[Federal Register Volume 66, Number 193 (Thursday, October 4, 2001)]
[Proposed Rules]
[Pages 50588-50591]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 01-24872]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001-NM-205-AD]
RIN 2120-AA64


Airworthiness Directives; Airbus Model A300 B2 and A300 B4 Series 
Airplanes; Model A300 F4-605R Airplanes; Model A300 B4-600 and A300 B4-
600R Series Airplanes; and Model A310 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 B2 and 
A300 B4 series airplanes; certain Model A300 F4-605R airplanes and 
Model A300 B4-600 and A300 B4-600R series

[[Page 50589]]

airplanes; and certain Model A310 series airplanes. This proposal would 
require repetitive inspections to detect damage of the fillet seals and 
feeder cables, and of the wiring looms in the wing/pylon interface 
area; and corrective action, if necessary. This proposal also would 
provide for optional terminating action for the repetitive inspections. 
This action is necessary to prevent wire chafing and short circuits in 
the wing leading edge/pylon interface area, which could result in loss 
of the power supply generator and/or system functions. This action is 
intended to address the identified unsafe condition.

DATES: Comments must be received by November 5, 2001.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-114, 
Attention: Rules Docket No. 2001-NM-205-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-205-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 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: 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:

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 action may be changed in 
light of the comments received.
    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 proposed 
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 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 action must submit a self-addressed, 
stamped postcard on which the following statement is made: ``Comments 
to Docket Number 2001-NM-205-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 2001-NM-205-AD, 1601 Lind Avenue, SW., Renton, Washington 98055-
4056.

Background

    In July 1996, a Boeing Model 747 series airplane was involved in an 
accident. As part of re-examining all aspects of the service experience 
of the airplane involved in the accident, the FAA participated in 
design review and testing to determine possible sources of ignition in 
center fuel tanks. As part of the review, the FAA examined fuel system 
wiring with regard to the possible effects that wire degradation may 
have on arc propagation.
    In 1997 in a parallel preceding, at the recommendation of the White 
House Commission on Aviation Safety and Security, the FAA expanded its 
Aging Transport Program to include non-structural systems and assembled 
a team for evaluating these systems. This team performed visual 
inspections of certain transport category airplanes for which 20 years 
or more had passed since date of manufacture. In addition, the team 
gathered information from interviews with FAA Principal Maintenance 
Inspectors and meetings with representatives of airplane manufacturers. 
This evaluation revealed that the length of time in service is not the 
only cause of wire degradation; inadequate maintenance, contamination, 
improper repair, and mechanical damage are all contributing factors. 
From the compilation of this comprehensive information, we developed 
the Aging Transport Non-Structural Systems Plan to increase airplane 
safety by increasing knowledge of how non-structural systems degrade 
and how causes of degradation can be reduced.
    In 1999, the FAA Administrator established a formal advisory 
committee to facilitate the implementation of the Aging Transport Non-
Structural Systems Plan. This committee, the Aging Transport Systems 
Rulemaking Advisory Committee (ATSRAC), is made up of representatives 
of airplane manufacturers, operators, user groups, aerospace and 
industry associations, and government agencies. As part of its mandate, 
ATSRAC will recommend rulemaking to increase transport category 
airplane safety in cases where solutions to safety problems connected 
to aging systems have been found and must be applied. Detailed analyses 
of certain transport category airplanes that have been removed from 
service, studies of service bulletins pertaining to certain wiring 
systems, and reviews of previously issued ADs requiring repetitive 
inspections of certain wiring systems, have resulted in valuable 
information on the cause and prevention of wire degradation due to 
various contributing factors (e.g., inadequate maintenance, 
contamination, improper repair, and mechanical damage).
    In summary, as a result of the investigations described above, the 
FAA has determined that corrective action may be necessary to minimize 
the potential hazards associated with wire degradation and related 
causal factors (e.g., inadequate maintenance, contamination, improper 
repair, and mechanical damage).

Identification of Unsafe Condition

    The FAA has received reports of wire chafing and short circuits in 
the area of the wing leading edge/pylon interface on airplanes affected 
by this proposed AD. In some cases, this has resulted in in-flight 
turnbacks. Significant clearance is necessary between the structural 
components in this area. This clearance

[[Page 50590]]

is closed by a seal installed on the fillet fairing. On some airplanes, 
the seal has been torn from the forward fillet fairing between the 
pylon and the wing. Air flowing through the gap created by the torn 
seal damages the electrical bundles by chafing against the wiring and/
or the feeder cables located inside the pylon. This condition, if not 
corrected, could result in short circuits at the wing leading edge/
pylon interface and consequent loss of the power supply generator and/
or system functions.

