[Federal Register Volume 65, Number 91 (Wednesday, May 10, 2000)]
[Proposed Rules]
[Pages 30033-30036]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 00-11719]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98-NM-207-AD]
RIN 2120-AA64


Airworthiness Directives; Airbus Model A300 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 A300 and 
A300-600 series airplanes. This proposal would require a high frequency 
eddy current (HFEC) inspection to detect cracking of the rear fittings 
of fuselage frame FR40 at stringer 27, and repetitive inspections or 
repair, as applicable. In lieu of accomplishing the repetitive 
inspections, this proposal requires a modification that would allow the 
inspection to be deferred for a certain period of time. 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 rear fittings of fuselage frame FR40 at stringer 27, 
which could result in reduced structural integrity of the airplane.

DATES: Comments must be received by June 9, 2000.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-114, 
Attention: Rules Docket No. 98-NM-207-AD, 1601 Lind Avenue, SW., 
Renton, Washington 98055-4056. Comments may be inspected at this 
location between 9 a.m. and 3p.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

[[Page 30034]]

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-207-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-207-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 A300 and A300-600 series 
airplanes. The DGAC advises that fatigue cracks have been found in the 
rear fittings of fuselage frame FR40 at stringer 27 on in-service 
airplanes. These cracks are believed to be caused by a significant 
change in the geometry of the fitting combined with cabin pressure and 
wing loading. This condition, if not corrected, could result in reduced 
structural integrity of the airplane.

Explanation of Relevant Service Information

    Airbus has issued Service Bulletins A300-53-0332 and A300-57-6075, 
both dated November 24, 1997, which describe procedures for repetitive 
high frequency eddy current (HFEC) inspections to detect cracks of the 
rear fittings of fuselage frame FR40 at stringer 27; and repair, if 
necessary. In lieu of accomplishing the repetitive inspections for 
cases where no cracking is detected, the service bulletins allow the 
deferral of the repetitive inspections provided that the modification 
described below is accomplished.
    Airbus also has issued Service Bulletins A300-53-0333 and A300-57-
6076, both dated November 24, 1997, which describe procedures for 
modification of the rear fittings of the fuselage frame FR40 at 
stringer 27. The modification includes defining a new stiffener 
geometry and chamfering the radius of the rear fittings of fuselage 
frame FR40.
    Accomplishment of the actions specified in the service bulletins is 
intended to adequately address the identified unsafe condition. The 
DGAC classified Service Bulletins A300-53-0332 and A300-57-6075 as 
mandatory and issued French airworthiness directive 98-028-242(B), 
dated January 28, 1998, in order to assure the continued airworthiness 
of these airplanes in France.

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.

Differences Between Proposed Rule and French Airworthiness 
Directive

    Operators should note that, 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.
    Operators should note that, unlike particular provisions in Service 
Bulletins A300-53-0332 and A300-57-6075 regarding adjustment of the 
compliance times using an ``adjustment-for-range'' formula, this 
proposed AD would not permit formulaic adjustments of the inspection 
compliance times. The FAA has determined that such adjustments may 
present difficulties in determining if the applicable inspections and 
modifications have been complied with in the appropriate time frame. 
Further, while such adjustable compliance times are utilized as part of 
the Maintenance Review Board program, they do not fit practically into 
the AD tracking process for operators or for Principal Maintenance 
Inspectors attempting to ascertain compliance with AD's. Therefore, the 
FAA has determined that fixed compliance times should be specified for 
accomplishment of the actions required by this AD.
    Additionally, after discussions with the DGAC and the manufacturer, 
the FAA has determined that flight hour maximums should be included as 
part of the compliance threshold and repetitive intervals for the 
inspections required by this proposed AD. Inclusion of a compliance 
threshold in terms of total flight hours as well as total flight 
cycles, and requiring inspection at the earlier of those times, will 
ensure that airplanes with longer than average flight times are 
inspected at a threshold and intervals necessary to maintain safety. 
Accordingly, the FAA has specified that the initial inspection must be 
accomplished at the earliest time an airplane reaches certain 
accumulated total flight cycles or total flight hours, and that 
repetitive inspections are to be accomplished at intervals not to 
exceed certain flight cycles or flight hours, whichever occurs first.

Cost Impact

    There are approximately 344 Model A300 and A300-600 series 
airplanes of the affected design in the worldwide fleet. The FAA 
estimates that 85 airplanes of U.S. registry would be affected by this 
AD. It would take approximately 1 work hour per airplane to accomplish 
the proposed HFEC inspection, at an average labor rate is $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 $5,100, or $60 
per airplane, per inspection cycle.

