AD 2005-24-06

[Federal Register Volume 70, Number 225 (Wednesday, November 23, 2005)]
[Rules and Regulations]
[Pages 70715-70718]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 05-23154]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2005-23087; Directorate Identifier 2005-NM-225-AD; 
Amendment 39-14386; AD 2005-24-06]
RIN 2120-AA64


Airworthiness Directives; Airbus Model A318-100, A319-100, A320-
200, A321-100, and A321-200 Series Airplanes, and Model A320-111 
Airplanes

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

ACTION: Final rule; request for comments.

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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for all 
Airbus Model A318-100, A319-100, A320-200, A321-100, and A321-200 
series airplanes, and Model A320-111 airplanes. This AD requires an 
inspection to determine whether certain braking and steering control 
units (BSCUs) are installed or have ever been installed. For airplanes 
on which certain BSCUs are installed or have ever been installed, this 
AD requires an inspection of the nose landing gear (NLG) upper support 
and corrective action if necessary, and a check of the NLG strut 
inflation pressure and an adjustment if necessary. For some of these 
airplanes, this AD also requires a revision to the aircraft flight 
manual to incorporate an operating procedure to recover normal steering 
in the event of a steering failure. This AD results from a report of an 
incident where an airplane landed with the NLG turned 90 degrees from 
centerline. We are issuing this AD to prevent landings with the NLG 
turned 90 degrees from centerline, which could result in reduced 
controllability of the airplane.

DATES: This AD becomes effective November 30, 2005.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in the AD as of November 30, 
2005.

[[Page 70716]]

    We must receive comments on this AD by January 23, 2006.

ADDRESSES: Use one of the following addresses to submit comments on 
this AD.
    <bullet> DOT Docket Web site: Go to <a href="http://dms.dot.gov">http://dms.dot.gov</a> and follow 
the instructions for sending your comments electronically.
    <bullet> Government-wide rulemaking Web site: Go to <a href="http://www.regulations.gov">http://www.regulations.gov</a> and follow the instructions for sending your 
comments electronically.
    <bullet> Mail: Docket Management Facility; U.S. Department of 
Transportation, 400 Seventh Street, SW., Nassif Building, room PL-401, 
Washington, DC 20590.
    <bullet> Fax: (202) 493-2251.
    <bullet> Hand Delivery: Room PL-401 on the plaza level of the 
Nassif Building, 400 Seventh Street, SW., Washington, DC, between 9 
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
    Contact Airbus, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, 
France, for service information identified in this AD.

FOR FURTHER INFORMATION CONTACT: Tim Dulin, Aerospace Engineer, 
International Branch, ANM-116, FAA, Transport Airplane Directorate, 
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425) 
227-2141; fax (425) 227-1149.

SUPPLEMENTARY INFORMATION: 

Discussion

    We have received a report that an Airbus Model A320 series airplane 
landed with the nose landing gear (NLG) turned 90 degrees from 
centerline. The airplane landed safely with no reported injuries, but 
the NLG tires were quickly deflated and torn apart, and both wheels 
were worn up to the wheel axle. A boroscopic inspection of the NLG 
shock absorber upper attachment area was carried out and indicated that 
the upper support was damaged, which was confirmed after the NLG was 
torn down. Two diagonally opposite lugs were found sheared-off and one 
additional lug found cracked.
    The cause of the NLG turning 90 degrees has been determined to be a 
combination of two failures: a failure of the upper support lugs, which 
prevented the centering cams from keeping the NLG in the center 
position when the shock absorber was extended and the steering system 
was depressurized; and a failure of the braking and steering control 
unit (BSCU), which prevented the normal steering system from re-
centering the NLG. The NLG upper support lugs failed due to cyclic 
loading of the anti-rotation device by a new pre-land steering check 
introduced with the BSCU standard enhanced manufacturing and 
maintainability (EMM) software logic, combined with high shock absorber 
pressure. The BSCU EMM failed due to the time it takes for the steering 
system to re-center the NLG on airplanes equipped with a steering 
system powered by the green hydraulic system. Airplanes with the 
steering system supplied by the yellow hydraulic system are capable of 
re-centering the nose landing gear even with broken upper support lugs.

