 2002), the Director of 
the Federal Register approved the incorporation by reference of 
Airbus All Operators Telex A300/78A0023, dated April 5, 2002.
    (3) Contact Airbus, 1 Rond Point Maurice Bellonte, 31707 Blagnac 
Cedex, France, for a copy of this service information. You may 
review copies at the FAA, Transport Airplane Directorate, 1601 Lind 
Avenue, SW., Renton, Washington; or 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 March 26, 2007.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. E7-6229 Filed 4-4-07; 8:45 am]
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