[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