[Federal Register Volume 63, Number 91 (Tuesday, May 12, 1998)]
[Proposed Rules]
[Pages 26109-26111]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-12514]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98-NM-82-AD]
RIN 2120-AA64


Airworthiness Directives; Airbus 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 all Airbus Model A300-600 series 
airplanes. This proposal would require repetitive inspections to detect 
fatigue cracking of the wing top skin at the front spar joint; and a 
follow-on eddy current inspection and repair, if necessary. This 
proposal is prompted by issuance of mandatory continuing airworthiness 
information by a foreign civil airworthiness authority. The actions 
specified by the proposed AD are intended to detect and correct fatigue 
cracking of the wing top skin at the front spar joint, which could 
result in reduced structural integrity of the airplane.

DATES: Comments must be received by June 11, 1998.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-114, 
Attention: Rules Docket No. 98-NM-82-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: 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:

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 98-NM-82-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-114, Attention: Rules 
Docket No. 98-NM-82-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, notified the FAA that an unsafe 
condition may exist on all Airbus Model A300-600 series airplanes. The 
DGAC advises that, during full-scale testing on a Model A300-600 test 
article, fatigue cracks were found between 38,000 and 49,000 simulated 
flights on the wing top skin at the front spar joint between ribs 1 and 
7. Further investigation has revealed that the fatigue cracks 
originated in the holes of the clearance fit fasteners on the wing top 
skin. Such fatigue cracking, if not detected and corrected in a timely 
manner, could

[[Page 26110]]

result in reduced structural integrity of the airplane.

Explanation of Relevant Service Information

    Airbus has issued Service Bulletin A300-57-6045, Revision 1, dated 
August 3, 1994 (including Appendix 1, Revision 1, dated August 3, 
1994), which describes procedures for repetitive detailed visual 
inspections to detect fatigue cracking of the wing top skin at the 
front spar joint; a follow-on eddy current inspection to confirm the 
findings of the visual inspection if cracking is suspected or detected; 
and repair of certain cracking. Accomplishment of the actions specified 
in the service bulletin is intended to adequately address the 
identified unsafe condition. The DGAC classified this service bulletin 
as mandatory and issued French airworthiness directive 97-374-238(B), 
dated December 3, 1997, in order to assure the continued airworthiness 
of these airplanes in France.

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 accomplishment of 
the actions specified in the service bulletin described previously, 
except as discussed below.

Differences Between Proposed Rule and Service Bulletin

    Operators should note that, unlike the procedures described in the 
service bulletin, this proposed AD would not permit further flight if 
cracks are detected in the wing top skin. The FAA has determined that, 
because of the safety implications and consequences associated with 
such cracking, any subject wing top skin that is found to be cracked 
must be repaired or modified prior to further flight.
    Operators also should note that, although the service bulletin 
specifies that the manufacturer may be contacted for disposition of 
certain repair conditions, this proposal would require the repair of 
those conditions to be accomplished in accordance with a method 
approved by either the FAA, or the DGAC (or its delegated agent). In 
light of the type of repair that would be required to address the 
identified unsafe condition, and in consonance with existing bilateral 
airworthiness agreements, the FAA has determined that, for this 
proposed AD, a repair approved by either the FAA or the DGAC would be 
acceptable for compliance with this proposed AD.

Cost Impact

    The FAA estimates that 54 airplanes of U.S. registry would be 
affected by this proposed AD. It would take approximately 2 work hours 
per airplane to accomplish the proposed inspection, at an average labor 
rate of $60 per work hour. Based on these figures, the cost impact of 
the inspection proposed by this AD on U.S. operators is estimated to be 
$6,480, or $120 per airplane, per inspection cycle.
    The 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.

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 98-NM-82-AD.

    Applicability: All Model A300-600 series airplanes, 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 (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 detect and correct fatigue cracking of the wing top skin at 
the front spar joint, which could result in reduced structural 
integrity of the airplane, accomplish the following:
    (a) Prior to the accumulation of 22,000 total flight cycles, or 
within 2,000 flight cycles after the effective date of this AD, 
whichever occurs later, perform a detailed visual inspection to 
detect fatigue cracking of the wing top skin at the front spar 
joint, in accordance with Airbus Service Bulletin A300-57-6045, 
Revision 1, dated August 3, 1994 (including Appendix 1, Revision 1, 
dated August 3, 1994). Repeat the detailed visual inspection 
thereafter at intervals not to exceed 8,000 flight cycles.
    (b) If any cracking is suspected or detected during any 
inspection required by paragraph (a) of this AD, prior to further 
flight, perform an eddy current inspection to confirm the findings 
of the visual inspection, in accordance with Airbus Service Bulletin 
A300-57-6045, Revision 1, dated August 3,

[[Page 26111]]

1994 (including Appendix 1, Revision 1, dated August 3, 1994). If 
any cracking is detected during any eddy current inspection, prior 
to further flight, repair in accordance with a method approved by 
the Manager, International Branch, ANM-116, FAA, Transport Airplane 
Directorate, or the Direction Generale de l'Aviation Civile or (its 
delegated agent).
    (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, International Branch, ANM-116. 
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.

    Note 2: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the International Branch, ANM-116.

    (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.

    Note 3: The subject of this AD is addressed in French 
airworthiness directive 97-374-238(B), dated December 3, 1997.

    Issued in Renton, Washington, on May 5, 1998.
John J. Hickey,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 98-12514 Filed 5-11-98; 8:45 am]
BILLING CODE 4910-13-U