Report of inspections Required by Airworthiness Directives, Part 39

[Federal Register: April 14, 2010 (Volume 75, Number 71)]
[Rules and Regulations]
[Page 19207-19209]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr14ap10-7]
––––––––––––––––––––––––––––––––––
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2010-0282; Directorate Identifier 2009-NM-140-AD; Amendment 39-16262;
AD 2010-08-07]
RIN 2120-AA64
Airworthiness Directives; Airbus Model 340-500 and -600 Series Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of Transportation (DOT).
ACTION: Final rule; request for comments.
––––––––––––––––––––––––––––––––––
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:
Following successive ECAM [electronic centralized aircraft monitoring] warnings
during the approach phase, just after the landing gear extension sequence and an
uneventful landing, the maintenance inspection on an Airbus A340 has revealed a
hydraulic leak that was caused by the failure of the Yellow high pressure (HP)
hydraulic pipe supplying the back-up Nose Wheel Steering (NWS) which runs along
the lower part of the avionic bay from frame 17 to frame 20.
This leak resulted in the loss of the Yellow hydraulic system and contamination of the
avionics bay with sprayed hydraulic fluid.
This condition, if not detected and corrected, could result in an ingestion of hydraulic
fluid in the electrical connectors, which could generate an arcing phenomenon and, if
sufficient energy is provided by the arcing, lead to an ignition source, which would be
an unsafe condition.
*
*
*
*
*
This AD requires actions that are intended to address the unsafe condition described in the MCAI.

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DATES: This AD becomes effective April 29, 2010.
The Director of the Federal Register approved the incorporation by reference of a certain
publication listed in the AD as of April 29, 2010.
We must receive comments on this AD by June 1, 2010.
ADDRESSES: You may send comments by any of the following methods:
• Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for
submitting comments.
• Fax: (202) 493-2251.
• Mail: U.S. Department of Transportation, Docket Operations, M-30, West Building Ground
Floor, Room W12-140, 1200 New Jersey Avenue, SE., Washington, DC 20590.
• Hand Delivery: U.S. Department of Transportation, Docket Operations, M-30, West Building
Ground Floor, Room W12-40, 1200 New Jersey Avenue, SE., Washington, DC, between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
Examining the AD Docket
You may examine the AD docket on the Internet at http://www.regulations.gov; or in person at
the Docket Operations office between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains this AD, the regulatory evaluation, any comments received, and
other information. The street address for the Docket Operations office (telephone (800) 647-5527) is
in the ADDRESSES section. Comments will be available in the AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT: Vladimir Ulyanov, Aerospace Engineer,
International Branch, ANM-116, Transport Airplane Directorate, FAA, 1601 Lind Avenue, SW.,
Renton, Washington 98057-3356; telephone (425) 227-1138; fax (425) 227-1149.
SUPPLEMENTARY INFORMATION:
Discussion
The European Aviation Safety Agency (EASA), which is the Technical Agent for the Member
States of the European Community, has issued EASA Airworthiness Directive 2009-0130, dated June
23, 2009 (referred to after this as ''the MCAI''), to correct an unsafe condition for the specified
products. The MCAI states:
Following successive ECAM [electronic centralized aircraft monitoring] warnings
during the approach phase, just after the landing gear extension sequence and an
uneventful landing, the maintenance inspection on an Airbus A340 has revealed a
hydraulic leak that was caused by the failure of the Yellow high pressure (HP)
hydraulic pipe supplying the back-up Nose Wheel Steering (NWS) which runs along
the lower part of the avionic bay from frame 17 to frame 20.
This leak resulted in the loss of the Yellow hydraulic system and contamination of the
avionics bay with sprayed hydraulic fluid.
This condition, if not detected and corrected, could result in an ingestion of hydraulic
fluid in the electrical connectors, which could generate an arcing phenomenon and, if
sufficient energy is provided by the arcing, lead to an ignition source, which would be
an unsafe condition.