[[Page 30035]]

    Should an operator be required to accomplish the modification 
rather than the repetitive inspections, it would take approximately 3 
work hours per airplane to accomplish. Based on these figures, the cost 
impact of the modification required by this proposed AD on U.S. 
operators is estimated to be $15,300 or $180 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 98-NM-207-AD.

    Applicability: Model A300 and A300-600 series airplanes, on 
which Airbus Modification 11525 has not been accomplished; 
certificated in any category.

    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 (h) 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 rear fittings of 
fuselage frame FR40 at stringer 27, which could result in reduced 
structural integrity of the airplane, accomplish the following:

Inspection

    (a) Perform a high frequency eddy current (HFEC) inspection to 
detect cracks in the stiffeners at stringer 27 of the rear fitting 
of fuselage frame FR40, left and right, in accordance with Airbus 
Service Bulletin A300-53-0332, dated November 24, 1997 (for Model 
A300 B2 and B4 series airplanes), or Airbus Service Bulletin A300-
57-6075, dated November 24, 1997 (for Model A300-600 series 
airplanes); as applicable; at the applicable time specified in 
paragraph (a)(1), (a)(2), (a)(3), (a)(4), (a)(5), (a)(6), (a)(7), or 
(a)(8) of this AD.
    (1) For Model A300 B2 series airplanes that have accumulated 
less than 26,000 total flight cycles as of the effective date of 
this AD: Inspect at the earlier of the times specified in paragraphs 
(a)(1)(i) and (a)(1)(ii) of this AD.
    (i) Prior to the accumulation of 11,100 total flight cycles, or 
within 3,000 flight cycles after the effective date of this AD, 
whichever occurs later.
    (ii) Prior to the accumulation of 14,300 total flight hours, or 
within 3,800 flight hours after the effective date of this AD, 
whichever occurs later.
    (2) For Model A300 B2 series airplanes that have accumulated 
26,000 or more total flight cycles as of the effective date of this 
AD: Inspect within 2,200 flight cycles or 2,800 flight hours after 
the effective date of this AD, whichever occurs first.
    (3) For Model A300 B4-100 series airplanes that have accumulated 
less than 20,000 total flight cycles as of the effective date of 
this AD: Inspect at the earlier of the times specified in paragraphs 
(a)(3)(i) and (a)(3)(ii) of this AD.
    (i) Prior to the accumulation of 8,100 total flight cycles, or 
within 3,000 flight cycles after the effective date of this AD, 
whichever occurs later.
    (ii) Prior to the accumulation of 15,700 total flight hours, or 
within 5,800 flight hours after the effective date of this AD, 
whichever occurs later.
    (4) For Model A300 B4-100 series airplanes that have accumulated 
20,000 or more total flight cycles as of the effective date of this 
AD: Inspect within 1,800 flight cycles or 3,400 flight hours after 
the effective date of this AD, whichever occurs first.
    (5) For Model A300 B4-200 series airplanes that have accumulated 
less than 14,000 total flight cycles as of the effective date of 
this AD: Inspect at the earlier of the times specified in paragraphs 
(a)(5)(i) and (a)(5)(ii) of this AD.
    (i) Prior to the accumulation of 8,300 total flight cycles, or 
within 3,000 flight cycles after the effective date of this AD, 
whichever occurs later.
    (ii) Prior to the accumulation of 17,200 total flight hours, or 
within 6,200 flight hours after the effective date of this AD, 
whichever occurs later.
    (6) For Model A300 B4-200 series airplanes that have accumulated 
14,000 or more total flight cycles as of the effective date of this 
AD: Inspect within 1,700 flight cycles or 3,500 flight hours after 
the effective date of this AD, whichever occurs first.
    (7) For Model A300-600 series airplanes that have accumulated 
less than 18,000 total flight cycles as of the effective date of 
this AD: Inspect at the earlier of the times specified in paragraphs 
(a)(7)(i) and (a)(7)(ii) of this AD.
    (i) Prior to the accumulation of 5,800 total flight cycles, or 
within 2,700 flight cycles after the effective date of this AD, 
whichever occurs later.
    (ii) Prior to the accumulation of 15,100 total flight hours, or 
within 7,000 flight hours after the effective date of this AD, 
whichever occurs later.
    (8) For Model A300-600 series airplanes that have accumulated 
18,000 or more total flight cycles as of the effective date of this 
AD: Inspect within 1,400 flight cycles or 3,600 flight hours after 
the effective date of this AD, whichever occurs first.