Relevant Service Information

    Airbus has issued Technical Note 957.1901/05, dated October 18, 
2005, which describes procedures for performing a boroscope inspection 
of the NLG upper support (backplate) to detect ruptured anti-rotation 
lugs and repair if necessary.
    Airbus has issued A318/A319/A320/A321 aircraft maintenance manual 
(AMM) Temporary Revision (TR) 12-001, dated November 13, 2005. The TR 
revises the data for Airbus A318/A319/A320/A321 AMM, Chapter 12, 
Subject 12-14-32, Revision 52, dated August 1, 2005, which describes 
procedures for checking the NLG strut inflation pressure and adjusting 
as applicable.

U.S. Type Certification of the Airplane

    These airplane models are manufactured in France and are type-
certificated for operation in the United States under the provisions of 
section 21.29 of the Federal Aviation Regulations (14 CFR 21.29) and 
the applicable bilateral airworthiness agreement.

FAA's Determination and Requirements of This AD

    We are issuing this AD to prevent landings with the NLG turned 90 
degrees from centerline, which could result in reduced controllability 
of the airplane. This AD requires an inspection to determine whether 
certain BSCUs are installed or have ever been installed. For airplanes 
on which certain BSCUs are installed or have ever been installed, this 
AD requires a check of the NLG strut inflation pressure and an 
adjustment if necessary; and a boroscope inspection of the NLG upper 
support (backplate) to detect ruptured anti-rotation lugs, and 
corrective action if necessary. We consider a boroscope inspection 
necessary because it is the most effective means to detect a ruptured 
anti-rotation lug. The corrective action includes replacing the NLG 
with a serviceable NLG if the lugs are completely ruptured or 
contacting the FAA to determine whether replacement or continuing 
inspection is necessary if any other damage is found.
    For some of these airplanes on which certain BSCUs are installed or 
have ever been installed, this AD also requires a revision to the 
aircraft flight manual to incorporate an operating procedure to recover 
normal steering in event of a steering failure (i.e. when a ``L/G SHOCK 
ABSORBER FAULT'' electronic centralized aircraft monitoring (ECAM) 
caution is triggered at any time in flight and the ``WHEEL N/W STRG 
FAULT'' or ``WHEEL N.W. STEER FAULT'' ECAM cautions appear after 
landing gear extension).
    We have worked in conjunction with the European Aviation Safety 
Authority (EASA) (which is the airworthiness authority for the European 
Union (EU) Member States) and the Direction G[eacute]n[eacute]rale de 
l'Aviation Civile (DGAC) (which is the airworthiness authority for 
France) to develop appropriate actions that will address the identified 
unsafe condition. We have been advised that EASA and the DGAC are 
considering issuing airworthiness directives with requirements similar 
to the requirements of this AD.
    Further, although this AD requires a one-time boroscope inspection, 
EASA and the DGAC have indicated that they do not plan to require the 
one-time boroscope inspection in their initial airworthiness directive. 
Rather, they have indicated that they plan to include the boroscope 
inspection with a longer compliance time in a follow-on airworthiness 
directive. EASA and the DGAC are aware of this difference, as well as 
the possibility that this AD may be issued earlier than their 
airworthiness directives on this subject.

Interim Action

    We consider this AD interim action. The investigation into why the 
nose wheels were turned 90 degrees from the runway centerline is 
ongoing. Once we have received any further results of the 
investigation, we may consider additional rulemaking.

FAA's Determination of the Effective Date

    An unsafe condition exists that requires the immediate adoption of 
this AD; therefore, providing notice and opportunity for public comment 
before the AD is issued is impracticable, and good cause exists to make 
this AD effective in less than 30 days.

Comments Invited

    This AD is a final rule that involves requirements that affect 
flight safety and was not preceded by notice and an opportunity for 
public comment;

[[Page 70717]]

however, we invite you to submit any relevant written data, views, or 
arguments regarding this AD. Send your comments to an address listed in 
the ADDRESSES section. Include ``Docket No. FAA-2005-23087; Directorate 
Identifier 2005-NM-225-AD'' at the beginning of your comments. We 
specifically invite comments on the overall regulatory, economic, 
environmental, and energy aspects of the AD that might suggest a need 
to modify it.
    We will post all comments we receive, without change, to <a href="http://dms.dot.gov">http://dms.dot.gov</a>, including any personal information you provide. We will 
also post a report summarizing each substantive verbal contact with FAA 
personnel concerning this AD. Using the search function of that Web 
site, anyone can find and read the comments in any of our dockets, 
including the name of the individual who sent the comment (or signed 
the comment on behalf of an association, business, labor union, etc.). 
You may review the DOT's complete Privacy Act Statement in the Federal 
Register published on April 11, 2000 (65 FR 19477-78), or you may visit 
<a href="http://dms.dot.gov">http://dms.dot.gov</a>.