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This AD requires the repetitive [detailed] inspection [for damage (e.g., chafing)] of the
Yellow HP hydraulic line from frame 17 to the elbow connection near frame 20, the
application of the associated corrective actions, as necessary, and the repetitive
performance of a bleeding of the NWS system to verify the correct installation and
condition of the HP hydraulic line.
Required actions also include a detailed inspection for missing or damaged P-clamps including their
grommets. Corrective actions include replacing damaged or missing P-clamp grommets and replacing
P-clamps. If any P-clamp grommet is found missing or damaged, inspecting the hydraulic pipe under
damaged P-clamps for chafing is required. You may obtain further information by examining the
MCAI in the AD docket.
Relevant Service Information
Airbus has issued All Operators Telex A340-29A5014, dated October 14, 2008. The actions
described in this service information are intended to correct the unsafe condition identified in the
MCAI.
FAA's Determination and Requirements of This AD
This product has been approved by the aviation authority of another country, and is approved for
operation in the United States. Pursuant to our bilateral agreement with the State of Design Authority,
we have been notified of the unsafe condition described in the MCAI and service information
referenced above. We are issuing this AD because we evaluated all pertinent information and
determined the unsafe condition exists and is likely to exist or develop on other products of the same
type design.
There are no products of this type currently registered in the United States. However, this rule is
necessary to ensure that the described unsafe condition is addressed if any of these products are
placed on the U.S. Register in the future.
Differences Between the 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 FAA policies. Any such differences are highlighted in a NOTE within the AD.
FAA's Determination of the Effective Date
Since there are currently no domestic operators of this product, notice and opportunity for public
comment before issuing this AD are unnecessary.
Comments Invited
This AD is a final rule that involves requirements affecting flight safety, and we did not precede
it by notice and opportunity for public comment. We invite you to send any written relevant data,
views, or arguments about this AD. Send your comments to an address listed under the ADDRESSES
section. Include ''Docket No. FAA-2010-0282; Directorate Identifier 2009-NM-140-AD'' at the
beginning of your comments. We specifically invite comments on the overall regulatory, economic,
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environmental, and energy aspects of this AD. We will consider all comments received by the closing
date and may amend this AD because of those comments.
We will post all comments we receive, without change, to http://www.regulations.gov, including
any personal information you provide. We will also post a report summarizing each substantive
verbal contact we receive about this AD.
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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
Accordingly, under the authority delegated to me by the Administrator, the FAA amends 14 CFR part
39 as follows:
PART 39–AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13 [Amended]
2. The FAA amends § 39.13 by adding the following new AD:
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AIRWORTHINESS DIRECTIVE
FAA
Aviation Safety

www.faa.gov/aircraft/safety/alerts/
www.gpoaccess.gov/fr/advanced.html

2010-08-07 Airbus: Amendment 39-16262. Docket No. FAA-2010-0282; Directorate Identifier
2009-NM-140-AD.
Effective Date
(a) This airworthiness directive (AD) becomes effective April 29, 2010.
Affected ADs
(b) None.
Applicability
(c) This AD applies to all Airbus Model A340-541 and -642 airplanes, certificated in any
category, all manufacturer serial numbers.
Subject
(d) Air Transport Association (ATA) of America Code 29: Hydraulic power.
Reason
(e) The mandatory continued airworthiness information (MCAI) states:
Following successive ECAM [electronic centralized aircraft monitoring] warnings
during the approach phase, just after the landing gear extension sequence and an
uneventful landing, the maintenance inspection on an Airbus A340 has revealed an
hydraulic leak that was caused by the failure of the Yellow high pressure (HP)
hydraulic pipe supplying the back-up Nose Wheel Steering (NWS) which runs along
the lower part of the avionic bay from frame 17 to frame 20.
This leak resulted in the loss of the Yellow hydraulic system and contamination of the
avionics bay with sprayed hydraulic fluid.
This condition, if not detected and corrected, could result in an ingestion of hydraulic
fluid in the electrical connectors, which could generate an arcing phenomenon and, if
sufficient energy is provided by the arcing, lead to an ignition source, which would be
an unsafe condition.
This AD requires the repetitive [detailed] inspection [for damage (e.g., chafing)] of the
Yellow HP hydraulic line from frame 17 to the elbow connection near frame 20, the
application of the associated corrective actions, as necessary, and the repetitive
performance of a bleeding of the NWS system to verify the correct installation and
condition of the HP hydraulic line.

