[Federal Register Volume 66, Number 168 (Wednesday, August 29, 2001)]
[Rules and Regulations]
[Pages 45581-45583]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 01-21487]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001-NM-263-AD; Amendment 39-12420; AD 2001-17-29]
RIN 2120-AA64


Airworthiness Directives; Airbus Model A300 B2 and B4 Series 
Airplanes, and Model A300 B4-600, B4-600R, and F4-600R (Collectively 
Called A300-600) Series Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule; request for comments.

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SUMMARY: This amendment adopts a new airworthiness directive (AD) that 
is applicable to certain Airbus Model A300 B2 and B4 series airplanes, 
and certain Model A300 B4-600, B4-600R, and F4-600R (collectively 
called A300-600) series airplanes. This action requires a one-time 
inspection to detect cracks in gear rib 5 (left and right) of the main 
landing gear (MLG) attachment fittings at the lower flange and vertical 
web, and repair if necessary. This action is necessary to detect and 
correct fatigue cracking of the MLG attachment fittings, which could 
result in reduced structural integrity of the airplane. This action is 
intended to address the identified unsafe condition.

DATES: Effective September 13, 2001.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of September 13, 2001.
    Comments for inclusion in the Rules Docket must be received on or 
before September 28, 2001.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-114, 
Attention: Rules Docket No. 2001-NM-263-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. Comments may be submitted via fax to (425) 227-1232. 
Comments may also be sent via the Internet using the following address: 
[email protected]. Comments sent via fax or the Internet must 
contain ``Docket No. 2001-NM-263-AD'' in the subject line and need not 
be submitted in triplicate. Comments sent via the Internet as attached 
electronic files must be formatted in Microsoft Word 97 for Windows or 
ASCII text.
    The service information referenced in this AD 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; or at the 
Office of the Federal Register, 800 North Capitol Street, NW., suite 
700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: Dan Rodina, Aerospace Engineer, 
International Branch, ANM-116, FAA, Transport Airplane Directorate, 
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425) 
227-2125; fax (425) 227-1149.

SUPPLEMENTARY INFORMATION: The Direction Generale de l'Aviation Civile 
(DGAC), which is the airworthiness authority for France, recently 
notified

[[Page 45582]]

the FAA that an unsafe condition may exist on certain Airbus Model A300 
B2 and B4 series airplanes, and certain Model A300 B4-600, B4-600R, and 
F4-600R (collectively called A300-600) series airplanes. The DGAC 
advises that an operator reported a 450-mm (18-inch) crack in the area 
of the attachment fitting of the main landing gear (MLG). The crack was 
found during a routine inspection in the area of the lower flange of 
gear rib 5 between the retraction jack attachment lug and the rear 
spar. The crack was visible at the edge of the lower flange between 
holes 48 and 49; it extended through the hole 47 spotfacing and up into 
the web at 45 degrees to the forward attachment flange on the rear 
spar. The cracking occurred significantly earlier than predicted by 
analysis, when the airplane had accumulated only 9,605 total flight 
cycles and 24,230 total flight hours. Fatigue cracking of the MLG 
attachment fittings, if not corrected, could result in reduced 
structural integrity of the airplane.

Related Rulemaking

    In February 2000, the FAA issued AD 2000-05-07, amendment 39-11616 
(65 FR 12077, March 8, 2000). That AD currently requires repetitive 
inspections in the area where the 450-mm crack was found, and affects 
the same airplanes affected by this new AD. The compliance time for the 
initial inspection required by AD 2000-05-07 is 20,000 total flight 
cycles.

