[Federal Register Volume 59, Number 132 (Tuesday, July 12, 1994)]
[Unknown Section]
[Page 0]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 94-16813]
[[Page Unknown]]
[Federal Register: July 12, 1994]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 94-NM-56-AD]
Airworthiness Directives; Airbus Industrie 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 adoption of a new airworthiness
directive (AD) that is applicable to certain Airbus Industrie Model
A300-600 series airplanes. This proposal would require inspections to
detect cracks in certain bolt holes where certain parts of the main
landing gear (MLG) are attached to the rear spar, and repair, if
necessary. This proposal is prompted by a report that cracks emanating
from certain bolt holes in the rear spar were found during full scale
fatigue testing. The actions specified by the proposed AD are intended
to prevent unnecessary degradation of the structural integrity of the
airframe due to cracks in the rear spar.
DATES: Comments must be received by August 22, 1994.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-103,
Attention: Rules Docket No. 94-NM-56-AD, 1601 Lind Avenue, SW., Renton,
Washington 98055-4056. Comments may be inspected at this location
between 9 a.m. and 3 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: Stephen Slotte, Aerospace Engineer,
Standardization Branch, ANM-113; FAA, Transport Airplane Directorate,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (206)
227-2797; fax (206) 227-1320.
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-56-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-56-AD, 1601 Lind Avenue, SW., Renton, Washington
98055-4056.
Discussion
The Direction Generale 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 Industrie Model A300-600
series airplanes. The DGAC advised that, during full-scale fatigue
testing, cracks were discovered in the rear spar emanating from certain
bolt holes where the main landing gear (MLG) forward pick-up fitting
and the MLG rib 5 aft are attached to the rear spar on Model A300-600
series airplanes. This condition, if not corrected, could result in
degradation of the structural integrity of the airframe.
Airbus Industrie has issued Service Bulletin A300-57-6017, dated
November 22, 1993, that describes procedures for repetitive high
frequency eddy current (HFEC) rototest inspections to detect cracks in
certain bolt holes where the MLG forward pick-up fitting and the MLG
rib 5 aft are attached to the rear spar. This service bulletin also
references Airbus Industrie Service Bulletin A300-57-6020, dated
November 22, 1993, as an additional source of service information for
accomplishment of certain repair and inspection procedures. The DGAC
has classified Airbus Service Bulletin A300-57-6017 as mandatory and
has issued French airworthiness directive 94-031-155(B), dated February
2, 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 21.29) 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 require repetitive HFEC
rototest inspections to detect cracks in certain bolt holes where the
MLG forward pick-up fitting and the MLG rib 5 aft are attached to the
rear spar, and repair, if necessary. The inspections would be required
to be accomplished in accordance with Airbus Industrie Service Bulletin
A300-57-6017.
The FAA estimates that 25 airplanes of U.S. registry would be
affected by this proposed AD, that it would take approximately 240 work
hours per airplane to accomplish the proposed actions (including time
to gain access and close up), and that the average labor rate is $55
per work hour. Based on these figures, the total cost impact of the
proposed AD on U.S. operators is estimated to be $330,000, or $13,200
per airplane.
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. The FAA
recognizes that the proposed inspections and repair would require a
large number of work hours to accomplish. However, the compliance times
in this proposed AD should allow ample time for the inspection and
repair to be accomplished coincidentally with scheduled major airplane
inspection and maintenance activities, thereby minimizing the costs
associated with special airplane scheduling.
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 14
CFR part 39 of the Federal Aviation Regulations 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 adding the following new
airworthiness directive:
Airbus Industrie: Docket 94-NM-56-AD.
Applicability: Model A300-600 series airplanes on which Airbus
Industrie Production Modification No. 07601 has not been
accomplished prior to delivery; manufacturer's serial numbers (MSN)
252 through 553 inclusive; certificated in any category.
Compliance: Required as indicated, unless accomplished
previously.
To prevent degradation of the structural integrity of the
airframe due to cracks in the rear spar, accomplish the following:
(a) Perform a high frequency eddy current (HFEC) rototest
inspection to detect cracks in certain bolt holes where the main
landing gear (MLG) forward pick-up fitting and MLG rib 5 aft are
attached to the rear spar, in accordance with Airbus Industrie
Service Bulletin A300-57-6017, dated November 22, 1993.
Note 1: This service bulletin also references Airbus Industrie
Service Bulletin A300-57-6020, dated November 22, 1993, as an
additional source of service information.
(1) For airplanes that have accumulated 17,300 total landings or
less as of the effective date of this AD: Inspect prior to the
accumulation of 17,300 total landings, or within 1,500 landings
after the effective date of this AD, whichever occurs later.
(2) For airplanes that have accumulated 17,301 or more total
landings, but less than 19,300 total landings as of the effective
date of this AD: Inspect within 1,500 landings after the effective
date of this AD.
(3) For airplanes that have accumulated 19,300 or more total
landings as of the effective date of this AD: Inspect within 750
landings after the effective date of this AD.
(b) If no crack is found during the inspection required by
paragraph (a) of this AD, repeat that inspection thereafter at the
time specified in paragraph (b)(1) or (b)(2) of this AD, as
applicable.
(1) For airplanes on which Airbus Industrie Modification 07716
(as described in Airbus Industrie Service Bulletin A300-57-6020) has
not been accomplished, inspect at the time specified in paragraph
(b) (1)(i) or (b)(1)(ii) of this AD, as applicable.
(i) For airplanes having MSN 465 through 553 inclusive: Repeat
the inspection at intervals not to exceed 13,000 landings.
(ii) For airplanes having MSN 252 through 464 inclusive: Repeat
the inspection at intervals not to exceed 8,400 landings.
(2) For airplanes on which Airbus Industrie Modification 07716
has been accomplished, inspect at the time specified in paragraph
(b)(2)(i) or (b)(2)(ii) of this AD, as applicable.
(i) For airplanes having MSN 465 through 553 inclusive: Repeat
the inspection at intervals not to exceed 11,800 landings.
(ii) For airplanes having MSN 252 through 464 inclusive: Repeat
the inspection within 10,700 landings following the initial
inspection required by paragraph (a) of this AD, and thereafter at
intervals not to exceed 7,500 landings.
(c) If any crack is found during the inspection required by
paragraph (a) of this AD, prior to further flight, accomplish the
requirements of paragraph (c)(1) or (c)(2) of this AD, as
applicable.
(1) For airplanes on which Airbus Industrie Modification 07716
has not been accomplished: Accomplish the applicable repair
requirements of paragraph (c)(1)(i) or (c)(1)(ii) of this AD. After
repair, repeat the inspections as required by paragraph (b) of this
AD at the applicable schedule specified in that paragraph.
(i) If the crack measures 1mm or less, repair in accordance with
Airbus Industrie Service Bulletin A300-57-6020, dated November 22,
1993.
(ii) If the crack measures more than 1mm, repair in accordance
with a method approved by the Manager, Standardization Branch, ANM-
113, FAA, Transport Airplane Directorate.
(2) For airplanes on which Airbus Industrie Modification 07716
has been accomplished: Repair in accordance with a method approved
by the Manager, Standardization Branch, ANM-113, FAA, Transport
Airplane Directorate. After repair, repeat the inspections as
required by paragraph (b) of this AD at the applicable schedule
specified in that paragraph.
(d) 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-112.
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.
(e) 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 July 6, 1994.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 94-16813 Filed 7-11-94; 8:45 am]
BILLING CODE 4910-13-U
