[Federal Register Volume 64, Number 250 (Thursday, December 30, 1999)]
[Proposed Rules]
[Pages 73441-73444]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 99-33950]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 99-NM-241-AD]
RIN 2120-AA64
Airworthiness Directives; Airbus Model A330 and A340 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 A330 and A340
series airplanes. This proposal would require repetitive inspections to
detect cracking of the fuselage skin in the area of the VHF2 antenna,
repair, if necessary. This proposal also would provide for optional
terminating action for the repetitive inspections. This proposal is
prompted by issuance of mandatory continuing airworthiness
[[Page 73442]]
information by a foreign civil airworthiness authority. The actions
specified by the proposed AD are intended to detect and correct such
cracking, which could result in cabin depressurization of the airplane.
DATES: Comments must be received by January 31, 2000.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-114,
Attention: Rules Docket No. 99-NM-241-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 99-NM-241-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.99-NM-241-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 certain Airbus Model A330 and A340 series
airplanes. The DGAC advises that cracks have been found in the fuselage
skin aft of frame 54, between the airplane centerline and stringer 56R
in the area of the VHF2 antenna. The cracks were caused by fatigue
induced by the vibration of the VHF2 antenna during flight. This
antenna is installed on both Model A330 and A340 series airplanes.
Operators have reported 30 such occurrences on Model A330 and A340
series airplanes. Such cracking could result in cabin depressurization
of the airplane.
Explanation of Relevant Service Information
Airbus has issued Service Bulletin A330-53-3094, Revision 02, dated
May 28, 1998 (for Model A330 series airplanes), and Service Bulletin
A340-53-4105, Revision 02, dated May 25, 1998 (for Model A340 series
airplanes); which provide instructions for repetitive HFEC inspections
to detect cracks of the fuselage skin aft of frame 54, between the
airplane centerline and stringer 56R in the area of the VHF2 antenna,
and an interim repair procedure if cracks are found. Accomplishment of
the interim repair will stop further crack propagation until a
permanent repair can be accomplished. The interim repair consists of
cutting out the cracked portion of the fuselage skin, and installing a
filler plate in the skin cutout, two doublers, and shims. The DGAC
classified these service bulletins as mandatory and issued French
airworthiness directives 1998-192-071(B), Revision 01 (for Model A330
series airplanes) and 1998-193-089(B), Revision 01 (for Model A340
series airplanes), both dated March 24, 1999, in order to assure the
continued airworthiness of these airplanes in France.
Airbus has also issued Service Bulletin A330-53-3097, Revision 01,
dated May 21, 1999 (for Model A330 series airplanes), and Service
Bulletin A340-53-4108, Revision 01, dated May 21, 1999 (for Model A340
series airplanes); which provide terminating action for the repetitive
inspections. The terminating action consists of a modification to
reinforce the fuselage structure in the area of the VHF2 antenna. These
service bulletins were approved by the DGAC.
FAA's Conclusions
These airplane models are manufactured in France and are type
certificated for operation in the United States under the provisions of
Sec. 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 bulletins described previously,
except as discussed below. This proposed AD also would provide for an
interim repair, which if accomplished, would extend the interval for
the repetitive inspections. This proposed AD also would provide for
optional terminating action for the repetitive inspections.
Operators should note that, to be consistent with the findings of
the DGAC, the FAA has determined that the repetitive inspections
proposed by this AD can be allowed to continue in lieu of
accomplishment of a terminating action specified in the service
bulletins described previously. In making this determination, the FAA
considers that, in this case, long-term continued operational safety
will be adequately assured by accomplishing the repetitive inspections
to detect cracking before it represents a hazard to the airplane.
Differences Between Proposed Rule and Service Bulletins
Operators should note that, unlike the procedures described in
Airbus Service Bulletins A330-53-3094 and Service
[[Page 73443]]
Bulletin A340-53-4105, this proposed AD would not permit further flight
if cracks are detected in the fuselage skin. The service bulletins
allow for a temporary repair to be applied to cracks below a certain
size, consisting of stop drilling the crack tip, until the interim
repair can be accomplished. The FAA has determined that, because of the
safety implications and consequences associated with such cracking, any
subject fuselage skin that is found to be cracked must be repaired
either with the interim repair or in accordance with a method approved
by the FAA (as applicable) prior to further flight.
In addition, although the service bulletins specify 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
None of the airplanes affected by this action are on the U.S.
Register. All airplanes included in the applicability of this rule
currently are operated by non-U.S. operators under foreign registry;
therefore, they are not directly affected by this AD action. However,
the FAA considers that this rule is necessary to ensure that the unsafe
condition is addressed in the event that any of these subject airplanes
are imported and placed on the U.S. Register in the future.
Should an affected airplane be imported and placed on the U.S.
Register in the future, it would require approximately 6 work hours to
accomplish the required inspections, at an average labor rate of $60
per work hour. Based on these figures, the cost impact of this AD would
be $360 per airplane, per inspection cycle.
Should an operator elect to accomplish the optional terminating
action rather than continue the repetitive inspections, it would take
approximately 112 work hours per airplane to accomplish the
modification, at an average labor rate of $60 per work hour. Based on
these figures, the cost impact of this optional terminating action is
estimated to be $6,720 per airplane.
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, Airplane, 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: Docket 99-NM-241-AD.
Applicability: Model A330 and A340 series airplanes,
certificated in any category; except those on which Airbus
production modification 46025 is installed or on which Airbus
Service Bulletin A330-53-3097, Revision 01, dated May 21, 1999 (for
Model A330 series airplanes), or Service Bulletin A340-53-4108,
Revision 01, dated May 21, 1999 (for Model A340 series airplanes),
has been accomplished.
Note 1: 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 (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.
To detect and correct cracking of the fuselage skin in the area
of the VHF2 antenna, which could result in cabin depressurization of
the airplane, accomplish the following:
Detailed Visual Inspection
(a) At the latest of the times specified in paragraphs (a)(1),
(a)(2), (a)(3), and (a)(4) of this AD, as applicable: Perform a
detailed visual inspection (without removal of the VHF2 antenna) of
the fuselage skin aft of frame 54, between the airplane centerline
and stringer 56R in the area of the VHF2 antenna to detect cracks,
in accordance with Airbus Service Bulletin A330-53-3094, Revision
02, dated May 28, 1998 (for Model A330 series airplanes), or Service
Bulletin A340-53-4105, Revision 02, dated May 25, 1998 (for Model
A340 series airplanes) (hereinafter referred to as the applicable
service bulletin). Thereafter, if no cracks are detected, repeat the
detailed visual inspection every 36 flight hours until
accomplishment of the high frequency eddy current (HFEC) inspection
required by paragraph (b) of this AD.
(1) Prior to the accumulation of 900 total flight hours.
(2) Within 1,250 flight hours since accomplishment of the
interim repair specified by paragraph 2.C.(4) of the applicable
service bulletin, if the interim repair has been accomplished prior
to the effective date of this AD.
(3) Within 300 flight hours since the most recent HFEC
inspection accomplished in accordance with the applicable service
bulletin, if the most recent HFEC inspection has been accomplished
prior to the effective date of this AD.
(4) Within 36 flight hours after the effective date of this AD.
Note 2: For the purposes of this AD, a detailed visual
inspection is defined as: ``An intensive visual examination of a
specific structural area, system, installation, or assembly to
detect damage, failure, or irregularity. Available lighting is
normally supplemented with a direct source of good lighting at
intensity deemed appropriate by the inspector. Inspection aids such
as mirror, magnifying lenses, etc., may be used. Surface cleaning
and elaborate access procedures may be required.''
High Frequency Eddy Current Inspection
(b) Perform a high frequency eddy current (HFEC) inspection to
detect cracks of the fuselage skin aft of frame 54, between the
airplane centerline and stringer 56R in the
[[Page 73444]]
area of the VHF2 antenna, in accordance with the applicable service
bulletin, at the applicable time specified by paragraph (b)(1) or
(b)(2) of this AD. Accomplishment of this inspection terminates the
requirements of paragraph (a) of this AD.
(1) For airplanes on which the interim repair specified by
paragraph 2.C.(4) of the applicable service bulletin has not been
accomplished: Prior to the accumulation of 900 total flight hours on
the airplane, or within 500 flight hours after the effective date of
this AD, whichever occurs later. Thereafter, accomplish the follow-
on actions of paragraph (c) or (d) of this AD, as applicable.
(2) For airplanes on which the interim repair specified by
paragraph 2.C.(4) of the applicable service bulletin has been
accomplished: Within 1,250 flight hours after accomplishment of the
interim repair, or within 500 flight hours after the effective date
of this AD, whichever occurs later.
Repetitive Inspections
(c) If no crack is detected during the HFEC inspection required
by paragraph (b) of this AD, accomplish the repetitive inspections
required by paragraph (c)(1) or (c)(2) of this AD, as applicable.
(1) For airplanes on which the interim repair specified by
paragraph 2.C.(4) of the applicable service bulletin has not been
accomplished, accomplish the actions specified by paragraphs
(c)(1)(i) and (c)(1)(ii) of this AD.
(i) Repeat the HFEC inspection specified by paragraph (b) at
intervals not to exceed 500 flight hours.
(ii) Within 300 flight hours after each HFEC inspection required
by this AD: Perform a detailed visual inspection (without removal of
the VHF2 antenna) of the fuselage skin aft of frame 54, between the
airplane centerline and stringer 56R in the area of the VHF2 antenna
to detect cracks, in accordance with the applicable service
bulletin. Thereafter, if no cracks are detected, repeat the detailed
visual inspection every 36 flight hours until accomplishment of the
next HFEC inspection required by paragraph (c)(1)(i) of this AD.
(2) For airplanes on which the interim repair specified by
paragraph 2.C.(4) of the applicable service bulletin has been
accomplished, repeat the HFEC inspection specified by paragraph (b)
of this AD at intervals not to exceed 1,250 flight hours.
Corrective Actions
(d) If any crack is detected during any inspection required by
paragraph (a), (b), or (c) of this AD, and the interim repair
specified by paragraph 2.C.(4) of the applicable service bulletin
has not been accomplished: Prior to further flight, accomplish the
actions specified by paragraph (d)(1) or (d)(2) of this AD, as
applicable.
(1) If only one crack is detected and that crack is 9.45 inches
or less, and is within the limits specified by the applicable
service bulletin: Install the interim repair specified in paragraph
2.C.(4) of the applicable service bulletin. Thereafter, repeat the
HFEC inspection specified by paragraph (b) of this AD at intervals
not to exceed 1,250 flight hours.
Note 3: The interim repair referenced by this AD consists of
cutting out the cracked portion of the fuselage skin, and installing
a filler plate in the skin cutout, two doublers, and shims, as
described in paragraph 2.C.(4) of the applicable service bulletin.
Note 4: Accomplishment of the interim repair in accordance with
paragraph 4.3 of Airbus Industrie All Operator Telex (AOT) 53-10,
dated September 24, 1997, is acceptable for compliance with the
requirements of paragraph (d)(1) of this AD.
(2) If any crack is detected that is longer than 9.45 inches, or
is outside the limits specified by the service bulletin, or if more
than one crack is detected: 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 (DGAC) (or its delegated agent). For a repair
method to be approved by the Manager, International Branch, ANM-116,
as required by this paragraph, the Manager's approval letter must
specifically reference this AD.
(e) If any crack is detected during any inspection required by
paragraph (a), (b), or (c) of this AD and the interim repair
specified by paragraph 2.C.(4) of the applicable service bulletin
has been accomplished: Prior to further flight, repair in accordance
with a method approved by the Manager, International Branch, ANM-
116; or the DGAC (or its delegated agent). For a repair method to be
approved by the Manager, International Branch, ANM-116, as required
by this paragraph, the Manager's approval letter must specifically
reference this AD.
(f) Accomplishment of the modification as described in Airbus
Service Bulletin A330-53-3097, Revision 01, dated May 21, 1999 (for
Model A330 series airplanes), or Service Bulletin A340-53-4108,
Revision 01, dated May 21, 1999 (for Model A340 series airplanes),
terminates the repetitive inspections required by paragraphs (a),
(b), and (c) of this AD.
Note 5: Accomplishment of Airbus production modification 46025,
or the modification as described in Airbus Service Bulletin A330-53-
3097, dated July 29, 1998 (for Model A330 series airplanes), or
Service Bulletin A340-53-4108, dated July 31, 1998 (for Model A340
series airplanes), also constitutes terminating action for the
repetitive inspections required by paragraphs (a), (b), and (c) of
this AD.
Alternative Methods of Compliance
(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, 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 6: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the International Branch, ANM-116.
Special Flight Permits
(h) Special flight permits may be issued in accordance with
Secs. 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 7: The subject of this AD is addressed in French
airworthiness directives 1998-192-071(B)R1 (for Model A330 series
airplanes) and 1998-193-089(B)R1 (for Model A340 series airplanes),
both dated March 24, 1999.
Issued in Renton, Washington, on December 23, 1999.
Vi L. Lipski,
Acting Manager, Transport Airplane Directorate, Airplane Certification
Service.
[FR Doc. 99-33950 Filed 12-29-99; 8:45 am]
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