Other Related Rulemaking

    This proposed AD is one of a series of actions identified as part 
of the ATSRAC program initiative to maintain continued operational 
safety of aging non-structural systems in transport category airplanes. 
The program is continuing, and the FAA may consider additional 
rulemaking actions as further results of the review become available.

Explanation of Relevant Service Information

    Airbus has issued the following service bulletins:

------------------------------------------------------------------------
          Procedures              Service bulletin       Model/series
------------------------------------------------------------------------
Repetitive general visual      A300-24-0053,          A300
 inspections of the fillet      Revision 05, dated    A300-600
 seals and feeder cables to     January 3, 2001.      A310
 detect damage; repair if      A300-24-6011,
 necessary; and application     Revision 05, dated
 of protection to the feeder    May 18, 2001.
 cables.                       A310-24-2021,
                                Revision 06, dated
                                May 18, 2001.
Repetitive general visual      A300-24-0083,          A300
 inspections of the wiring      Revision 03, dated    A300-600
 looms in the wing/pylon        January 3, 2001.      A310
 interface to detect chafing,  A300-24-6039,
 burning, or short circuits;    Revision 06, dated
 repair, if necessary; and      April 6, 2001.
 application of protection to  A310-24-2052,
 the wiring looms and the       Revision 04, dated
 bundles routed through the     April 6, 2001.
 convoluted conduits between
 rib 10 and rib 12.
Replacement of fillet panel    A300-54-0095,          A300
 assemblies with improved       Revision 01, dated    A300-600
 parts to improve the sealing   January 3, 2001.      A310
 between the fillets and       A300-54-6032,
 wings, which would eliminate   Revision 03, dated
 the need for the repetitive    January 3, 2001.
 inspections described above.  A310-54-2033,
                                Revision 01, dated
                                January 3, 2001.
------------------------------------------------------------------------

    Accomplishment of the actions specified in the service bulletins is 
intended to adequately address the identified unsafe condition.
    Service Bulletins A300-24-0053, A300-24-6011, and A310-24-2021 
refer to Airbus Service Bulletins A300-24-0054, A300-24-6013, and A310-
24-2024, respectively, as additional sources of service information for 
repair.

U.S. Type Certification of the Airplanes

    These airplane models are manufactured in France and are 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.

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 Airbus Service Bulletins A300-24-0053, A300-
24-6011, A310-24-2021, A300-24-0083, A300-24-6039, and A310-24-2052, 
described previously.

Cost Impact

    The FAA estimates that 107 airplanes of U.S. registry would be 
affected by this proposed AD.
    It would take approximately 6 work hours per airplane to inspect 
the seals/cables at an average labor rate of $60 per work hour. Based 
on these figures, the cost impact of this proposed inspection on U.S. 
operators is estimated to be $38,520, or $360 per airplane, per 
inspection cycle.
    It would take approximately 5 work hours per airplane to inspect 
the wiring looms and apply the protection, at an average labor rate of 
$60 per work hour. Based on these figures, the cost impact of this 
proposed inspection on U.S. operators is estimated to be $32,100, or 
$300 per airplane, per inspection cycle.
    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 proposed AD were not adopted. The cost impact 
figures discussed in AD rulemaking actions represent only the time 
necessary to perform the specific actions actually required by the AD. 
These figures typically do not include incidental costs, such as the 
time required to gain access and close up, planning time, or time 
necessitated by other administrative actions.
    Should an operator elect to perform the optional terminating 
action, it would take approximately 5 work hours per airplane to 
replace the fillet panel assemblies, at an average labor rate of $60 
per work hour. Required parts would cost approximately $350 to $470 per 
airplane. Based on these figures, the cost impact of the optional 
terminating action on U.S. operators is estimated to be $650 to $770 
per airplane.

