[Federal Register Volume 60, Number 111 (Friday, June 9, 1995)]
[Proposed Rules]
[Pages 30471-30474]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-14168]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 94-NM-243-AD]
Airworthiness Directives; Airbus Model A300 and A300-600 Series
Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: This document proposes the supersedure of an existing
airworthiness directive (AD), applicable to all Airbus Model A300
series airplanes, that currently requires repetitive inspections for
cracking of the No. 2 flap beams, and replacement of the flap beams, if
necessary. That AD was prompted by reports of cracking of the No. 2
flap beams. This action would provide optional modifications for
extending certain inspection thresholds, and an optional terminating
modification for certain inspections. This action also would expand the
applicability of the existing AD to include Model A300-600 series
airplanes. The actions specified by the proposed AD are intended to
prevent asymmetry of the flaps due to cracking of the No. 2 flap beams.
DATES: Comments must be received by July 21, 1995.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-103,
Attention: Rules Docket No. 94-NM-243-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
[[Page 30472]] the FAA, Transport Airplane Directorate, 1601 Lind
Avenue, SW., Renton, Washington.
FOR FURTHER INFORMATION CONTACT: Tim Backman, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Transport Airplane Directorate, 1601
Lind Avenue, SW., Renton, Washington 98055-4056; telephone (206) 227-
2776; fax (206) 227-1181.
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 94-NM-243-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. 94-NM-243-AD, 1601 Lind Avenue, SW., Renton, Washington
98055-4056.
Discussion
On March 25, 1985, the FAA issued AD 85-07-04, amendment 39-5027
(49 FR 45755, April 2, 1985), applicable to all Airbus A300 series
airplanes, to require repetitive inspections for cracking of the No. 2
flap beams, and replacement of the flap beams, if necessary. That
action was prompted by reports of cracking detected in the No. 2 flap
beams. The requirements of that AD are intended to prevent asymmetry of
the flaps due to cracking in the No. 2 flap beams.
Since the issuance of that AD, Airbus has issued the following
service bulletin revisions for Model A300 series airplanes:
1. Airbus Service Bulletin A300-57-116, Revision 6, dated July 16,
1993, which describes procedures for repetitive ultrasonic inspections
for cracking in the base member and side members of the No. 2 flap
beams, and replacement of the beams, if necessary. (Revision 1 of this
service bulletin was referenced in the existing AD.)
2. Airbus Service Bulletin A300-57-128, Revision 3, dated January
26, 1990, which describes procedures for optional modification of the
No. 2 flap beams (Modification 4740). This modification entails
performing an eddy current inspection of the bolt holes of the flap
beam and oversizing these holes. Accomplishment of this modification
will provide a new flight cycle threshold before the next inspection is
necessary. (The original issue of this service bulletin was referenced
in the existing AD.)
3. Airbus Service Bulletin A300-57-141, Revision 7, dated July 16,
1993, which describes a second optional modification (Modification
5815). This modification will extend the fatigue life of the flap
beams. The modification involves cold working and increasing the size
of the bolt holes, and installing interference fit bolts. As with
Modification 4740, accomplishment of Modification 5815 will provide a
new flight cycle threshold before the next inspection is necessary.
Since Model A300-600 series airplanes are similar in design to
Model A300 series airplanes in the subject area, the Model A300-600 is
subject to the same addressed unsafe condition. Accordingly, Airbus has
issued the following service bulletins that apply to Model A300-600
series airplanes:
1. Airbus Service Bulletin A300-57-6005, Revision 2, dated December
16, 1993, which describes procedures for repetitive ultrasonic
inspections for cracking in the base member and side members of the No.
2 flap beams. (These inspections are identical to the inspections
specified for Model A300 series airplanes in Airbus Service Bulletin
A300-57-116.)
2. Airbus Service Bulletin A300-57-6006, Revision 4, dated July 25,
1994, which describes procedures for installing Modification 5815. This
modification entails increasing the size of and cold working certain
holes in the No. 2 flap beams. Once accomplished, this modification
increases the life of the flap beam and eliminates the need for
repetitive inspections, if it is accomplished after 15,000 total
landings have been accumulated and if no cracking is detected while
performing the inspections described in Airbus Service Bulletin No.
A300-57-6005, Revision 2, dated December 16, 1993.
The Direction Generale de l'Aviation Civile (DGAC), which is the
airworthiness authority for France, has approved these service
bulletins, and has issued French airworthiness directive 86-187-
076(B)R3, dated March 2, 1994, in order to assure the continued
airworthiness of these airplanes in France.
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. 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 registered
in the United States, the proposed AD would supersede AD 85-07-04 to
continue to require repetitive inspections for cracking of the No. 2
flap beams of Model A300 series airplanes, and replacement of the flap
beams, if necessary. The proposed AD would require identical
inspections of Model A300-600 series airplanes. The proposed AD also
would provide an optional terminating modification for the repetitive
inspections on the Model 300-600 series airplanes, and optional
modifications for extending certain inspection thresholds for Model
A300 series airplanes. The actions would be required to be accomplished
in accordance with the service bulletins described previously.
