[Federal Register Volume 79, Number 90 (Friday, May 9, 2014)]
[Proposed Rules]
[Pages 26651-26654]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2014-10682]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2014-0282; Directorate Identifier 2012-NM-168-AD]
RIN 2120-AA64


Airworthiness Directives; Airbus Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: We propose to supersede airworthiness directive (AD) 2006-
0707, for certain A300 B4-600, B4-600R, and F4-600R series airplanes, 
and Model C4-605R variant F airplanes (collectively called A300-600 
series airplanes). AD 2006-0707 requires modifying nine bolt holes in 
the vertical flange of the center spar sealing angles. Since we issued 
AD 2006-0707, we have received reports that fatigue and damage 
tolerance analyses show that the inspection threshold and interval must 
be reduced to allow timely detection of cracks. This proposed AD would 
continue to require modification of bolt holes in the vertical flange 
of the center spar sealing angles, and any applicable related 
investigative and corrective actions. This proposed AD would also 
require inspections for cracks, a modification by cold expansion of the 
center spar sealing angles, replacement of both sealing angles and cold 
expansion of the attachment holes if necessary, and post-repair 
repetitive inspections and corrective actions if necessary. We are 
proposing this AD to prevent crack formation in the sealing angles, 
which could rupture the sealing angle and lead to subsequent crack 
formation in the bottom skin of the wing, and result in reduced 
structural integrity of the center spar section of the wing.

DATES: We must receive comments on this proposed AD by June 23, 2014.

ADDRESSES: You may send comments by any of the following methods:
     Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments.
     Fax: (202) 493-2251.
     Mail: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE., Washington, DC 20590.
     Hand Delivery: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE., Washington, DC, between 9 a.m. and 5 p.m., Monday 
through Friday, except Federal holidays.
    For service information identified in this proposed AD, contact 
Airbus SAS--EAW (Airworthiness Office), 1 Rond Point Maurice Bellonte, 
31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; fax +33 5 61 
93 44 51; email [email protected]; Internet http://www.airbus.com. You may view this referenced service information at the 
FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. 
For information on the availability of this material at the FAA, call 
425-227-1221.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2014-
0282; or in person at the Docket Management Facility between 9 a.m. and 
5 p.m., Monday through Friday, except Federal holidays. The AD docket 
contains this proposed AD, the regulatory evaluation, any comments 
received, and other information. The street address for the Docket 
Operations office (telephone (800) 647-5527) is in the ADDRESSES 
section. Comments will be available in the AD docket shortly after 
receipt.

FOR FURTHER INFORMATION CONTACT: Dan Rodina, Aerospace Engineer, 
International Branch, ANM-116, Transport Airplane Directorate, FAA, 
1601 Lind Avenue SW., Renton, WA 98057-3356; telephone (425) 227-2125; 
fax (425) 227-1149.

SUPPLEMENTARY INFORMATION:

Comments Invited

    We invite you to send any written relevant data, views, or 
arguments about this proposed AD. Send your comments to an address 
listed under the ADDRESSES section. Include ``Docket No. FAA-2014-0282; 
Directorate Identifier 2012-NM-168-AD'' at the beginning of your 
comments. We specifically invite comments on the overall regulatory, 
economic, environmental, and energy aspects of this proposed AD. We 
will consider all comments received by the closing date and may amend 
this proposed AD based on those comments.
    We will post all comments we receive, without change, to http://www.regulations.gov, including any personal information you provide. We 
will also post a report summarizing each substantive verbal contact we 
receive about this proposed AD.

Discussion

    On March 15, 2006, we issued AD 2006-07-07, Amendment 39-14534 (71 
FR 16206, March 21, 2006). A correction of that AD was published in the 
Federal Register on April 21, 2006 (71 FR 20530). That AD required 
actions intended to address an unsafe condition on certain Airbus Model 
A300-600 series airplanes.
    Since we issued AD 2006-07-07, Amendment 39-14534 (71 FR 16206, 
March 21, 2006), we have received a report that additional actions are 
needed to address the unsafe condition. In addition, airplanes have 
been added to applicability. The applicability of AD 2006-0707 excluded 
airplanes on which Airbus Modification 8609 was incorporated. We have 
determined that those airplanes must be inspected to address the unsafe 
condition. The European Aviation Safety Agency (EASA), which is the 
Technical Agent for the Member States of the European Community, has 
issued EASA AD 2012-

[[Page 26652]]

0194, dated September 25, 2012 (referred to after this as the Mandatory 
Continuing Airworthiness Information, or ``the MCAI''), to correct an 
unsafe condition for the specified products. The MCAI states:

    Fatigue testing applied to a test airframe confirmed the 
initiation of cracks on the sealing angles of the centre spar, 
adjacent to rib 8, which could lead to the rupture of the sealing 
angles and the subsequent crack initiation in the bottom skin of the 
wing.
    This condition, if not detected and corrected, could affect the 
structural integrity of the aeroplane.
    To address this unsafe condition, DGAC [French Civil Aviation 
Authority] France issued to require inspection of centre spar 
sealing angles adjacent to pylon rear attachment fittings of Left 
Hand (LH) and Right Hand (RH) wings.
    Early cracks reported on an in-service aeroplane prompted Airbus 
to conduct additional investigations. Based on the results, DGAC 
France issued AD 2003-290 (later revised), which superseded DGAC 
France AD 91-253-128(B), to require modification of the affected 
aeroplanes as specified in Airbus Service Bulletin (SB) A300-57-6033 
(Airbus Mod 8609), as well as post-modification repetitive 
inspections.
    Since DGAC France AD 2003-290(B)R1 was issued, a fleet survey 
and updated Fatigue and Damage Tolerance analyses have been 
performed in order to substantiate the second A300-600 Extended 
Service Goal (ESG2) exercise. The results of these analyses have 
shown that the inspection threshold and interval must be reduced to 
allow timely detection of cracks on the sealing angles of the centre 
spar, adjacent to rib 8.
    For the reasons described above, this new [EASA] AD retains the 
requirements of DGAC France AD 2003-290(B) R1, which is superseded, 
and requires the accomplishment instructions at the new thresholds 
and intervals given by Revision 07 of Airbus Service Bulletin (SB) 
A300-57-6027.

    The required actions also include repetitive high frequency eddy 
current (HFEC) inspections of the center spar sealing angles adjacent 
to the pylon re attachment fitting for cracks, modifying the airplane 
by cold expansion of the center spar sealing angles outboard of rib 8 
if necessary, replacing both of the forward and aft sealing angles with 
new sealing angles and cold expanding the attachment holes if 
necessary, and doing post-repair repetitive inspections and corrective 
actions if necessary. You may examine the MCAI in the AD docket on the 
Internet at http://www.regulations.gov by searching for and locating 
Docket No. FAA-2014-0282.
    Depending on the airplane configuration and airplane utilization, 
the compliance times are as follows:
     For normal range operations, the initial compliance time 
for the new actions ranges between 9,000 flight cycles and 19,500 
flight cycles, or within 18,600 flight hours and 40,300 flight hours. 
The grace period for the action is within 1,700 flight cycles, or 
within 3,500 flight hours.
     For short range operations, the initial compliance time 
for the new actions ranges between 10,600 flight cycles and 23,000 
flight cycles, or within 15,900 flight hours and 34,500 flight hours. 
The grace period for the action is within 2,000 flight cycles, or 
within 3,000 flight hours.
     For normal range operations, the repetitive interval for 
the inspection is 5,100 flight cycles or 10,500 flight hours.
     For short-range operations, the repetitive interval for 
the inspection is 6,000 flight cycles or 9,000 flight hours.

Relevant Service Information

    Airbus has issued Service Bulletin A300-57-6027, Revision 07, dated 
June 6, 2011, and Service Bulletin A300-57-6033, Revision 02, dated 
September 19, 2011. The actions described in this service information 
are intended to correct the unsafe condition identified in the MCAI.

FAA's Determination and Requirements of This Proposed AD

    This product has been approved by the aviation authority of another 
country, and is approved for operation in the United States. Pursuant 
to our bilateral agreement with the State of Design Authority, we have 
been notified of the unsafe condition described in the MCAI and service 
information referenced above. We are proposing this AD because we 
evaluated all pertinent information and determined an unsafe condition 
exists and is likely to exist or develop on other products of the same 
type design.
    In many FAA transport ADs, when the service information specifies 
to contact the manufacturer for further instructions if certain 
discrepancies are found, we typically include in the AD a requirement 
to accomplish the action using a method approved by either the FAA or 
the State of Design Authority (or its delegated agent).
    We have recently been notified that certain laws in other countries 
do not allow such delegation of authority, but some countries do 
recognize design approval organizations. In addition, we have become 
aware that some U.S. operators have used repair instructions that were 
previously approved by a State of Design Authority or a Design Approval 
Holder (DAH) as a method of compliance with this provision in FAA ADs. 
Frequently, in these cases, the previously approved repair instructions 
come from the airplane structural repair manual or the DAH repair 
approval statements that were not specifically developed to address the 
unsafe condition corrected by the AD. Using repair instructions that 
were not specifically approved for a particular AD creates the 
potential for doing repairs that were not developed to address the 
unsafe condition identified by the MCAI AD, the FAA AD, or the 
applicable service information, which could result in the unsafe 
condition not being fully corrected.
    To prevent the use of repairs that were not specifically developed 
to correct the unsafe condition, this proposed AD would require that 
the repair approval specifically refer to the FAA AD. This change is 
intended to clarify the method of compliance and to provide operators 
with better visibility of repairs that are specifically developed and 
approved to correct the unsafe condition. In addition, we use the 
phrase ``its delegated agent, or by the DAH with State of Design 
Authority design organization approval, as applicable'' in this 
proposed AD to refer to an DAH authorized to approve required repairs 
for this proposed AD.