Explanation of Relevant Service Information

    Airbus has issued All Operators Telexes (AOTs) A300-57A0239 (for 
Model A300 B2 and B4 series airplanes) and A300-600-57A6094 (for Model 
A300-600 series airplanes), both dated August 2, 2001. The AOTs 
describe procedures for a one-time detailed visual inspection to detect 
cracking in gear rib 5 (left and right) of the MLG attachment fittings 
at the lower flange and vertical web. The DGAC classified these AOTs as 
mandatory and issued French telegraphic airworthiness directive T2001-
364(B), dated August 2, 2001, to ensure the continued airworthiness of 
these airplanes in France.
    The area of inspection described in the AOTs is similar to that 
described in Airbus Service Bulletins A300-57A0234 (for Model A300 B2 
and A300 B4 series airplanes) and A300-57A6087 (for Model A300-600 
series airplanes). Those service bulletins are cited as the appropriate 
sources of service information for accomplishment of the inspections 
and repair required by AD 2000-05-07. The AOTs differ from the service 
bulletins in that the AOTs specify only a one-time inspection, shorten 
the recommended compliance time, and do not specify accomplishment of 
the additional, high frequency eddy current inspection. The AOTs refer 
to the service bulletins for repair instructions.

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 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, this AD is being issued to prevent fatigue 
cracking of the MLG attachment fittings, which could result in reduced 
structural integrity of the airplane. This AD requires accomplishment 
of the actions specified in the AOTs described previously, except as 
discussed below.

Difference Between AD and AOTs

    The AOTs refer to Airbus Service Bulletins A300-57A0234 and A300-
57A6087 for repair instructions. Those service bulletins specify that 
the manufacturer may be contacted for disposition of certain repair 
conditions. However, this AD requires 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 
required to address the identified unsafe condition, and in consonance 
with existing bilateral airworthiness agreements, the FAA has 
determined that, for this AD, a repair approved by either the FAA or 
the DGAC is acceptable for compliance with this AD.

Interim Action

    This is considered to be interim action. The manufacturer is 
gathering data that will enable it to obtain better insight into the 
nature, cause, and extent of the cracking, and eventually to develop 
final action to address the unsafe condition. Once final action has 
been identified, the FAA may consider further rulemaking.

Determination of Rule's Effective Date

    Since a situation exists that requires the immediate adoption of 
this regulation, it is found that notice and opportunity for prior 
public comment hereon are impracticable, and that good cause exists for 
making this amendment effective in less than 30 days.

Comments Invited

    Although this action is in the form of a final rule that involves 
requirements affecting flight safety and, thus, was not preceded by 
notice and an opportunity for public comment, comments are invited on 
this rule. Interested persons are invited to comment on this 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 under the caption ADDRESSES. All 
communications received on or before the closing date for comments will 
be considered, and this rule may be amended in light of the comments 
received. Factual information that supports the commenter's ideas and 
suggestions is extremely helpful in evaluating the effectiveness of the 
AD action and determining whether additional rulemaking action would be 
needed.
    Submit comments using the following format:
     Organize comments issue-by-issue. For example, discuss a 
request to change the compliance time and a request to change the 
service bulletin reference as two separate issues.
     For each issue, state what specific change to the AD is 
being requested.
     Include justification (e.g., reasons or data) for each 
request.
    Comments are specifically invited on the overall regulatory, 
economic, environmental, and energy aspects of the rule that might 
suggest a need to modify the 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 that 
summarizes each FAA-public contact concerned with the substance of this 
AD will be filed in the Rules Docket.
    Commenters wishing the FAA to acknowledge receipt of their comments 
submitted in response to this rule must submit a self-addressed, 
stamped postcard on which the following statement is made: ``Comments 
to Docket 2001-NM-263-AD.'' The

[[Page 45583]]

postcard will be date stamped and returned to the commenter.

Regulatory Impact

    The regulations adopted herein will not have a substantial direct 
effect 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, it 
is determined that this final rule does not have federalism 
implications under Executive Order 13132.
    The FAA has determined that this regulation is an emergency 
regulation that must be issued immediately to correct an unsafe 
condition in aircraft, and that it is not a ``significant regulatory 
action'' under Executive Order 12866. It has been determined further 
that this action involves an emergency regulation under DOT Regulatory 
Policies and Procedures (44 FR 11034, February 26, 1979). If it is 
determined that this emergency regulation otherwise would be 
significant under DOT Regulatory Policies and Procedures, a final 
regulatory evaluation will be prepared and placed in the Rules Docket. 
A copy of it, if filed, may be obtained from the Rules Docket at the 
location provided under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration amends 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:

2001-17-29  Airbus Industrie: Amendment 39-12420. Docket 2001-NM-
263-AD.