Examining the Docket

    You may examine the AD docket on the Internet at <a href="http://dms.dot.gov">http://dms.dot.gov</a>, 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 DOT 
street address stated in the ADDRESSES section. Comments will be 
available in the AD docket shortly after the Docket Management System 
receives them.

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 the regulation:
    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. 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 
adding the following new airworthiness directive (AD):

2005-24-06 Airbus: Amendment 39-14386. Docket No. FAA-2005-23087; 
Directorate Identifier 2005-NM-225-AD.

Effective Date

    (a) This AD becomes effective November 30, 2005.

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to all Airbus Model A318-111 and -112 
airplanes; Model A319-111, -112, -113, -114, -115, -131, -132, and -
133 airplanes; Model A320-111, -211, -212, -214, -231, -232, and -
233 airplanes; and Model A321-111, -112, -131, -211, and -231 
airplanes; certificated in any category.

Unsafe Condition

    (d) This AD results from a report of an incident where an 
airplane landed with the nose landing gear (NLG) turned 90 degrees 
from centerline. We are issuing this AD to prevent landings with the 
NLG turned 90 degrees from centerline, 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.

Records Review

    (f) Within 5 days after the effective date of this AD, perform a 
records review to determine whether the airplane is equipped with or 
has ever been equipped with a braking and steering control unit 
(BSCU) part number (P/N) E21327001 (standard L4.1, Airbus 
Modification 26965) or P/N E21327003 (standard L4.5, Airbus 
Modification 33376).
    (g) For airplanes on which a records review required by 
paragraph (f) of this AD conclusively determines that the airplane 
is not and never has been equipped with BSCU P/N E21327001 or P/N 
E21327003, no further action is required by this AD.

Airplane Flight Manual (AFM) Revision, Inspection, and Corrective 
Action

    (h) For airplanes that are not specified in paragraph (g) of 
this AD and which do not have Airbus Modification 31152 incorporated 
in production (i.e. applicable only to aircraft with steering 
powered by the green hydraulic system): Within 10 days after the 
effective date of this AD, revise the Limitation Section of the 
Airbus A318/319/320/321 Aircraft Flight Manual (AFM) to include the 
following information. This may be done by inserting a copy of this 
AD into the AFM:

The ECAM message, in case of a nose wheel steering failure, will be 
worded as follows:

--``WHEEL N/W STRG FAULT'' for aircraft with the FWC E3 and 
subsequent standards
--``WHEEL N.W. STEER FAULT'' for aircraft with the FWC E2 Standard.
    <bullet> If the L/G SHOCK ABSORBER FAULT ECAM caution is 
triggered at any time in flight, and the WHEEL N/W STRG FAULT ECAM 
caution is triggered after the landing gear extension:
    <bullet> When all landing gear doors are indicated closed on 
ECAM WHEEL page, reset the BSCU:

--A/SKID&N/W STRG--OFF THEN ON

    [ssbox] If the WHEEL N/W STRG FAULT ECAM caution is no longer 
displayed, this indicates a successful nose wheel re-centering and 
steering recovery.

--Rearm the AUTO BRAKE, if necessary.

    <bullet> If the WHEEL N/W STRG FAULT ECAM caution remains 
displayed, this indicates that the nose wheel steering remains lost, 
and that the nose wheels are not centered.

--During landing, delay nose wheel touchdown for as long as 
possible.
--Refer to the ECAM STATUS.


[[Page 70718]]


    <bullet> If the WHEEL N/W STRG FAULT ECAM caution appears, 
without the L/G SHOCK ABSORBER FAULT ECAM caution:

--No specific crew action is requested by the WHEEL N/W STRG FAULT 
ECAM caution procedure.
--Refer to the ECAM STATUS.