Repetitive Inspections

    (b) If no crack is detected during the initial inspection 
required by paragraph (a) of this AD, except as provided by 
paragraph (e) of this AD, repeat the inspection required by 
paragraph (a) of this AD at the time specified in paragraph (b)(1), 
(b)(2), (b)(3), or (b)(4) of this AD, as applicable.
    (1) For Model A300 B2 series airplanes: Repeat at intervals not 
to exceed 2,100 flight cycles or 2,700 flight hours, whichever 
occurs first.
    (2) For Model A300 B4-100 series airplanes: Repeat at intervals 
not to exceed 1,500 flight cycles or 3,000 flight hours, whichever 
occurs first.
    (3) For Model A300 B4-200 series airplanes: Repeat at intervals 
not to exceed 1,700 flight cycles or 3,500 flight hours, whichever 
occurs first.
    (4) For Model A300-600 series airplanes: Repeat at intervals not 
to exceed 1,300 flight

[[Page 30036]]

cycles or 3,400 flight hours, whichever occurs first.

Repair Cracking Found During Inspections

    (c) If any crack is found during any inspection required by 
paragraph (a) or (b) of this AD and the crack is less than 0.787 
inches long, prior to further flight, repair in accordance with 
Airbus Service Bulletin A300-53-0332, dated November 24, 1997 (for 
Model A300 B2 and B4 series airplanes), or Airbus Service Bulletin 
A300-57-6075, dated November 24, 1997 (for Model A300-600 series 
airplanes); as applicable. Perform the inspection required by 
paragraph (a) of this AD one more time at the time specified in 
paragraph (c)(1), (c)(2), (c)(3), or (c)(4) of this AD, as 
applicable, and accomplish the actions specified in paragraph (f) or 
(g) of this AD, as applicable.
    (1) For Model A300 B2 series airplanes: Within 42,400 flight 
cycles or 54,600 flight hours after accomplishment of the repair, 
whichever occurs first.
    (2) For Model A300 B4-100 series airplanes: Within 29,300 flight 
cycles or 56,700 flight hours after accomplishment of the repair, 
whichever occurs first.
    (3) For Model A300 B4-200 series airplanes: Within 31,900 flight 
cycles or 66,100 flight hours after accomplishment of the repair, 
whichever occurs first.
    (4) For Model A300-600 series airplanes: Within 22,000 flight 
cycles or 57,500 flight hours after accomplishment of the repair, 
whichever occurs first.
    (d) If any crack is found during any inspection required by 
paragraph (a) or (b) of this AD and the crack is 0.787 inches long 
or more, prior to further flight, repair it 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.

Deferral of Repetitive Inspections by Modification

    (e) In lieu of accomplishing the requirements of paragraph (b) 
of this AD, prior to further flight after accomplishing the 
inspection required by paragraph (a) of this AD, modify the rear 
fitting at stringer 27 at FR40 of the center fuselage in accordance 
with Airbus Service Bulletin A300-53-0333, dated November 24, 1997 
(Model A300 B2 and B4 series airplanes), or Airbus Service Bulletin 
A300-57-6076, dated November 24, 1997 (for Model A300-600 series 
airplanes); as applicable. Following accomplishment of the 
modification, perform the inspection required by paragraph (a) of 
this AD one more time at the time specified in paragraph (e)(1), 
(e)(2), (e)(3), or (e)(4) of this AD, as applicable, and accomplish 
the actions specified in paragraph (f) or (g) of this AD, as 
applicable.
    (1) For Model A300 B2 series airplanes: Within 56,800 flight 
cycles or 73,100 flight hours after accomplishment of the 
modification, whichever occurs first.
    (2) For Model A300 B4-100 series airplanes: Within 39,200 flight 
cycles or 75,900 flight hours after accomplishment of the 
modification, whichever occurs first.
    (3) For Model A300 B4-200 series airplanes: Within 42,700 flight 
cycles or 88,400 flight hours after accomplishment of the 
modification, whichever occurs first.
    (4) For Model A300-600 series airplanes: Within 29,400 flight 
cycles or 76,800 flight hours after accomplishment of the 
modification, whichever occurs first.

Follow-On Action if No Cracking Is Found During Certain Inspections

    (f) If no crack is detected during the inspection required by 
paragraph (c) or (e) of this AD, prior to further flight, contact 
the Manager, International Branch, ANM-116, or the DGAC (or its 
delegated agent) for the next inspection time(s), and repeat the 
inspection(s) thereafter at those times.

Repair for Cracking Found During a Certain Inspection

    (g) If any crack is detected during the inspection required by 
paragraph (c) or (e) of this AD, prior to further flight, repair it 
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.

Alternative Methods of Compliance

    (h) 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.

Special Flight Permits

    (i) 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 98-028-242 (B), dated January 28, 1998.


    Issued in Renton, Washington, on May 3, 2000.
Vi L. Lipski,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 00-11719 Filed 5-9-00; 8:45 am]
BILLING CODE 4910-13-U