Costs of Compliance

    Based on the service information, we estimate that this proposed AD 
would affect about 21 products of U.S. registry.
    The actions that are required by AD 2006-07-07, Amendment 39-14534 
(71 FR 16206, March 21, 2006), and retained in this proposed AD take 
about 25 work-hours per product, at an average labor rate of $85 per 
work hour. Required parts cost about $1,249 per product. Based on these 
figures, the estimated cost of the currently required actions is $2,374 
per product.
    We estimate that it would take about 8 work-hours per product to 
comply with the new basic requirements of this proposed AD. The average 
labor rate is $85 per work-hour. Based on these figures, we estimate 
the cost of the proposed AD on U.S. operators to be $14,280, or $680 
per product.
    In addition, we estimate that any necessary follow-on actions would 
take about 42 work-hours and require parts costing $10,000, for a cost 
of $13,570 per product. We have no way of determining the number of 
products that may need these actions.

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, section 106, describes the 
authority of the FAA Administrator. ``Subtitle VII:

[[Page 26653]]

Aviation Programs,'' describes in more detail the scope of the Agency's 
authority.
    We are issuing this rulemaking under the authority described in 
``Subtitle VII, Part A, Subpart III, Section 44701: General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

Regulatory Findings

    We determined that this proposed AD would not have federalism 
implications under Executive Order 13132. This proposed AD 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.
    For the reasons discussed above, I certify 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);
    3. Will not affect intrastate aviation in Alaska; and
    4. 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.

List of Subjects in 14 CFR Part 39

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

The Proposed Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
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]

0
2. The FAA amends Sec.  39.13 by removing airworthiness directive (AD) 
2006-07-07, Amendment 39-14534 (71 FR 16206, March 21, 2006); 
(corrected April 21, 2006 (71 FR 20530)), and adding the following new 
AD:

Airbus: Docket No. FAA-2014-0282; Directorate Identifier 2012-NM-
168-AD.

(a) Comments Due Date

    We must receive comments by June 23, 2014.

(b) Affected ADs

    This AD supersedes AD 2006-07-07, Amendment 39-14534 (71 FR 
16206, March 21, 2006); (corrected April 21, 2006 (71 FR 20530)).

(c) Applicability

    This AD applies to Airbus Model A300 B4-601, B4-603, B4-620, and 
B4-622, B4-605R and B4-622R airplanes, Model A300 F4-605R and F4-
622R airplanes, and Model A300 C4-605R Variant F airplanes, 
certificated in any category, except those on which Airbus 
Modification 8608 is incorporated.

(d) Subject

    Air Transport Association (ATA) of America Code 57, Wings.

(e) Reason

    This AD was prompted by reports that fatigue and damage 
tolerance analyses shows that the inspection threshold and interval 
must be reduced to allow timely detection of cracks on the sealing 
angles of the center spar, adjacent to rib 8. We are issuing this AD 
to prevent crack formation in the sealing angles; such cracks could 
rupture the sealing angle and lead to subsequent crack formation in 
the bottom skin of the wing, and resultant reduced structural 
integrity of the center spar section of the wing.

(f) Compliance

    You are responsible for having the actions required by this AD 
performed within the compliance times specified, unless the actions 
have already been done.

(g) Retained Modification

    This paragraph restates the requirements of paragraph (f) of AD 
2006-07-07, Amendment 39-14534 (71 FR 16206, March 21, 2006). For 
A300 B4-600, B4-600R, and F4-600R series airplanes, and Model C4-
605R variant F airplanes (collectively called A300-600 series 
airplanes); except those on which Airbus Modification 8608 or 8609 
is incorporated: Within 500 flight cycles after April 17, 2006 (the 
effective date of AD 2006-07-07, Amendment 39-14534, modify nine 
bolt holes in the vertical flange of the center spar sealing angles 
outboard of rib 8, adjacent to the pylon attachment fitting, and do 
any applicable related investigative and corrective actions before 
further flight; by doing all the actions in and in accordance with 
the Accomplishment Instructions of Airbus Service Bulletin A300-57-
6033, Revision 01, dated December 18, 2003. If any crack is found 
during the related investigative action: Before further flight, 
repair in accordance with the Accomplishment Instructions of Airbus 
Service Bulletin A300-57-6027, Revision 06, dated March 2, 2005.

