[Federal Register Volume 62, Number 58 (Wednesday, March 26, 1997)]
[Proposed Rules]
[Pages 14361-14363]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 97-7681]


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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39

[Docket No. 96-NM-182-AD]
RIN 2120-AA64


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 repetitive eddy 
current inspections to detect cracks of the outer skin of the fuselage 
at certain frames, and repair or reinforcement of the structure at the 
frames, if necessary. This proposal also would require eventual 
reinforcement of the structure at certain frames, which, when 
accomplished, terminates the repetitive inspections. This proposal is 
prompted by a report indicating that fatigue cracks were found in the 
area of certain frames. The actions specified by the proposed AD are 
intended to prevent such fatigue cracking, which could reduce the 
structural integrity of the airframe and result in rapid decompression 
of the airplane.

DATES: Comments must be received by May 5, 1997.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-103, 
Attention: Rules Docket No. 96-NM-182-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 the FAA, 
Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, 
Washington.

FOR FURTHER INFORMATION CONTACT: Tim Backman, Aerospace Engineer, 
Standardization Branch, ANM-113, FAA, Transport Airplane Directorate, 
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (206) 
227-2797; fax (206) 227-1149.

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 96-NM-182-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. 96-NM-182-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 Model A300-600 series airplanes. 
The DGAC advises that, during inspection of in-service Model A300 
series airplanes, fatigue cracks were found after 18,000 flight cycles 
in the area of frames 28A and 30A, at left and right-hand stringer 30. 
Fatigue cracking in this area of the fuselage could reduce the 
structural integrity of the airframe and result in rapid decompression 
of the airplane.

Explanation of Relevant Service Information

    Airbus has issued Service Bulletin A300-53-6045, dated March 21, 
1995, as revised by Change Notice No. O.A., dated June 1, 1995, which 
describes procedures for repetitive eddy current inspections to detect 
cracks of the outer skin of the fuselage at frames 28A and 30A above 
stringer 30, and repair or reinforcement of the structure of the 
frames, if necessary.
    Airbus also has issued Service Bulletin A300-53-6037, dated March 
21, 1995, which describes procedures for reinforcement of the structure 
at frames 28 and 29, and frames 30 and 31, between stringers 29 and 30. 
Accomplishment of the reinforcement will limit the risk of cracking in 
these areas. Such reinforcement eliminates the need for the repetitive 
inspections.
    The DGAC classified Airbus Service Bulletin A300-53-6045 as 
mandatory and issued French airworthiness directive (C/N) 95-244-
191(B), dated December 6, 1995, in order to assure the continued 
airworthiness of these airplanes in France. The DGAC

[[Page 14362]]

classified Airbus Service Bulletin A300-53-6037 as recommended.

FAA's Conclusions

    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.

Explanation of Requirements of Proposed Rule

    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 eddy 
current inspections to detect cracks of the outer skin of the fuselage 
at frames 28A and 30A above stringer 30; and repair or reinforcement of 
the structure of the frames, if necessary. Additionally, the proposed 
AD would require eventual reinforcement of the structure at frames 28 
and 29, and frames 30 and 31, between stringers 29 and 30. 
Accomplishment of this reinforcement constitutes terminating action for 
the repetitive inspections. The actions would be required to be 
accomplished in accordance with the service bulletins described 
previously.

Differences Between Proposed Rule and Service Bulletins

    Operators should note that, unlike the procedures described in 
Airbus Service Bulletins A300-53-6045 and A300-53-6037, this proposed 
AD would not permit further flight if cracks are detected in the outer 
skin. The FAA has determined that, because of the safety implications 
and consequences associated with such cracking, any subject outer skin 
that is found to be cracked must be repaired or modified prior to 
further flight.
    Operators should also note that the proposed AD would differ from 
Airbus FL Service Bulletin A300-53-6045 in that it would require the 
initial eddy current inspection to be accomplished prior to the 
accumulation of 14,100 total flight cycles, or within 12 months of the 
effective date of the AD, whichever occurs later. (The service bulletin 
recommends inspection prior to the accumulation of 18,000 flight 
cycles, or at the next ``C'' check, whichever occurs first.) In 
developing an appropriate compliance time for this action, the FAA 
considered not only the degree of urgency associated with addressing 
the subject unsafe condition, but the susceptibility of the outer skin 
of the fuselage to fatigue cracking, which could result in rapid 
decompression of the airplane. The FAA has also received reports of 
fatigue cracking on affected airplanes that had accumulated as few as 
14,100 total flight cycles. In consideration of these items, the FAA 
finds that the initial eddy current inspection conducted at the 
proposed compliance time stated previously will better ensure that any 
detrimental effect associated with fatigue cracking will be identified 
and corrected prior to the time that it could adversely affect the 
outer skin of the fuselage.
    Operators should also note that this AD proposes to mandate, within 
5 years, the reinforcement described in Service Bulletin A300-53-6037 
as terminating action for the repetitive inspections. [Incorporation of 
this terminating action of this service bulletin is optional in the 
French C/N 95-244-191(B).] The FAA has determined that long-term 
continued operational safety will be better assured by design changes 
to remove the source of the problem, rather than by repetitive 
inspections. Long-term inspections may not be providing the degree of 
safety assurance necessary for the transport airplane fleet.
    This, coupled with a better understanding of the human factors 
associated with numerous continual inspections, has led the FAA to 
consider placing less emphasis on inspections and more emphasis on 
design improvements. The proposed reinforcement requirement is in 
consonance with these conditions.