Regulatory Impact

    The regulations proposed herein would 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 proposal would not have federalism implications 
under Executive Order 13132.
    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:


[[Page 50591]]


    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 2001-NM-205-AD.
    Applicability: The following airplanes, certificated in any 
category:

                         Table 1.--Applicability
------------------------------------------------------------------------
                                           Excluding those modified per
                Model--                       Airbus modification--
------------------------------------------------------------------------
A300 B2-1C, A300 B2-203, A300 B2K-3C,    11349 or 12309.
 and A300 B4 series airplanes.
A300 F4-605R airplanes, A300 B4-600      11348 or 12303.
 series airplanes, and A300 B4-600R
 series airplanes.
A310 series airplanes..................  11350 or 12310.
------------------------------------------------------------------------


    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 (d) 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 wire chafing and short circuits in the wing leading 
edge/pylon interface area, which could result in loss of the power 
supply generator and/or system functions, accomplish the following:

Inspections

    (a) Within 500 flight hours after the effective date of this AD, 
perform a general visual inspection to detect damage (including 
erosion and tearing) and deterioration of the fillet seals and 
feeder cables, in accordance with Airbus Service Bulletin A300-24-
0053, Revision 05, dated January 3, 2001 (for Model A300 series 
airplanes); A300-24-6011, Revision 05, dated May 18, 2001 (for Model 
A300-600 series airplanes); or A310-24-2021, Revision 06, dated May 
18, 2001 (for Model A310 series airplanes). Repeat the inspection 
thereafter at intervals not to exceed 1,000 flight hours, until the 
actions specified by paragraph (c) are accomplished.
    (1) If no damage is detected: Prior to further flight following 
the initial inspection only, apply protection to each feeder cable 
in accordance with the applicable service bulletin.
    (2) If any damage is detected: Prior to further flight, repair 
in accordance with the applicable service bulletin.

    Note 2: For the purposes of this AD, a general visual inspection 
is defined as: ``A visual examination of an interior or exterior 
area, installation, or assembly to detect obvious damage, failure, 
or irregularity. This level of inspection is made under normally 
available lighting conditions such as daylight, hangar lighting, 
flashlight, or drop-light, and may require removal or opening of 
access panels or doors. Stands, ladders, or platforms may be 
required to gain proximity to the area being checked.''


    Note 3: For Model A300-600 series airplanes: Accomplishment 
prior to the effective date of this AD of the actions specified by 
Airbus Service Bulletin A300-24-6011, Revision 04, and A310-24-2021, 
Revision 05, both dated April 20, 1999, is acceptable for compliance 
with the requirements of paragraph (a) of this AD.


    Note 4: Airbus Service Bulletins A300-24-0053, A300-24-6011, and 
A310-24-2021 refer to Airbus Service Bulletins A300-24-0054, A300-
24-6013, and A310-24-2024, respectively, as additional sources of 
service information for repair.

    (b) Within 500 flight hours after the effective date of this AD: 
Perform a general visual inspection of the wiring looms in the area 
of the wing leading edge/pylon interface to detect damage (including 
chafing, burning, and short circuits), in accordance with Airbus 
Service Bulletin A300-24-0083, Revision 03, dated January 3, 2001 
(for Model A300 series airplanes); A300-24-6039, Revision 06, dated 
April 6, 2001 (for Model A300-600 series airplanes); or A310-24-
2052, Revision 04, dated April 6, 2001 (for Model A310 series 
airplanes); as applicable. Repeat the inspection thereafter at least 
every 1,000 flight hours, until the actions specified by paragraph 
(c) of this AD have been accomplished.
    (1) If no damage is detected: Prior to further flight following 
the initial inspection only, apply protection in accordance with the 
applicable service bulletin.
    (2) If any damage is detected: Prior to further flight, repair 
in accordance with the applicable service bulletin.

    Note 5: Accomplishment prior to the effective date of this AD of 
the inspection in accordance with Airbus Service Bulletin A300-24-
0083, Revision 02, dated March 29, 1999; A300-24-6039, Revision 05, 
dated February 11, 2000; or A310-54-2052, Revision 03, dated March 
5, 1999; as applicable; is acceptable for compliance with the 
requirements of paragraph (b) of this AD.

Optional Terminating Action

    (c) Replacement of the fillet panel assemblies with new, 
improved assemblies, in accordance with Airbus Service Bulletin 
A300-54-0095, Revision 01 (for Model A300 series airplanes); A300-
54-6032, Revision 03 (for Model A300-600 series airplanes); or A310-
54-2033, Revision 01 (for Model A310 series airplanes); all dated 
January 3, 2001; terminates the requirements of this AD.

Alternative Methods of Compliance

    (d) 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, 
Transport Airplane Directorate, FAA. 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

    (e) 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 September 28, 2001.
Vi L. Lipski,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 01-24872 Filed 10-3-01; 8:45 am]
BILLING CODE 4910-13-U