    Note 1: When a statement identical to that in paragraph (h) of 
this AD has been included in the general revisions of the AFM, the 
general revisions may be inserted into the AFM, and the copy of this 
AD may be removed from the AFM.

    (i) For airplanes that are not specified in paragraph (g) of 
this AD: At the times specified in paragraphs (i)(1) and (i)(2) of 
this AD, perform a boroscope inspection of the NLG upper support 
(backplate) to detect ruptured (completely broken) anti-rotation 
lugs, in accordance with Airbus Technical Note 957.1901/05, dated 
October 18, 2005; and check the NLG strut inflation pressure and 
adjust as applicable before further flight, according to a method 
approved by either the Manager, International Branch, ANM-116, 
Transport Airplane Directorate, FAA; or the Direction Generale de 
l'Aviation Civile (DGAC) (or its delegated agent). Chapter 12, 
Subject 12-14-32 of the Airbus A318/A319/A320/A321 Aircraft 
Maintenance Manual (AMM), as revised by Airbus A318/A319/A320/A321 
AMM Temporary Revision (TR) 12-001, dated November 13, 2005, is one 
approved method.
    (1) Within 100 flight cycles following an electronic centralized 
aircraft monitoring (ECAM) caution ``L/G SHOCK ABSORBER FAULT'' 
associated with at least one of the centralized fault display system 
(CFDS) messages listed in paragraphs (i)(1)(i), (i)(1)(ii), and 
(i)(1)(iii) of this AD.
    (i) ``N L/G EXT PROX SNSR 24GA TGT POS.''
    (ii) ``N L/G EXT PROX SNSR 25GA TGT POS.''
    (iii) ``N L/G SHOCK ABSORBER FAULT 2526GM.''
    (2) Within 90 days after the effective date of this AD unless 
accomplished previously in accordance with paragraph (i)(1) of this 
AD.
    (j) If any ruptured (completely broken) upper support anti-
rotation lugs are found during the inspections required by paragraph 
(i) of this AD, before further flight, replace the NLG with a 
serviceable NLG according to a method approved by either the 
Manager, International Branch, ANM-116, Transport Airplane 
Directorate, FAA; or the DGAC (or its delegated agent). Chapter 32 
of the Airbus A318/A319/A320/A321 AMM is one approved method. If any 
other damage to the upper support lugs is found, before further 
flight, check whether the NLG wheels can be turned by hand without 
the compression of the shock absorber (i.e., without climbing the 
centering cam with the aircraft NLG on jacks) and the nose wheel 
steering disconnected from the electrical box 5GC. If the wheels can 
be turned, before further flight, replace the NLG with a serviceable 
NLG according to a method approved by either the Manager, 
International Branch, ANM-116, Transport Airplane Directorate, FAA; 
or the DGAC (or its delegated agent). Chapter 32 of the Airbus A318/
A319/A320/A321 AMM is one approved method. If the wheels cannot be 
turned, within 100 flight cycles accomplish corrective actions 
(which could include replacement or continuing inspections) in 
accordance with a method approved by the Manager, International 
Branch, ANM-116, Transport Airplane Directorate, FAA.

Alternative Methods of Compliance (AMOCs)

    (k)(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) 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

    (l) None.

Material Incorporated by Reference

    (m) You must use Airbus Technical Note 957.1901/05, dated 
October 18, 2005, to perform the actions that are required by this 
AD, unless the AD specifies otherwise. (The document number of the 
Airbus technical note is only specified on page 1 of the document.) 
The Director of the Federal Register approved the incorporation by 
reference of this document in accordance with 5 U.S.C. 552(a) and 1 
CFR part 51. Contact Airbus, 1 Rond Point Maurice Bellonte, 31707 
Blagnac Cedex, France, for a copy of this service information. You 
may review copies at the Docket Management Facility, U.S. Department 
of Transportation, 400 Seventh Street SW., room PL-401, Nassif 
Building, Washington, DC; on the Internet at <a href="http://dms.dot.gov">http://dms.dot.gov</a>; or 
at the National Archives and Records Administration (NARA). For 
information on the availability of this material at the NARA, call 
(202) 741-6030, or go to <a href="http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html">http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html</a>.

    Issued in Renton, Washington, on November 16, 2005.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 05-23154 Filed 11-22-05; 8:45 am]
BILLING CODE 4910-13-P