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Required actions also include a detailed inspection for missing or damaged P-clamps including their
grommets. Corrective actions include replacing damaged or missing P-clamp grommets and replacing
P-clamps. If any P-clamp grommet is found missing or damaged, inspecting the hydraulic pipe under
damaged P-clamps for chafing is required.
Actions and Compliance
(f) Unless already done, do the following actions.
(1) At the applicable time specified in paragraph (f)(1)(i) or (f)(1)(ii) of this AD: Perform a
detailed inspection for missing or damaged P-clamps, including their grommets, in accordance with
the instructions of Airbus All Operators Telex A340-29A5014, dated October 14, 2008.
(i) If the airplane has accumulated 1,000 total flight cycles or more as of the effective date of this
AD: Within 100 flight cycles after the effective date of this AD.
(ii) If the airplane has accumulated fewer than 1,000 total flight cycles as of the effective date of
this AD: Within 250 flight cycles after the effective date of this AD.
(2) If any P-clamp grommet is found missing or damaged during the inspection required by
paragraph (f)(1) of this AD: Perform a detailed inspection of the hydraulic pipe under the damaged Pclamp for signs of damage (including bulging and chafing) in accordance with the instructions of
Airbus All Operators Telex A340-29A5014, dated October 14, 2008. If the damage exceeds the
applicable tolerance specified in paragraph (f)(2)(i) and (f)(2)(ii) of this AD, repair before further
flight in accordance with Airbus All Operators Telex A340-29A5014, dated October 14, 2008.
Note 1: Guidance on repairing damage to the hydraulic pipe under the damaged P-clamp as
specified in paragraph (f)(2) of this AD is in AMM Task 20-23-11 of the Airbus A340-600 Aircraft
Maintenance Manual.
(i) For sharp-bottomed damage: 0.033 mm (0.001 inch) maximum depth.
(ii) For round-bottomed damage: 0.066 mm (0.003 inch) maximum depth.
(3) If any P-clamp or grommet is found missing or damaged during the inspection required by
paragraph (f)(1) of this AD, before further flight, replace the P-clamp, in accordance with the
instructions of Airbus All Operators Telex A340-29A5014, dated October 14, 2008.
(4) At the applicable time specified in paragraph (f)(4)(i) or (f)(4)(ii) of this AD: Perform a
detailed inspection to detect damage (including bulging and chafing) of the yellow high pressure
hydraulic line from frame 17 to the elbow connection near frame 20, in accordance with the
instructions of Airbus All Operators Telex A340-29A5014, dated October 14, 2008. If any damage is
detected, before further flight, repair the pipeline in accordance with the instructions of Airbus All
Operators Telex A340-29A5014, dated October 14, 2008.
Note 2: Guidance on repairing damage to the hydraulic pipe under the damaged P-clamp as
specified in paragraph (f)(2) of this AD is in Task 20-23-11 of the Airbus A340-600 Aircraft
Maintenance Manual.
(i) If the airplane has accumulated 1,000 total flight cycles or more as of the effective date of this
AD: Within 100 flight cycles after the effective date of this AD.
(ii) If the airplane has accumulated fewer than 1,000 total flight cycles as of the effective date of
this AD: Within 250 flight cycles after the effective date of this AD.
(5) At the same time as accomplishing the actions required by paragraphs (f)(1) and (f)(4) of this
AD: Perform a bleeding of the nose wheel steering system, in accordance with the instructions of
Airbus All Operators Telex A340-29A5014, dated October 14, 2008.
(6) Repeat the inspection required by paragraphs (f)(1) and (f)(4) of this AD and the bleeding of
the nose wheel steering system required by paragraph (f)(5) of this AD at intervals not to exceed 500
flight cycles.
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(7) At the applicable time in paragraph (f)(7)(i) or (f)(7)(ii) of this AD, submit a report of the
findings (both positive and negative) of the inspections required by paragraphs (f)(1) and (f)(4) of this
AD to Airbus Customer Services, Engineering and Technical Support, ATTN: Mr. C. DUPHIL,
SEEL4, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France; telephone: +33/(0)5 61 93 40
05; fax: +33/(0)5 61 67 19 12 05; e-mail: [email protected].
(i) If the inspection was done on or after the effective date of this AD: Submit the report within
30 days after the inspection.
(ii) If the inspection was done before the effective date of this AD: Submit the report within 30
days after the effective date of this AD.
FAA AD Differences
Note 3: This AD differs from the MCAI and/or service information as follows: Although the
MCAI does not tell you to submit information to Airbus, paragraph (f)(7) of this AD specifies that
such submittal is required.
Other FAA AD Provisions
(g) The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager, International Branch, ANM116, 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: Vladimir
Ulyanov, Aerospace Engineer, International Branch, ANM-116, Transport Airplane Directorate,
FAA, 1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425) 227-1138; 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
(h) Refer to MCAI European Aviation Safety Agency (EASA) Airworthiness Directive 20090130, dated June 23, 2009; and Airbus All Operators Telex A340-29A5014, dated October 14, 2008;
for related information.
Material Incorporated by Reference
(i) You must use Airbus All Operators Telex A340-29A5014, dated October 14, 2008, to do the
actions required by this AD, unless the AD specifies otherwise. (The issue date of Airbus All
Operators Telex A340-29A5014 is indicated only on the first page of the document.)
(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–Airworthiness Office–
EAL, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96;
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fax +33 5 61 93 45 80; 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.
Issued in Renton, Washington, on April 1, 2010.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.

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