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[Federal Register: August 27, 2001 (Volume 66, Number 166)]
[Proposed Rules]
[Page 44990-44993]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr27au01-21]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001-NM-204-AD]
RIN 2120-AA64

 
Airworthiness Directives; Airbus Model A300 B2 and B4, A300 B4-
600 and B4-600R, and 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
B4, A300 B4-600 and B4-600R, and A310 series airplanes. This proposal
would require modification of the terminal blocks of the starter feeder
line of the auxiliary power unit (APU). This action is necessary to
prevent slackness and subsequent overheat and arcing of certain wiring
connections. This action is intended to address the identified unsafe
condition.

DATES: Comments must be received by September 26, 2001.

ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-114,
Attention: Rules Docket No. 2001-NM-204-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:
9-anm-nprmcomment@faa.gov. Comments sent via fax or the Internet must
contain ``Docket No. 2001-NM-204-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-204-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. 2001-NM-204-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 B2 and B4, A300 B4-
600, A300 B4-600R, and A310 series airplanes. The DGAC advises that an
operator reported a number of cases of incorrect tightening of the
retaining nuts of the terminal blocks of the starter feeder line of the
auxiliary power unit (APU). In some cases, arcing has been seen at the
level of either the terminal lugs or the terminal block itself.
Incorrect tightening of the retaining nuts, if not corrected, could
result in slackness and subsequent overheat and arcing of certain
wiring connections.

Background

    In July 1996, a Boeing Model 747 series airplane was involved in an
accident. As part of re-examining all

[[Page 44991]]

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).

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 Service Bulletins A300-24-0079, Revision 02,
dated January 3, 2001 (for Model A300 B2 and B4 series airplanes);
A300-24-6034, Revision 03, dated April 6, 2001 (for Model A300 B4-600
and B4-600R series airplanes); and A310-24-2045, Revision 05, dated
April 6, 2001 (for Model A310 series airplanes). The service bulletins
describe procedures for modifying the terminal blocks of the APU
starter feeder line. The modification involves inspecting the threaded
portion of the terminal portion of the terminal lugs to detect damage,
distortion, or elongation; measuring the dimensions of the studs of the
terminal blocks; and re-identifying the terminal blocks. Corrective
actions include replacing any discrepant terminal block with a new
part. Accomplishment of the actions specified in the service bulletins
is intended to adequately address the identified unsafe condition. The
DGAC classified these service bulletins as mandatory and issued French
airworthiness directive 2001-266(B), dated June 27, 2001, to ensure 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
section 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.

Cost Impact

    The FAA estimates that 153 airplanes of U.S. registry would be
affected by this proposed AD. It would take approximately 1 to 3 work
hours per airplane (depending on configuration) to accomplish the
proposed actions, at an average labor rate of $60 per work hour. Based
on these figures, the cost impact of the proposed AD on U.S. operators
is estimated to be $60 to $180 per airplane.
    The cost impact figure discussed above is 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.

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

[[Page 44992]]

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 2001-NM-204-AD.

    Applicability: The following airplanes, certificated in any
category:

                                             Table 1.--Applicability
----------------------------------------------------------------------------------------------------------------
                                          Excluding those airplanes modified per Airbus modification 10212, or
               Model--                                         Airbus Service Bulletin--
----------------------------------------------------------------------------------------------------------------
A300 B2 and B4 series airplanes......  A300-24-0079, Revision 02, dated January 3, 2001.
A300 B4-600 and B4-600R series         A300-24-6034, Revision 03, dated April 6, 2001.
 airplanes.
A310 series airplanes................  A310-24-2045, Revision 05, dated April 6, 2001.
----------------------------------------------------------------------------------------------------------------
 

    Note 1: This AD applies to each airplane identified in the
preceding applicability provision, regardless of whether it has been
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 slackness and subsequent overheat and arcing of
certain wiring connections, accomplish the following: Modification
    (a) Modify the terminal blocks (including a general visual
inspection of the threaded portion of the lugs to detect damage,
distortion, or elongation; measurement of stud dimensions; and re-
identification of the terminal blocks), as specified by Table 2 of
this AD. If any discrepancy is detected, prior to further flight,
replace the terminal block with a new part in accordance with the
applicable service bulletin. Table 2 follows:

                   Table 2.--Modification Requirements
------------------------------------------------------------------------
                                                     Prior to the times
                                   Perform the          specified by
                                 modification in     paragraphs (i) and
         For model--             accordance with       (ii), whichever
                                 Airbus Service       occurs later, for
                                   Bulletin--            each model:
------------------------------------------------------------------------
(1) A300 B2 and B4 series     A300-24-0079,         (i) The accumulation
 airplanes.                    Revision 02, dated    of 32,000 total
                               January 3, 2001.      flight cycles or
                                                     40,000 total flight
                                                     hours, whichever
                                                     occurs first.
                                                    (ii) 3,600 flight
                                                     cycles after the
                                                     effective date of
                                                     this AD.
(2) A300 B4-600 and B4-600R   A300-24-6034,         (i) The accumulation
 series airplanes.             Revision 03, dated    of 26,000 total
                               April 6, 2001.        flight cycles or
                                                     40,000 flight
                                                     hours, whichever
                                                     occurs first.
                                                    (ii) 3,600 flight
                                                     cycles after the
                                                     effective date of
                                                     this AD.
(3) A310 series airplanes...  A310-24-2045,         (i) The accumulation
                               Revision 05, dated    of 26,000 total
                               April 6, 2001.        flight cycles or
                                                     40,000 flight
                                                     hours, whichever
                                                     occurs first.
                                                    (ii) 3,600 flight
                                                     cycles after the
                                                     effective date of
                                                     this AD.
------------------------------------------------------------------------
 

    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: Modification, prior to the effective date of this AD, in
accordance with Airbus Service Bulletin A300-24-0079, dated March
15, 1993, or Revision 01, dated September 22, 1993 (for Model A300
B2 and B4 series airplanes); A300-24-6034, dated March 15, 1993,
Revision 01, dated September 22, 1993; or Revision 02, dated
September 7, 1994 (for Model A300 B4-600 and B4-600R series
airplanes); or A310-24-2045, dated March 15, 1993, Revision 01,
dated September 22, 1993, Revision 02, dated September 7, 1994,
Revision 03, dated February 24, 1995, or Revision 04, dated November
24, 1995 (for Model A310 series airplanes); is acceptable for
compliance with the requirements of paragraph (a) of this AD.

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,
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 4: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the International Branch, ANM-116.
 

[[Page 44993]]
 
 

Special Flight Permits

    (c) 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 5: The subject of this AD is addressed in French
airworthiness directive 2001-266(B), dated June 27, 2001.
 

    Issued in Renton, Washington, on August 16, 2001.
Vi L. Lipski,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 01-21223 Filed 8-24-01; 8:45 am]
BILLING CODE 4910-13-U

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[Federal Register: August 22, 2001 (Volume 66, Number 163)]
[Proposed Rules]
[Page 44089-44093]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr22au01-31]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99-NM-86-AD]
RIN 2120-AA64

 
Airworthiness Directives; Airbus Model A300 B2, A300 B4, A300 B4-
600, and A300 B4-600R Series Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Supplemental notice of proposed rulemaking; reopening of
comment period.

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SUMMARY: This document revises an earlier proposed airworthiness
directive (AD), applicable to all Airbus Model A300 B2 and A300 B4
series airplanes, and all A300 B4-600, A300 B4-600R, and A300 F4-600R
(collectively called A300-600) series airplanes. The original notice of
proposed rulemaking (NPRM) would have required repetitive inspections
for cracking of certain fittings, corrective action if necessary, and,
for certain airplanes, a modification; and would have provided for
optional terminating action for the repetitive inspections. That
proposal was prompted by issuance of mandatory continuing airworthiness
information by a foreign civil airworthiness authority. This
supplemental NPRM revises the original NPRM by including additional
variables for determination of the compliance times, allowing an
optional repair for certain cracking conditions, and removing certain
airplanes from the applicability. The actions specified by this new
proposed AD are intended to detect and correct propagation of cracks on
the frame 40 aft fittings due to local stress concentrations at the
frame 40 upper flange runout, which could result in reduced structural
integrity of the airplane.

DATES: Comments must be received by September 17, 2001.

ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-114,
Attention: Rules Docket No. 99-NM-86-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: 9-anm-
nprmcomment@faa.gov. Comments sent via fax or the Internet must contain
``Docket No. 99-NM-86-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

[[Page 44090]]

Docket Number 99-NM-86-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-86-AD, 1601 Lind Avenue, SW., Renton, Washington
98055-4056.