(h) Retained No Reporting Required

    This paragraph restates the reporting information of paragraph 
(g) of AD 2006-07-07, Amendment 39-14534 (71 FR 16206, March 21, 
2006). Although Airbus Service Bulletin A300-57-6033, Revision 01, 
dated December 18, 2003, specifies to report crack findings to the 
manufacturer, this AD does not include that requirement.

(i) New Requirement of this AD: Inspection and Modification

    For all airplanes, at the applicable time specified in paragraph 
(j) of this AD, accomplish the actions specified in paragraphs 
(i)(1) and (i)(2) of this AD concurrently. Repeat the inspection 
required by paragraph (i)(1) of this AD thereafter at intervals not 
to exceed the values as specified in the ``Repeat Interval'' column 
in Table 1 or Table 2 of Airbus A300-57-6027, Revision 07, dated 
June 6, 2011, as applicable to the airplane configuration and 
utilization; except as required by paragraph (m)(3) of this AD.
    (1) Do a high frequency eddy current (HFEC) inspection of the 
center spar sealing angles adjacent to the pylon re-attachment 
fitting for cracks, in accordance with the Accomplishment 
Instructions of Airbus Service Bulletin A300-57-6027, Revision 07, 
dated June 6, 2011.
    (2) Unless already done: Modify the airplane by cold expansion 
of the center spar sealing angles outboard of Rib 8, adjacent to the 
pylon rear attachment fitting, including doing the eddy current 
inspections for cracks of the bolt holes, in accordance with the 
Accomplishment Instructions of Airbus Service Bulletin A300-57-6033, 
Revision 02, dated September 19, 2011.

(j) Initial Compliance Times

    At the later of the times specified in paragraph (j)(1) and 
(j)(2) of this AD, except as required by paragraph (m) of this AD, 
do the actions required by paragraph (i) of this AD.
    (1) At the applicable compliance time specified in Table 1 and 
Table 2 in the ``Threshold Inspection,'' column in paragraph 1.E., 
``Compliance,'' of Airbus Service Bulletin A300-57-6027, Revision 
07, dated June 6, 2011.
    (2) At the applicable compliance time specified in Table 1 and 
Table 2 in the ``Grace Period,'' column in paragraph 1.E., 
``Compliance,'' of Airbus Service Bulletin A300-57-6027, Revision 
07, dated June 6, 2011.

(k) New Requirement of This AD: Corrective Action

    If, during any inspection required by paragraph (i)(1) or (i)(2) 
of this AD, any crack is found: Before further flight, repair the 
crack by replacing both of the forward and aft sealing angles with 
new sealing angles and cold expansion of the attachment holes, in 
accordance with the Accomplishment Instructions of Airbus Service 
Bulletin A300-57-6027, Revision 07, dated June 6, 2011. The 
corrective actions, as required by this paragraph, does not 
constitute as a terminating action for the repetitive inspections in 
paragraph (i)(1) of this AD.

(l) New Requirement of This AD: Post Modification Actions

    After modification of the airplane, as specified in Airbus 
Service Bulletin A300-

[[Page 26654]]

57-6027, Revision 07, dated June 6, 2011: Within 3 months after the 
effective date of this AD, or before further flight after doing the 
modification, whichever occurs later, contact the FAA, ANM-116, 
Transport Airplane Directorate, or EASA (or its delegated agent, or 
the Design Approval Holder (DAH) with EASA design organization 
approval, as applicable) for repetitive post-repair inspections and 
corrective actions, and do those actions.

