[Federal Register Volume 61, Number 84 (Tuesday, April 30, 1996)]
[Proposed Rules]
[Pages 18995-18997]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-10625]
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Proposed Rules
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains notices to the public of
the proposed issuance of rules and regulations. The purpose of these
notices is to give interested persons an opportunity to participate in
the rule making prior to the adoption of the final rules.
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Federal Register / Vol. 61, No. 84 / Tuesday, April 30, 1996 /
Proposed Rules
[[Page 18995]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 95-NM-263-AD]
RIN 2120-AA64
Airworthiness Directives; Airbus Model A300 B2 and B4 Series
Airplanes, Excluding Model A300-600 Series Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: This document proposes the supersedure of an existing
airworthiness directive (AD), applicable to certain Airbus Model A300
B2 and B4 series airplanes, that currently requires repetitive visual
inspections to detect cracks in the forward intermediate section skin
at frame 30A where it joins stringer 30, and repair, if necessary. This
action would add eddy current inspection(s) to detect cracks of the
outer skin of the fuselage, which would terminate the repetitive
detailed visual inspections. This action also would require repair of
any cracked area and modification of the structure at certain frames.
This proposal is prompted by in-service experience which has identified
fatigue cracks in this area. The actions specified by the proposed AD
are intended to prevent fatigue cracking, which could result in rapid
decompression of the airplane.
DATES: Comments must be received by June 10, 1996.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-103,
Attention: Rules Docket No. 95-NM-263-AD, 1601 Lind Avenue, SW.,
Renton, Washington 98055-4056. Comments may be inspected at this
location between 9:00 a.m. and 3:00 p.m., Monday through Friday, except
Federal holidays.
The service information referenced in the proposed rule 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.
FOR FURTHER INFORMATION CONTACT: Tim Backman, Aerospace Engineer,
Standardization Branch, ANM-113, FAA, Transport Airplane Directorate,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (206)
227-2797; fax (206) 227-1149.
SUPPLEMENTARY INFORMATION:
Comments Invited
Interested persons are invited to participate in the making of the
proposed 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 above. All
communications received on or before the closing date for comments,
specified above, will be considered before taking action on the
proposed rule. The proposals contained in this notice may be changed in
light of the comments received.
Comments are specifically invited on the overall regulatory,
economic, environmental, and energy aspects of the proposed 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 summarizing each FAA-public contact concerned with
the substance of this proposal will be filed in the Rules Docket.
Commenters wishing the FAA to acknowledge receipt of their comments
submitted in response to this notice must submit a self-addressed,
stamped postcard on which the following statement is made: ``Comments
to Docket Number 95-NM-263-AD.'' The postcard will be date stamped and
returned to the commenter.
Availability of NPRMs
Any person may obtain a copy of this NPRM by submitting a request
to the FAA, Transport Airplane Directorate, ANM-103, Attention: Rules
Docket No. 95-NM-263-AD, 1601 Lind Avenue, SW., Renton, Washington
98055-4056.
Discussion
On May 15, 1990, the FAA issued AD 90-11-09, amendment 39-6611 (55
FR 21185, May 23, 1990), applicable to certain Airbus Model A300 B2 and
B4 series airplanes, to require repetitive visual inspections to detect
cracks in the forward intermediate section skin at frame 30A where it
joins stringer 30, and repair, if necessary. That action was prompted
by in-service experience which identified fatigue cracks in this area.
The requirements of that AD are intended to prevent rapid decompression
of the airplane, as a result of the problems associated with fatigue
cracking.
In the preamble to that AD, the FAA indicated that the actions
required by that AD were considered ``interim action'' and that further
rulemaking action was being considered. The FAA now has determined that
further rulemaking action is indeed necessary, and this proposed AD
follows from that determination.
Explanation of New Service Information
Since the issuance of AD 90-11-09, Airbus has issued Service
Bulletin A300-53-283, Revision 2, dated March 17, 1994. The service
bulletin describes procedures for eddy current inspection(s) to detect
cracks of the outer skin of the fuselage at frames 28A and 30A above
stringer 30, which would eliminate the need for the repetitive detailed
visual inspections. The service bulletin also describes procedures for
repairing the cracked area with a filler and doubler installation. In
addition, the service bulletin permits further flight, under certain
conditions, with outer skin that is cracked within certain limits.
Airbus has also issued Service Bulletin A300-53-285, Revision 1,
dated November 22, 1993, which describes procedures for modification of
the structure at frames 28A and 30A between stringers 27 and 30 (left-
and right-hand). The modification involves cutting the frames and
installing strips, fillers, couplings, sections, sheets, and angles at
the subject area. Accomplishment of the modification will eliminate
possible cracking in the outer skin of the fuselage at frames 28A and
30A, and would positively address the unsafe condition identified as
rapid
[[Page 18996]]
decompression of the airplane due to fatigue cracking.