As a result of recent communications with the Air Transport
Association (ATA) of America, the FAA has learned that, in general,
some operators may misunderstand the legal effect of AD's on airplanes
that are identified in the applicability provision of the AD, but that
have been altered or repaired in the area addressed by the AD. The FAA
points out that all airplanes identified in the applicability provision
of an AD are legally subject to the AD. If an airplane
[[Page 30473]] has been altered or repaired in the affected area in
such a way as to affect compliance with the AD, the owner or operator
is required to obtain FAA approval for an alternative method of
compliance with the AD, in accordance with the paragraph of each AD
that provides for such approvals. A note has been included in this
notice to clarify this long-standing requirement.
The FAA estimates that 68 airplanes of U.S. registry would be
affected by this proposed AD, that it would take approximately 6 work
hours per airplane to accomplish the proposed actions, and that the
average labor rate is $60 per work hour. Based on these figures, the
total cost impact of the proposed AD on U.S. operators is estimated to
be $24,480, or $360 per airplane, per inspection cycle.
The total cost impact figure discussed above is based on
assumptions that no operator has yet accomplished any of the proposed
requirements of this AD action, and that no operator would accomplish
those actions in the future if this AD were not adopted.
Should an operator of a Model A300-600 series airplane elect to
accomplish the optional terminating action rather than continue the
repetitive inspections, it would take approximately 55 work hours to
accomplish it, at an average labor rate of $60 per work hour. Based on
these figures, the total cost impact of the optional terminating action
would be $3,300 per airplane.
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.
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 U.S.C. App. 1354(a), 1421 and 1423; 49 U.S.C.
106(g); and 14 CFR 11.89.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by removing amendment 39-5027 (49 FR
45755, April 2, 1985), and by adding a new airworthiness directive
(AD), to read as follows:
Airbus Industrie: Docket 94-NM-243-AD. Supersedes AD 85-07-04,
Amendment 39-5027.
Applicability: All Model A300 and A300-600 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 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 (f) 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 asymmetry of the No. 2 flaps, accomplish the
following:
Note 2: Paragraph (a) of this AD restates the requirement for an
initial and repetitive inspections contained in paragraph A. of AD
85-07-04. Therefore, for operators who have previously accomplished
at least the initial inspection in accordance with AD 85-07-04,
paragraph (a) of this AD requires that the next scheduled inspection
be performed within the intervals specified in (a)(1), (a)(2), or
(a)(3), as applicable, after the last inspection performed in
accordance with paragraph A. of AD 85-07-04.
Note 3: Measurement of crack length is performed by measurement
of the probe displacement (perpendicular to symmetry plane of beam)
between defect indication appearance and its complete disappearance.
The bolt hole indication should not be interpreted as an indication
of a defect. These two indications appear very close together
because the defects originate from the bolt holes.
(a) For Model A300 series airplanes: Prior to the accumulation
of 15,000 total landings, or within the next 120 days after May 9,
1985 (the effective date of AD 85-07-04, amendment 39-5027),
whichever occurs later, inspect for cracking of the base steel
member and light alloy side members of the No. 2 flap beams, left
hand and right hand, in accordance with the Accomplishment
Instructions of Airbus Service Bulletin A300-57-116, Revision No. 6,
dated July 16, 1993.
Note 4: Inspections required by paragraph (a) of this AD that
have been accomplished prior to the effective date of this AD in
accordance with Airbus Service Bulletin A300-57-116, Revision 1,
dated August 27, 1983; Revision 2, dated April 24, 1984; Revision 3,
dated July 20, 1984; Revision 4, dated August 13, 1986; or Revision
5, dated July 10, 1989; as applicable; are considered acceptable for
compliance with the applicable action specified in this amendment.
(1) If no cracking is detected: Except as provided by paragraph
(c) of this AD, repeat the inspection at intervals not to exceed
1,700 landings until the requirements of paragraph (b) of this AD
are accomplished.
(2) If any crack is detected that is less than or equal to 4 mm:
Repeat the inspection at intervals not to exceed 250 landings, until
the requirements of paragraph (b) of this AD are accomplished.
(3) If any crack is detected that exceeds 4 mm: Prior to further
flight, replace the flap beam in accordance with the service
bulletin, and prior to the accumulation of 15,000 flight cycles on
the replaced flap beam, perform the ultrasonic inspection as
required by paragraph (b) of this AD.
(b) For Model A300 series airplanes: Prior to the accumulation
of 15,000 total landings, or within the next 1,000 landings after
the effective date of this AD, whichever occurs later, perform an
ultrasonic inspection to detect cracking of the No. 2 flap beams, in
accordance with Airbus Service Bulletin No. A300-57-116, Revision 6,
dated July 16, 1993. Accomplishment of this inspection terminates
the inspection required by paragraph (a) of this AD.
(1) If no cracking is detected: Except as provided by paragraph
(c) of this AD, repeat the ultrasonic inspections thereafter at
intervals not to exceed 1,700 landings.