    Applicability: The following airplanes, certificated in any 
category:

--Model A300 B2 and B4 series airplanes, except those modified by 
Airbus Modification 11932 (reference Airbus Service Bulletin A300-
57-0235, Revision 01, including Appendix 01, dated February 1, 1999; 
or earlier version); and
--Model A300 B4-600, B4-600R, and F4-600R (collectively called A300-
600) series airplanes; manufacturer serial numbers (MSNs) up to and 
including MSN 787; except those modified by Airbus Modification 
11932 (reference Airbus Service Bulletin A300-57-6088, Revision 01, 
including Appendix 01, dated February 1, 1999; or earlier version).

    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 (b) 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 attachment fittings of the 
main landing gear (MLG), which could result in reduced structural 
integrity of the airplane, accomplish the following:

    Note 2: The inspection required by paragraph (a) of this AD is 
also included in the inspection requirement of paragraph (a) of AD 
2000-05-07, amendment 39-11616. As indicated by the phrase, ``unless 
accomplished previously,'' for any airplane on which the initial 
inspection of AD 2000-05-07 has been accomplished before the 
effective date of this AD, the inspection specified by paragraph (a) 
of this AD is not required.

Inspection

    (a) Before the accumulation of 7,500 total flight cycles, or 
within 100 flight cycles after the effective date of this AD, 
whichever occurs later: Perform a one-time detailed visual 
inspection to detect cracks in gear rib 5 (left and right) of the 
MLG attachment fittings at the lower flange and vertical web, in 
accordance with Airbus All Operators Telex (AOT) A300-57A0239 (for 
Model A300 B2 and B4 series airplanes) or A300-600-57A6094 (for 
Model A300-600 series airplanes), both dated August 2, 2001.
    (1) If any cracking is detected and it is found at one hole only 
and does not extend out of the spotface of the hole: Prior to 
further flight, repair in accordance with the applicable AOT.
    (2) If any cracking is detected and it is found at more than one 
hole or extends out of the spotface of any hole: 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).

    Note 3: The AOTs refer to Airbus Service Bulletins A300-57A0234 
(for Model A300 B2 and B4 series airplanes) and A300-57A6087 (for 
Model A300-600 series airplanes) as additional sources of service 
information for the inspection and repair of any cracking found 
during the inspection.


    Note 4: 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.''

Alternative Methods of Compliance

    (b) 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 5: 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

    (c) 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.

Incorporation by Reference

    (d) Except as required by paragraph (a)(2) of this AD: The 
actions must be done in accordance with Airbus All Operators Telex 
A300-57A0239, dated August 2, 2001; or Airbus All Operators Telex 
A300-600-57A6094, dated August 2, 2001; as applicable. This 
incorporation by reference was approved by the Director of the 
Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 
51. Copies may be obtained from Airbus Industrie, 1 Rond Point 
Maurice Bellonte, 31707 Blagnac Cedex, France. Copies may be 
inspected at the FAA, Transport Airplane Directorate, 1601 Lind 
Avenue, SW., Renton, Washington; or at the Office of the Federal 
Register, 800 North Capitol Street, NW., suite 700, Washington, DC.

    Note 6: The subject of this AD is addressed in French 
telegraphic airworthiness directive T2001-364(B), dated August 2, 
2001.

Effective Date

    (e) This amendment becomes effective on September 13, 2001.

    Issued in Renton, Washington, on August 20, 2001.
Vi L. Lipski,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 01-21487 Filed 8-28-01; 8:45 am]
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