The DGAC has approved these service bulletin and issued French
airworthiness directive 90-093-110(B)R1, dated September 30, 1990, in
order to assure the continued airworthiness of these airplanes in
France.
FAA's Conclusions
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 21.29) 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.
Explanation of Requirements of Proposed Rule
Since an unsafe condition has been identified that is likely to
exist or develop on other airplanes of the same type design registered
in the United States, the proposed AD would supersede AD 90-11-09 to
continue to require repetitive detailed visual inspections to detect
cracks of the forward intermediate section skin of the fuselage at the
junction of frame 30A and stringer 30.
However, this proposal would add a requirement to accomplish eddy
current inspections to detect cracks of the outer skin of the fuselage
at frames 28A and 30A above stringer 30. This inspection action would
constitute terminating action for the repetitive detailed visual
inspections.
The proposed AD also would require repair of any cracked area, and
modification of the structure at frames 28A and 30A between stringer 27
and 30 (left- and right-hand).
The actions would be required to be accomplished in accordance with
the service bulletins described previously.
Differences Between Service Information and Proposed Rule
Operators should note that, unlike the procedures described in
Airbus Service Bulletin A300-53-283, this proposed AD would not permit
further flight with cracking detected in the outer skin within certain
limits under certain conditions. The FAA has determined that, due to
the safety implications and consequences associated with such cracking,
the subject outer skin that is found to be cracked must be repaired.
Operators should also note that the proposed AD would differ from
Airbus Service Bulletin A300-53-283 in that it would require the
initial eddy current inspection to be accomplished prior to the
accumulation of 14,100 total landings or 22,000 flight hours after the
effective date of this AD, whichever occurs first. (The service
bulletin recommends that the limited inspection be conducted prior to
the accumulation of 18,000 flight or 24,000 flight hours, whichever
occurs first.) In developing an appropriate compliance time for this
action, the FAA considered not only the degree of urgency associated
with addressing the subject unsafe condition, but the susceptibility of
the outer skin of the fuselage to fatigue cracking, which could result
in rapid decompression of the airplane. The FAA has also received
reports of fatigue cracking on affected airplanes that had accumulated
as few as 14,100 total flight cycles. In consideration of these items,
the FAA finds that the initial eddy current inspection conducted at the
proposed compliance time stated previously will better ensure that any
detrimental effect associated with fatigue cracking will be identified
and corrected prior to the time that it could adversely affect the
outer skin of the fuselage.
Furthermore, the FAA has determined that long term continued
operational safety will be better assured by design changes to remove
the source of the problem, rather than by repetitive inspections. Long
term inspections may not be providing the degree of safety assurance
necessary for the transport airplane fleet. This, coupled with a better
understanding of the human factors associated with numerous continual
inspections has led the FAA to consider placing less emphasis on
inspections and more emphasis on design improvements. The proposed
modification requirement is in consonance with these conditions.
Cost Impact
There are approximately 24 Airbus Model A300 B2 and B4 series
airplanes, excluding Model A300-600 series airplanes, of U.S. registry
would be affected by this proposed AD.
The detailed visual inspections that are currently required by AD
90-11-09 take approximately 1 work hour per airplane to accomplish, at
an average labor rate of $60 per work hour. Based on these figures, the
cost impact on U.S. operators of the detailed visual inspections
currently required is estimated to be $1,440, or $60 per airplane, per
inspection cycle.
The eddy current inspection that is proposed in this new AD action
would take approximately 1 work hour per airplane to accomplish, at an
average labor rate of $60 per work hour. Based on these figures, the
cost impact on U.S. operators of the proposed eddy current inspection
requirements of this AD is estimated to be $1,440, or $60 per airplane,
per inspection cycle.
The modification that is proposed in this new AD action would take
approximately 270 work hours per airplane to accomplish, at an average
labor rate of $60 per work hour. Required parts would cost
approximately $7,200 per airplane. Based on these figures, the cost
impact on U.S. operators of the proposed modification requirements of
this AD is estimated to be $561,600, or $23,400 per airplane.
The cost impact figures discussed above are based on assumptions
that no operator has yet accomplished any of the current or proposed
requirements of this AD action, and that no operator would accomplish
those actions in the future if this AD were not adopted.
Regulatory Impact
The regulations proposed herein would 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
proposal would not have sufficient federalism implications to warrant
the preparation of a Federalism Assessment.
For the reasons discussed above, I certify that this proposed
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) if promulgated, 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 copy of the draft
regulatory evaluation prepared for this action is contained in the
Rules Docket. A copy of it may be obtained by contacting the Rules
Docket at the location provided under the caption ADDRESSES.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
[[Page 18997]]
The Proposed Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration proposes to amend
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 USC 106(g), 40113, 44701.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by removing amendment 39-6611 (55 FR
21185, May 23, 1990), and by adding a new airworthiness directive (AD),
to read as follows:
Airbus Industrie: Docket 95-NM-263-AD. Supersedes AD 90-11-09,
Amendment 39-6611.