(2) If any crack is detected beyond the bolt hole, and that
crack that is less than or equal to 4 mm in length: Repeat the
ultrasonic inspections thereafter at intervals not to exceed 250
landings.
(3) If any crack is detected beyond the bolt hole and that crack
is greater than 4 mm in length: Prior to further flight, replace the
flap beam in accordance with the service bulletin, and prior to the
accumulation of 15,000 flight cycles on the replaced flap beam,
perform the ultrasonic inspection as required by this paragraph.
[[Page 30474]]
(c) For Model A300 series airplanes: After accomplishing the
initial inspection required by paragraph (b) of this AD,
accomplishment of either paragraph (c)(1) or (c)(2) of this AD
extends the fatigue life of the No. 2 flap track beam as specified
in those paragraphs, provided that no cracking is detected during
any inspection required by paragraph (a) or (b) of this AD.
(1) Removal of any damage and the installation of larger
diameter bolts on the No. 2 flap track beam (Modification No. 4740),
in accordance with Airbus Service Bulletin No. A300-57-128, Revision
3, dated January 26, 1990, extends the interval for the first
repetitive inspection required by paragraph (b) of this AD from
1,700 landings to 12,000 landings, provided that Modification No.
4740 is accomplished prior to the accumulation of 16,700 total
landings on the flap beams. Following accomplishment of the first
repetitive inspection, subsequent repetitive inspections shall be
performed at intervals not to exceed 1,700 landings. Or
(2) Cold working of the bolt holes and the installation of
larger diameter bolts on the No. 2 flap track beam (Modification No.
5815), in accordance with Airbus Service Bulletin No. A300-57-141,
Revision 7, dated July 16, 1993, extends the interval for the first
repetitive inspection required by paragraph (b) of this AD from
1,700 landings to the interval specified in paragraph (c)(2)(i) or
(c)(2)(ii) of this AD.
(i) If interference fit bolts that are 15/32-inch in diameter
are fitted, the interval for the first repetitive inspection
required by paragraph (b) of this AD is extended to 22,000 landings,
provided that Modification 5815 is accomplished prior to the
accumulation of 16,700 total landings on the flap beam. Following
accomplishment of the first repetitive inspection required by
paragraph (b) of this AD, subsequent repetitive inspections shall be
performed at intervals not to exceed 1,700 landings. Or
(ii) If interference fit bolts that are \7/16\- or \3/8\-inch in
diameter are fitted, the interval for the first repetitive
inspection required by paragraph (b) of this AD is extended to
33,000 landings, provided that Modification 5815 is accomplished
prior to the accumulation of 16,700 total landings on the flap beam.
Following accomplishment of the first repetitive inspection required
by paragraph (b) of this AD, subsequent repetitive inspections shall
be performed at intervals not to exceed 1,700 landings.
(d) For Model A300-600 series airplanes: Prior to the
accumulation of 15,000 total landings, or within the next 1,000
landings after the effective date of this AD, whichever occurs
later, perform an ultrasonic inspection to detect cracking of the
No. 2 flap track beams, in accordance with Airbus Service Bulletin
No. A300-57-6005, Revision 2, dated December 16, 1993.
(1) If no cracking is detected, repeat the ultrasonic
inspections thereafter at intervals not to exceed 1,700 landings.
(2) If any crack is detected beyond the bolt hole and that crack
that is less than or equal to 4 mm in length: Repeat the ultrasonic
inspections thereafter at intervals not to exceed 250 landings.
(3) If any crack is detected beyond the bolt hole and that crack
is greater than 4 mm in length: Prior to further flight, replace the
flap beam in accordance with the service bulletin, and prior to the
accumulation of 15,000 landings on the replaced flap beam, perform
the ultrasonic inspection required by paragraph (b) of this AD.
(e) For Model A300-600 series airplanes: Installation of
oversized transition fit bolts in cold-worked holes, in accordance
with Airbus Service Bulletin No. A300-57-6006 (Modification 5815),
Revision 4, dated July 25, 1994, constitutes terminating action for
the repetitive inspection requirements of paragraph (d) of this AD,
provided that no cracking is detected during any inspection required
by paragraph (d) of this AD, and provided that the installation is
accomplished prior to the accumulation of 15,000 total landings. If
any bolt requires oversizing above 7/16-inch diameter during
accomplishment of this installation, prior to further flight, repair
in accordance with a method approved by the Manager, Standardization
Branch, ANM-113, FAA, Transport Airplane Directorate.
Note 5: If Airbus Service Bulletin No. A300-57-6005, Revision 2,
dated December 16, 1993, is accomplished concurrently with Airbus
Service Bulletin No. A300-57-6006 , Revision 3, dated December 16,
1993 (Modification 5815), the ultrasonic inspection for cracking
required by paragraph (d) of this AD need not be performed since the
eddy current inspection detailed for Modification 5815 is more
comprehensive.
(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 6: 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 June 5, 1995.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 95-14168 Filed 6-8-95; 8:45 am]
BILLING CODE 4910-13-U
