AD 95-12-20

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.

Final rule; request for comments.

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 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 furtherflight, 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.

The Direction G n rale 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 indamage to the slat canister during extension or retraction of the slats. Excessive damage to the canister could lead to a running 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 Frenchairworthiness 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. Areport 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.
39.13 - [Amended]
2. Section 39.13 is amended by adding the following new airworthiness directive: