[Federal Register Volume 63, Number 166 (Thursday, August 27, 1998)]
[Rules and Regulations]
[Pages 45689-45692]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-22818]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 95-NM-200-AD; Amendment 39-10718; AD 98-18-02]
RIN 2120-AA64
Airworthiness Directives; Airbus Industrie Model A300-600 Series
Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule.
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SUMMARY: This amendment supersedes an existing airworthiness directive
(AD), applicable to all Airbus Industrie Model A300-600 series
airplanes, that currently requires inspections to detect cracks in the
center spar sealing angles adjacent to the pylon rear attachment and in
the adjacent butt strap and skin panel, and correction of
discrepancies. This amendment requires that the initial inspections be
accomplished at reduced thresholds. This action also limits the
applicability of the existing AD. This amendment is prompted by reports
of cracking in the vertical web of the center spar sealing angles of
the wing. The actions specified by this AD are intended to prevent
crack formation in the sealing angles; such cracks could rupture and
lead to subsequent crack formation in the bottom skin of the wing, and
resultant reduced structural integrity of the center spar section of
the wing.
DATES: Effective October 1, 1998.
The incorporation by reference of Airbus Industrie Service Bulletin
A300-57-6027, Revision 2, dated September 13, 1994, as listed in the
regulations, is approved by the Director of the Federal Register as of
October 1, 1998.
The incorporation by reference of Airbus Industrie Service Bulletin
No. A300-57-6027, including Appendix 1, dated October 8, 1991, as
listed in the regulations, was previously approved by the Director of
the Federal Register as of January 5, 1994 (58 FR 64112, December 6,
1993).
ADDRESSES: The service information referenced in this AD may be
obtained from Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707
Blagnac Cedex, France. This information may be examined at the Federal
Aviation Administration (FAA), Transport Airplane Directorate, Rules
Docket, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of
the Federal Register, 800 North Capitol Street, NW., suite 700,
Washington, DC.
FOR FURTHER INFORMATION CONTACT: Norman B. Martenson, Manager,
International Branch, ANM-116, FAA, Transport Airplane Directorate,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425)
227-2110; fax (425) 227-1149.
SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal
Aviation Regulations (14 CFR part 39) by superseding AD 93-23-07,
amendment 39-8741 (58 FR 64112, December 6, 1993), which is applicable
to all Airbus Industrie Model A300-600 series airplanes, was published
in the Federal Register on June 18, 1997 (62 FR 33040). The action
proposed to supersede AD 93-23-07 to continue to require inspections to
detect cracks in the center spar sealing angles adjacent to the pylon
rear attachment and in the adjacent butt strap and skin panel, and
correction of any discrepancies. The action proposed to require that
the initial inspections be accomplished at reduced thresholds, and
proposed to limit the applicability of the existing AD.
Comments
Interested persons have been afforded an opportunity to participate
in the making of this amendment. Due consideration has been given to
the comments received.
Request to Adopt ``Adjustment for Range'' Compliance Times
One commenter, the manufacturer, requests that the proposed AD be
revised to utilize the ``adjustment for range'' concept for required
compliance thresholds as recommended by Airbus Industrie. The commenter
states that, in comparison to the compliance times specified in the
related French airworthiness directive, the compliance thresholds
specified for paragraphs (c) and (d) of the proposed AD would
significantly reduce compliance time for U.S. operators. The commenter
considers this difference in the planned compliance intervals to be a
change in the FAA's policy regarding inspections, which is not linked
to the need to address the unsafe condition, since no technical reason
is provided for the difference. Such a deviation is a departure from
previously stated FAA policy, which mentions a preference for identical
compliance times between the FAA and other airworthiness authorities
such as the Direction Generale de l'Aviation Civile (DGAC), which is
the airworthiness authority for France. The commenter further states
that the proposed AD, if adopted, would unduly penalize U.S. operators
of affected Airbus Industrie Model A300-600 series airplanes.
The FAA does not concur. As stated in the preamble of the proposed
AD, utilization of ``adjustment for range'' calculations may present
difficulties in determining if the applicable actions have been
accomplished within the appropriate compliance time. While such
adjustable compliance times are utilized as part of the Maintenance
Review Board program, they do not fit practically into the AD tracking
process for operators or for Principal Maintenance Inspectors
attempting to ascertain compliance with AD's. Based on reviews of the
``adjustment for range'' calculations with the FAA Aircraft Evaluation
Group, and in further consultation with the manufacturer, the FAA has
determined that fixed compliance times should continue to be specified
for accomplishment of the actions required by this AD. However,
operators may request an extension of the compliance times of this AD
in accordance with the ``adjustment for range'' formula, under the
provisions of paragraph (g)(2) of the final rule.
Additionally, the FAA acknowledges that a conservative estimate of
the average flight time per flight cycle (landing) was used in
development of the compliance times for the actions required by
paragraphs (c) and (d) of the AD. Therefore, after additional review of
the average flight utilization of the U.S. fleet, the FAA has
determined that the fixed compliance thresholds may be extended
somewhat, and that these compliance thresholds also should be specified
in flight hours, as well as flight cycles. Accordingly, paragraphs (c)
and (d) of the final rule have been revised to increase the compliance
threshold specified in flight cycles, and to add a compliance threshold
specified in flight hours. The extension of the flight cycle threshold
is expected to provide additional flexibility for operators in planning
for accomplishment of the required actions of this AD, and the addition
of flight hours will not be restrictive to any U.S. operator. The cost
impact information and Note 2 of the AD also have been revised to
reflect these changes to the compliance thresholds and intervals of the
final rule.
[[Page 45690]]
Request To Increase Grace Period
One commenter requests that the grace period for accomplishment of
the actions required by paragraph (c) of the proposed AD be increased
from 500 to 1,000 flight cycles. This commenter states that the rule,
as proposed, lowers the inspection threshold to 4,638 total flight
cycles. Because its fleet of affected airplanes has already passed this
threshold, the required actions would need to be accomplished within
500 flight cycles after the effective date of the AD, and those actions
cannot be accomplished in this timeframe at a line station. However, an
increase in the grace period to 1,000 flight cycles would allow this
operator to accomplish the required actions at a main maintenance base.
The FAA does not concur with the request to extend the grace
period. As discussed previously, the FAA has determined that the
compliance threshold and intervals may be extended for accomplishment
of the actions required by paragraphs (c) and (d) of this AD. The
initial compliance threshold required by paragraph (c) has been revised
from 4,638 total flight cycles to require accomplishment of the
required actions ``Prior to accumulation of 10,600 total flight cycles
or 22,600 total flight hours, whichever occurs first.'' With this
extension of the compliance threshold, the FAA considers that operators
will have adequate time to accomplish the required actions, and has
determined that no further changes to the compliance times of the AD
are necessary.
Conclusion
After careful review of the available data, including the comments
noted above, the FAA has determined that air safety and the public
interest require the adoption of the rule with the changes described
previously. The FAA has determined that these changes will neither
increase the economic burden on any operator nor increase the scope of
the AD.
Cost Impact
There are approximately 34 Model A300-600 series airplanes of U.S.
registry that will be affected by this AD.
The requirements of this AD will not add any new additional
economic burden on affected operators, other than the costs that are
associated with the initial inspection being required earlier than
would have been required by AD 93-23-07 (inspection is now required
within 10,600 total landings or 22,260 total flight hours, rather than
12,000 total landings, for certain airplanes; and within 13,200 total
landings or 27,720 total flight hours, rather than 15,000 total
landings, for certain other airplanes). The current costs associated
with AD 93-23-07 are reiterated in their entirety (as follows) for the
convenience of affected operators.
The costs associated with the currently required inspections entail
8 work hours per airplane, per inspection, at an average labor rate of
$60 per work hour. (This figure does not include the time necessary for
gaining access and closing up.) Based on these figures, the cost impact
of this AD on U.S. operators is estimated to be $16,320, or $480 per
airplane, per inspection cycle.
The cost impact figures discussed above are based on assumptions
that no operator has yet accomplished any of the 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 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. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by removing amendment 39-8741 (58 FR
64112, December 6, 1993), and by adding a new airworthiness directive
(AD), amendment 39-10718, to read as follows:
98-18-02 Airbus Industrie: Amendment 39-10718. Docket 95-NM-200-AD.
Supersedes AD 93-23-07, Amendment 39-8741.
Applicability: Model A300-600 series airplanes, as listed in
Airbus Service Bulletin A300-57-6027, Revision 2, dated September
13, 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 request approval for an
alternative method of compliance in accordance with paragraph (g) 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: Paragraphs (a) and (b) of this AD restate the
requirements for initial and repetitive inspections contained in
paragraphs (a) and (c) of AD 93-23-07. Therefore, for operators that
have previously accomplished at least the initial inspection in
accordance with AD 93-23-07, paragraphs (c) and (d) of this AD
require that the next scheduled inspection be performed within 6,000
landings or 12,600 flight hours, whichever occurs first, after the
last inspection performed in accordance with paragraph (a) or (c) of
AD 93-23-07, or within 500 landings after the effective date of this
AD, whichever occurs later.
To prevent crack formation in the sealing angles, which could
rupture and lead to subsequent crack formation in the bottom skin of
the wing, and resultant reduced structural integrity of the center
spar section of the wing, accomplish the following:
Restatement of Certain Requirements of AD 93-23-07
(a) For those airplanes on which the modification described in
Airbus Repair Drawing R571-40588 has not been accomplished: Perform
high frequency eddy current (HFEC) inspections to detect cracks in
the center spar sealing angles adjacent to Rib 8, in accordance with
Airbus Industrie Service Bulletin No. A300-57-6027, dated
[[Page 45691]]
October 8, 1991, or Revision 2, dated September 13, 1994, at the
time specified in paragraph (a)(1), (a)(2), or (a)(3) of this AD, as
applicable. After the effective date of this AD, only Revision 2 of
the service bulletin shall be used.
(1) For airplanes that have accumulated less than 12,000 total
landings as of January 5, 1994 (the effective date of AD 93-23-07,
amendment 39-8741): Prior to the accumulation of 12,000 total
landings or within 2,000 landings after January 5, 1994, whichever
occurs later; and thereafter at intervals not to exceed 6,000
landings until the inspections required by paragraph (c) of this AD
are accomplished.
(2) For airplanes that have accumulated 12,000 total landings or
more, but less than 14,000 total landings as of January 5, 1994:
Prior to the accumulation of 14,000 total landings or within 2,000
landings after January 5, 1994, whichever occurs later; and
thereafter at intervals not to exceed 6,000 landings until the
inspections required by paragraph (c) of this AD are accomplished.
(3) For airplanes that have accumulated 14,000 total landings or
more as of January 5, 1994: Prior to the accumulation of 500
landings after January 5, 1994; and thereafter at intervals not to
exceed 6,000 landings until the inspections required by paragraph
(c) of this AD are accomplished.
(b) For those airplanes on which the modification specified in
Airbus Repair Drawing R571-40588 has been accomplished: Prior to the
accumulation of 15,000 landings after accomplishing the
modification, or within 500 landings after January 5, 1994,
whichever occurs later, perform a HFEC inspection to detect cracks
in the center spar sealing angles adjacent to Rib 8, inaccordance
with Airbus Industrie Service Bulletin No. A300-57-6027, dated
October 8, 1991, or Revision 2, dated September 13, 1994.
Thereafter, repeat this inspection at intervals not to exceed 6,000
landings until the inspection required by paragraph (d) of this AD
is accomplished.
New Requirements of this AD
(c) For those airplanes on which Airbus Modification 08609H5276
(Airbus Service Bulletin A300-57-6033), or the modification
specified in Airbus Repair Drawing R571-40588 or R571-40942, has not
been accomplished: Perform HFEC inspections to detect cracks in the
center spar sealing angles adjacent to Rib 8, in accordance with
Airbus Industrie Service Bulletin A300-57-6027, Revision 2, dated
September 13, 1994, at the later of the times specified in paragraph
(c)(1) or (c)(2), as applicable, and paragraph (c)(3) of this AD.
Repeat the inspection thereafter at intervals not to exceed 6,000
landings or 12,600 flight hours, whichever occurs first.
Accomplishment of these inspections terminates the requirements of
paragraph (a) of this AD.
(1) For airplanes on which HFEC inspections have not been
accomplished in accordance with AD 93-23-07: Prior to the
accumulation of 10,600 total landings or 22,260 total flight hours,
whichever occurs first.
(2) For airplanes on which HFEC inspections have been
accomplished in accordance with AD 93-23-07: Within 6,000 landings
or 12,600 flight hours, whichever occurs first, after accomplishment
of the last inspection performed in accordance with the requirements
of paragraph (a) of this AD.
(3) Within 500 landings after the effective date of this AD.
(d) For those airplanes on which Airbus Modification 08609H5276
(Airbus Service Bulletin A300-57-6033) or the modification specified
in Airbus Repair Drawing R571-40588 or R571-40942 has been
accomplished: Perform a HFEC inspection to detect cracks in the
center spar sealing angles adjacent to Rib 8, in accordance with
Airbus Industrie Service Bulletin No. A300-57-6027, Revision 2,
dated September 13, 1994, at the later of the times specified in
paragraph (d)(1) or (d)(2), as applicable, and paragraph (d)(3) of
this AD. Repeat the inspection thereafter at intervals not to exceed
6,000 landings or 12,600 flight hours, whichever occurs first.
Accomplishment of this inspection terminates the requirements of
paragraph (b) of this AD.
(1) For airplanes on which HFEC inspections have not been
accomplished in accordance with AD 93-23-07: Prior to the
accumulation of 13,200 landings or 27,720 flight hours, whichever
occurs first, after accomplishing the modification.
(2) For airplanes on which HFEC inspections have been
accomplished in accordance with AD 93-23-07: Within 6,000 landings
or 12,600 flight hours, whichever occurs first, after accomplishment
of the last inspection performed in accordance with the requirements
of paragraph (b) of this AD.
(3) Within 500 landings after the effective date of this AD.
(e) If any crack is found in the center spar sealing angles,
including cracking entirely through the sealing angle, during the
inspections required by paragraph (a), (b), (c), or (d) of this AD:
Prior to further flight, replace the pair of sealing angles on the
affected wing and cold work the attachment holes, in accordance with
Airbus Repair Drawing R571-40589 or R571-40942; and perform the
repetitive inspections required by paragraph (c) or (d) of this AD,
as applicable.
(f) If any sealing angle is found to be cracked through entirely
during the inspections required by paragraph (a), (b), (c), or (d)
of this AD: Prior to further flight, perform additional inspections
to detect cracks in the adjacent butt strap and skin panel, in
accordance with paragraph 2.B.(5) of Airbus Industrie Service
Bulletin A300-57-6027, Revision 2, dated September 13, 1994. If any
crack is found in the adjacent butt strap and skin panel, prior to
further flight, repair in accordance with Airbus Repair Drawing
R571-40611.
(g)(1) 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, International Branch, ANM-116, 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, International
Branch, ANM-116.
(2) Operators may request an extension of the compliance times
of this AD in accordance with the ``adjustment for range'' formula
found in paragraph 1(d) of Airbus Industrie Service Bulletin A300-
57-6027, Revision 2, dated September 13, 1994. The average flight
time per flight cycle in hours used in this formula should be for an
individual airplane. Average flight time for a group of airplanes
may be used if all airplanes in the group have flight times
differing by no more than 10 percent. If compliance times are based
on the average flight time for a group of airplanes, the individual
airplane flight times of the group must be submitted to the Manager,
International Branch, ANM-116, for review.
Note 3: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the International Branch, ANM-116.
(h) 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.
(i) The inspections shall be done in accordance with Airbus
Industrie Service Bulletin No. A300-57-6027, dated October 8, 1991;
and Airbus Industrie Service Bulletin A300-57-6027, Revision 2,
dated September 13, 1994. Revision 2 of Airbus Industrie Service
Bulletin A300-57-6027 contains the following list of effective
pages:
------------------------------------------------------------------------
Revision
level
Page No. shown on Date shown on page
page
------------------------------------------------------------------------
1-7............................ 2 September 13, 1994.
8-12........................... 1 November 24, 1993.
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The incorporation by reference of Airbus Industrie Service
Bulletin A300-57-6027, Revision 2, dated September 13, 1994, was
approved by the Director of the Federal Register in accordance with
5 U.S.C. 552(a) and 1 CFR part 51. The incorporation by reference of
Airbus Industrie Service Bulletin No. A300-57-6027, including
Appendix 1, dated October 8, 1991, was approved previously by the
Director of the Federal Register as of January 5, 1994 (58 FR 64112,
December 6, 1993). 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.
Note 4: The subject of this AD is addressed in French
airworthiness directive 91-253-128(B)R1, dated March 1, 1995.
(j) This amendment becomes effective on October 1, 1998.
[[Page 45692]]
Issued in Renton, Washington, on August 19, 1998.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 98-22818 Filed 8-26-98; 8:45 am]
BILLING CODE 4910-13-U