(m) Exceptions to the Service Bulletin

    (1) Where Note 01 and Note 02 of paragraph 1.E., ``Compliance,'' 
of Airbus Service Bulletin A300-57-6027, Revision 07, dated June 6, 
2011, specifies to contact Airbus for inspection requirements, this 
AD requires, at the applicable compliance time specified in Table 1 
and Table 2 in the ``Grace Period,'' column in paragraph 1.E., 
``Compliance,'' of Airbus Service Bulletin A300-57-6027, Revision 
07, dated June 6, 2011, to repair using a method approved by the 
Manager, International Branch, ANM-116, Transport Airplane 
Directorate, FAA; or European Aviation Safety Agency (EASA) (or its 
delegated agent, or the Design Approval Holder (DAH) with EASA 
design organization approval, as applicable). For a repair method to 
be approved, the repair approval must specifically refer to this AD.
    (2) Where the Airbus Service Bulletin A300-57-6027, Revision 07, 
dated June 6, 2011 specifies a compliance time in Table 1 and Table 
2 in the ``Grace Period,'' column in paragraph 1.E., ``Compliance,'' 
this AD requires compliance within the specified compliance time 
after the effective date of this AD.
    (3) Where Table 1 and Table 2 in paragraph 1.E., ``Compliance,'' 
of Airbus Service Bulletin A300-57-6027, Revision 07, dated June 6, 
2011, specifies a choice between flight cycle or flight hours, this 
AD requires a compliance time within the specified flight cycles or 
flight hours, whichever occurs first.
    (4) Where Table 1 and Table 2 in paragraph 1.E., ``Compliance,'' 
of Airbus Service Bulletin A300-57-6027, Revision 07, dated June 6, 
2011, specifies pre-modification 8609, this AD requires compliance 
within the compliance time specified in the ``Threshold Inspection'' 
column. Those compliance times are flight cycles or flight hours 
since new.
    (5) Where Table 1 and Table 2 in paragraph 1.E., ``Compliance,'' 
of Airbus Service Bulletin A300-57-6027, Revision 07, dated June 6, 
2011, specifies any post modification or repair, this AD requires 
compliance within the compliance time specified in the ``Threshold 
Inspection'' column. Those compliance times are flight cycles or 
flight hours since accomplishing the modification or repair.

(n) Credit for Previous Actions

    This paragraph provides credit for actions required by paragraph 
(i)(1) of this AD, if those actions were performed before the 
effective date of this AD using the service information in paragraph 
(n)(i) through (n)(iii) of this AD.
    (i) Airbus Service Bulletin A300-57-6027, Revision 04, dated 
August 4, 1999.
    (ii) Airbus Service Bulletin A300-57-6027, Revision 05, dated 
November 21, 2002.
    (iii) Airbus Service Bulletin A300-57-6027, Revision 06, dated 
March 2, 2005.

(o) Other FAA AD Provisions

    The following provisions also apply to this AD:
    (1) Alternative Methods of Compliance (AMOCs): The Manager, 
International Branch, ANM-116, FAA, has the authority to approve 
AMOCs for this AD, if requested using the procedures found in 14 CFR 
39.19. In accordance with 14 CFR 39.19, send your request to your 
principal inspector or local Flight Standards District Office, as 
appropriate. If sending information directly to the International 
Branch, send it to ATTN: Dan Rodina, Aerospace Engineer, 
International Branch, ANM-116, Transport Airplane Directorate, FAA, 
1601 Lind Avenue SW., Renton, WA 98057-3356; telephone (425) 227-
2125; fax (425) 227-1149. Information may be emailed to: [email protected]. Before using any approved AMOC, notify your 
appropriate principal inspector, or lacking a principal inspector, 
the manager of the local flight standards district office/
certificate holding district office. The AMOC approval letter must 
specifically reference this AD. AMOCs approved previously for AD 98-
18-02, Amendment 39-10718 (63 FR 45689, August 27, 1998), are 
approved as AMOCs for the corresponding provisions in paragraph (g) 
of this AD.
    (3) Airworthy Product: For any requirement in this AD to obtain 
corrective actions from a manufacturer or other source, use these 
actions if they are FAA-approved. Corrective actions are considered 
FAA-approved if they are approved by the State of Design Authority 
(or their delegated agent). You are required to assure the product 
is airworthy before it is returned to service.

(p) Related Information

    (1) Refer to Mandatory Continuing Airworthiness Information 
(MCAI) EASA AD 2012-0194, dated September 25, 2012, for related 
information. This MCAI may be found in the AD docket on the Internet 
at http://www.regulations.gov by searching for and locating Docket 
No. FAA-2014-0282.
    (2) For service information identified in this AD, contact 
Airbus SAS--EAW (Airworthiness Office), 1 Rond Point Maurice 
Bellonte, 31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; 
fax +33 5 61 93 44 51; email [email protected]; 
Internet http://www.airbus.com. You may view this service 
information at the FAA, Transport Airplane Directorate, 1601 Lind 
Avenue SW., Renton, WA. For information on the availability of this 
material at the FAA, call 425-227-1221.


    Issued in Renton, Washington, on May 2, 2014.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2014-10682 Filed 5-8-14; 8:45 am]
BILLING CODE 4910-13-P