Applicability: Model A300 B2 and B4 series airplanes,
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 otherwise
modified, altered, or repaired so that the performance of the
requirements of this AD is affected, the owner/operator must request
approval for an alternative method of compliance in accordance with
paragraph (f) of this AD. The request should include an assessment
of the effect of the modification, alteration, or repair on the
unsafe condition addressed by this AD; and, if the unsafe condition
has not been eliminated, the request should include specific
proposed actions to address it.
Compliance: Required as indicated, unless accomplished
previously.
Note 2: Airbus Model A300-600 series airplane are not subject to
this AD.
To prevent fatigue cracking, which could result in rapid
decompression of the airplane, accomplish the following:
(a) For airplanes on which Airbus All Operators Telex (AOT) 53/
90/01, dated April 12, 1990 has been accomplished: Prior to the
accumulation of 18,000 total landings or 24,000 total hours time-in-
service, whichever occurs first, or within 100 landings after June
11, 1990 (the effective date of AD 90-11-09, amendment 39-6611),
whichever occurs later, perform a detailed visual inspection to
detect cracks of the forward intermediate section skin of the
fuselage at the junction of frame 30A and stringer 30, in accordance
with Airbus All Operators Telex 53/90/01, dated April 12, 1990.
(1) If no cracks are detected, repeat the detailed visual
inspection thereafter at intervals not to exceed 2,000 landings
until the requirements of paragraph (b) of this AD are accomplished.
(2) If any crack is detected, prior to further flight, repair it
in accordance with the AOT. After any crack is repaired, prior to
the accumulation of 15,000 total landings or 20,000 total hours
time-in-service, whichever occurs first, repeat the detailed visual
inspection until the requirements of paragraph (b) of this AD are
accomplished.
(b) For all airplanes: Perform an eddy current inspection to
detect cracks of the outer skin of the fuselage at frames 28A and
30A above stringer 30, in accordance with Airbus Service Bulletin
A300-53-283, Revision 2, dated March 17, 1994, at the time specified
in either paragraph (b)(1) or (b)(2) of this AD, as applicable.
Accomplishment of the eddy current inspection terminates the
repetitive visual inspection requirements of paragraph (a) of this
AD.
(1) For airplanes on which the requirements of paragraph (a) of
this AD have been initiated: Perform the eddy current inspection
prior to the accumulation of 2,000 landings since the last
inspection performed in accordance with paragraph (a) of this AD, or
within 100 landings after the effective date of this AD, whichever
occurs later.
(2) For airplanes other than those identified in paragraph
(b)(1) of this AD: Perform the eddy current inspection at the later
of the times specified in paragraph (b)(2)(i) or (b)(2)(ii):
(i) Prior to the accumulation of 14,100 total landings or 22,000
total flight hours after the effective date of this AD, whichever
occurs first; or
(ii) Within 100 landings after the effective date of this AD.
(c) If no crack is detected during the eddy current inspection
required by paragraph (b) of this AD, repeat the eddy current
inspection thereafter at intervals not to exceed 3,000 landings.
(d) If any crack is detected during any eddy current inspection
required by this AD, prior to further flight, repair it in
accordance with Airbus All Operators Telex 53/90/01, dated April 12,
1990, or Airbus Service Bulletin A300-53-283, Revision 2, dated
March 17, 1994. After accomplishing the repair, within 15,000
landings or 20,000 flight hours after repair, whichever occurs
first, modify the structure at frames 28A and 30A between stringers
27 and 30 (left- and right-hand), in accordance with Airbus Service
Bulletin A300-53-285, Revision 1, dated November 22, 1993.
Accomplishment of this reinforcement constitutes terminating action
for this AD.
(e) Except for airplanes on which the repair required by
paragraph (d) of this AD has been accomplished: Modify the structure
at frames 28A and 30A between stringers 27 and 30 (left- and right-
hand), in accordance with Airbus Service Bulletin A300-53-285,
Revision 1, dated November 22, 1993, at the later of the times
specified in paragraphs (e)(1) or (e)(2) of this AD. Accomplishment
of this modification constitutes terminating action for the eddy
current inspection requirements of paragraph (c) of this AD.
(1) Prior to the accumulation of 25,000 total landings or 40,000
total flight hours, whichever occurs first.
(2) Within 1,000 landings after the effective date of this AD.
(f) 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 3: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Standardization Branch, ANM-113.
(g) 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.
Issued in Renton, Washington, on April 24, 1996.
S.R. Miller,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 96-10625 Filed 4-29-96; 8:45 am]
BILLING CODE 4910-13-U
