[Federal Register Volume 60, Number 26 (Wednesday, February 8, 1995)]
[Proposed Rules]
[Pages 7485-7487]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-3075]



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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39

[Docket No. 94-NM-222-AD]


Airworthiness Directives; Airbus Model A310 and 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 Model A310 and 
A300-600 series airplanes. This proposal would require repetitive Tap 
Test inspections to detect debonding of the elevator skins, and 
corrective actions, if necessary. This proposal is prompted by a report 
that a debonded area of the upper skin of an elevator had been 
discovered during a visual inspection. The actions specified by the 
proposed AD are intended to prevent the presence of water in the 
elevator, which could cause debonding of the elevator skins and, 
consequently, adversely affect the structural integrity of the 
elevator.

DATES: Comments must be received by March 22, 1995.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-103, 
Attention: Rules Docket No. 94-NM-222-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. [[Page 7486]] 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-222-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-222-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 Model A310 and A300-600 
series airplanes. The DGAC advises that it has received a report 
indicating that a debonded area was discovered on the upper skin of the 
elevator on one airplane during a routine visual inspection. When the 
external skin was cut to perform a repair of the debonded area, water 
was discovered in the elevator. The presence of water in carbon fiber 
elevators can cause debonding of the elevator skins. This condition, if 
not corrected, could result in degradation of the structural integrity 
of the elevator by causing stiffness of the elevator and by adversely 
affecting the capability of the elevator to transfer loads.
    Airbus has issued Service Bulletins A310-55-2016 (for Model A310 
series airplanes) and A300-55-6014 (for Model A300-600 series 
airplanes), both dated September 10, 1993, which describe procedures 
for repetitive thermographic inspections to detect water in the 
elevator. These service bulletins also provide procedures to protect 
and repair debonded areas of the elevator. The DGAC classified both 
service bulletins as mandatory and issued French airworthiness 
directive CN 94-184-157(B), dated September 14, 1994, in order to 
assure the continued airworthiness of these airplanes in France.
    The French airworthiness directive also mandates the accomplishment 
of repetitive Tap Test inspections to detect disbonding of the elevator 
skins. Procedures for performing these Tap Test inspections are 
described in Airbus Model A310 and A300-600 Nondestructive Testing 
Manuals (NTM).
    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 Tap Test 
inspections to detect debonding of the elevator skins, and corrective 
actions, if necessary. These actions would be required to be 
accomplished in accordance with the NTM.
    Additionally, this proposal also would require repetitive 
thermographic inspections of the elevator to detect trapped water if 
certain amounts of debonding are detected. These inspections, and 
necessary repair, would be required to be accomplished in accordance 
with the Airbus 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 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.
    This proposed AD also would require that certain water-affected 
areas be repaired in accordance with a method approved by the FAA. 
Accomplishment of a thermographic inspection and correction of any 
discrepancy, would terminate the repetitive Tap Test inspections, but 
would continue to require repetitive thermographic inspections.
    The FAA estimates that 15 airplanes of U.S. registry would be 
affected by this proposed AD, that it would take approximately 5 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 $4,500, or $300 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.
    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. [[Page 7487]] 
    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.


39.13  [Amended]

    2. Section 39.13 is amended by adding the following new 
airworthiness directive:

Airbus: Docket 94-NM-222-AD.

    Applicability: Model A310 and A300-600 series airplanes on which 
Airbus Modification 4805 has been installed, 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 (g) 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 the presence of water in the elevator, which could 
cause debonding of the elevator skins and, consequently, could 
affect the structural integrity of the elevator, accomplish the 
following:
    (a) Perform a Tap Test inspection to detect debonding of the 
elevator skins, in accordance with the procedures described in the 
Airbus Model A300-600 or A310 Nondestructive Test Manual (NTM), as 
applicable, at the later of the times specified in paragraphs (a)(1) 
and (a)(2) of this AD.
    (1) Prior to the accumulation of 5,000 total landings on the 
elevator, or within 5 years after the first landing on the elevator, 
whichever occurs later. Or
    (2) Within 3 months after the effective date of this AD.
    (b) If no debonding is detected, repeat the Tap Test inspection 
required by paragraph (a) of this AD thereafter at intervals not to 
exceed 500 landings or 3 months, whichever occurs first.
    (c) If debonding is detected, the largest debonded area is 
smaller than 400 cm2, and the distance between two debonded 
areas is equal to or greater than 2.5 times the diameter of the 
largest defect: Repeat the Tap Test inspection required by paragraph 
(a) of this AD thereafter at intervals not to exceed 250 landings or 
every 3 months, whichever occurs first.
    (d) If the debonding detected is 400 cm2 or larger, prior 
to further flight, perform a thermographic inspection to detect 
water in the elevator, in accordance with Airbus Service Bulletin 
A310-55-2016 (for Model A310 series airplanes) or Airbus Service 
Bulletin A300-55-6014 (for Model A300-600 series airplanes), both 
dated December 1, 1990, as applicable. Prior to further flight, 
correct any discrepancy in accordance with the applicable service 
bulletin. Repeat the thermographic inspections thereafter at 
intervals not to exceed 4,500 landings, or every five years, 
whichever occurs first, in accordance with the applicable service 
bulletin.
    (e) If any water-affected area detected during any inspection 
required by this AD is greater than 40,000 sq. mm. in size, prior to 
further flight, repair in accordance with a method approved by the 
Manager, Standardization Branch, ANM-113, FAA, Transport Airplane 
Directorate.
    (f) Accomplishment of the thermographic inspections, as 
specified in paragraph (d) of this AD, constitutes terminating 
action for the repetitive tap test inspections required by paragraph 
(a) of this AD.
    (g) 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. 
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.

    (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.

    Issued in Renton, Washington, on February 2, 1995.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 95-3075 Filed 2-7-95; 8:45 am]
BILLING CODE 4910-13-U