Cost Impact

    The FAA estimates that 34 Airbus Model A300-600 series airplanes of 
U.S. registry would be affected by this proposed AD.
    The eddy current inspection that is proposed by this AD would take 
approximately 1 work hour per airplane to accomplish, at an average 
labor rate of $60 per work hour. Based on these figures, the cost 
impact of the proposed inspection on U.S. operators is estimated to be 
$2,040, or $60 per airplane, per inspection cycle.
    The reinforcement that is proposed in this AD would take 
approximately 93 work hours per airplane to accomplish, at an average 
labor rate of $60 per work hour. Required parts would cost 
approximately $7,200 per airplane. Based on these figures, the cost 
impact of the proposed modification requirements of this AD on U.S. 
operators is estimated to be $434,520, or $12,780 per airplane.
    The cost impact figures discussed above are 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.

Regulatory Impact

    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. 106(g), 40113, 44701.


Sec. 39.13  [Amended]

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

Airbus Industrie: Docket 96-NM-182-AD.


[[Page 14363]]


    Applicability: Model A300-600 series airplanes on which Airbus 
Modification 8683 was not accomplished during production, or on 
which Airbus Modification 8684 has not been installed; certificated 
in any category.

    Note 1: Airbus Models A300 B2 and B4 series airplanes are not 
subject to the requirements of this AD.

    Note 2: This AD applies to each airplane identified in the 
preceding applicability provision, regardless of whether it has been 
otherwise 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 (c) 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.
    To prevent fatigue cracking of the fuselage outer skin at frames 
28A and 30A, which could reduce the structural integrity of the 
airframe and result in rapid decompression of the airplane, 
accomplish the following actions:
    (a) Prior to the accumulation of 14,100 total flight cycles, or 
within 12 months after the effective date of the AD, whichever 
occurs later, conduct an eddy current inspection to detect cracking 
of the fuselage outer skin at frames 28A and 30A above stringer 30, 
in accordance with Airbus Service Bulletin A300-53-6045, dated March 
21, 1995, as revised by Change Notice No. O.A., dated June 1, 1995.
    (1) If no cracking is found, repeat the inspection thereafter at 
intervals not to exceed 4,500 flight cycles.
    (2) If any cracking is found that is within the limits specified 
in the service bulletin, repair in accordance with paragraph 2.D. of 
the Accomplishment Instructions of Airbus Service Bulletin A300-53-
6045, dated March 21, 1995, as revised by Change Notice No. O.A., 
dated June 1, 1995; or reinforce the structure at frames 28 and 29, 
and at frames 30 and 31, between stringers 29 and 30, in accordance 
with Airbus Service Bulletin A300-53-6037, dated March 21, 1995.
    1(i) If the repair is accomplished: After the repair, repeat the 
eddy current inspection thereafter at intervals not to exceed 4,500 
flight cycles.
    (ii) If the reinforcement is accomplished: Such reinforcement 
constitutes terminating action for the repetitive inspections 
required by this AD.
    (3) If any cracking is found that is outside the limits 
specified in the service bulletin, prior to further flight, 
reinforce the structure at frames 28 and 29, and at frames 30 and 
31, between stringers 29 and 30, in accordance with Airbus Service 
Bulletin A300-53-6037, dated March 21, 1995. Such reinforcement 
constitutes terminating action for the repetitive inspections 
required by this AD.
    (b) Within 5 years after the effective date of this AD, 
reinforce the structure at frames 28 and 29, and at frames 30 and 
31, between stringers 29 and 30, in accordance with Airbus Service 
Bulletin A300-53-6037, dated March 21, 1995. Such reinforcement 
constitutes terminating action for the repetitive inspections 
required by this AD.
    (c) 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 3: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Standardization Branch, ANM-113.

    (d) 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 March 20, 1997.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 97-7681 Filed 3-25-97; 8:45 am]
BILLING CODE 4910-13-U