Discussion

    A proposal to amend part 39 of the Federal Aviation Regulations (14
CFR part 39) to add an airworthiness directive (AD), applicable to all
Airbus Model A300 B2 and A300 B4 series airplanes, and all Model A300
B4-600, A300 B4-600R, and A300 F4-600R (collectively called A300-600)
series airplanes, was published as a notice of proposed rulemaking
(NPRM) in the Federal Register on January 9, 2001 (66 FR 1612). That
original NPRM would have required modifying the frame 40 aft fittings
for certain airplanes. For all airplanes, the original NPRM would have
required repetitive nondestructive test inspections to detect cracking
of the frame 40 aft fittings, and corrective action if necessary; and
would have provided for optional terminating action for the repetitive
inspections. The original NPRM was prompted by reports that cracks were
found on the frame 40 aft fittings at stringer 33 on the left and right
sides of the fuselage; the cracks were caused by a local stress
concentration at the frame 40 upper flange runout. That condition, if
not corrected, could result in reduced structural integrity of the
airplane.

Comments

    Due consideration has been given to comments received in response
to the original NPRM.

Request To Include Flight Hours in Compliance Time Determination

    One commenter, the manufacturer, requests that flight hours also be
included as a variable in the compliance time determination for the
initial and repetitive inspections. The manufacturer and the FAA have
agreed that both flight cycles and flight hours should be considered
when determining the appropriate compliance threshold and repetitive
interval for the inspections.
    The FAA concurs with the request, finding that this method of
determining the compliance times will ensure an adequate level of
safety. The compliance times in Table 3 of this supplemental NPRM have
been revised accordingly.

Request To Allow Repair for Certain Conditions

    One commenter requests that the original NPRM be revised to allow
rework of cracks in the aft fitting (in accordance with Airbus Service
Bulletin A300-53-0296 or A300-53-6048) if the cracks are 10 mm or less
in length. (The original NPRM would have required replacement of the
cracked fitting.) The commenter considers that immediate replacement of
a cracked fitting (in accordance with Airbus Service Bulletin A300-53-
0297 or A300-57-6053) for these smaller cracks is not economically
acceptable.
    The FAA concurs. The FAA has determined that, for cracks that are
10 mm or less in length, either reworking the cracked area or replacing
the cracked fitting would be acceptable for affected airplanes to
continue to safely operate until the next inspection. For cracks that
are more than 10 mm in length, this supplemental NPRM would require
either replacement of the cracked fitting in accordance with the
applicable service bulletin referenced above, or a repair in accordance
with a method approved by the FAA or the DGAC. These conditional
actions based on crack length are consistent with those actions
described in Service Bulletin A300-53-0296 or A300-53-6048. Therefore,
this supplemental NPRM has been revised to simply state that repair
would be required in accordance with those service bulletins. 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
supplemental NPRM, a repair approved by either the FAA or the DGAC
would be acceptable for compliance.

Request To Remove Certain Airplanes From Applicability

    One commenter requests that Model A300 F4-622R series airplanes be
removed from the applicability of the original NPRM to correspond to
the applicability of the revised parallel French airworthiness
directive, which specifically excludes those airplanes because the
actions proposed by this supplemental NPRM have been accomplished on
those airplanes in production.
    The FAA concurs and has accordingly revised the applicability of
this supplemental NPRM.

Request for Credit for Inspection

    Two commenters request that the proposed AD be revised to provide
credit for an inspection already performed in accordance with the
original issue of Airbus Service Bulletin A300-53-6048. (The original
NPRM would have required compliance in accordance with Revision 01 or
03, and would have provided credit for Revision 02.) The original issue
of the parallel French airworthiness directive (1998-481-270(B)) was
based on the original service bulletin.
    The FAA concurs. The actions specified by the original service
bulletin do not vary significantly from those proposed in this
supplemental NPRM. Note 2 of this supplemental NPRM has been revised to
add credit for an inspection done in accordance with the original
service bulletin.

Request To Change Sequence of Certain Actions

    One commenter suggests that the original NPRM be revised to change
the sequence of the subparagraphs of paragraph (d) so that subparagraph
(d)(3) immediately precedes paragraph (d)(1). The modification
specified by Service Bulletins A300-53-0297 and A300-57-6053 cancels
the inspection specified by Service Bulletins A300-53-0268 and A300-57-
6052; therefore, the commenter suggests that the corrective actions of
paragraph (d) of the original NPRM list the inspection requirement
before the modification requirement.
    The FAA agrees that the sequence of instructions as written in the
original NPRM may be confusing. This supplemental NPRM has been revised
to distinguish the terminating action as a separate action, which is
included as new paragraph (e).

Request To Provide for Optional Terminating Action for Certain
Conditions

    Two commenters request that the original NPRM be revised to provide
for optional terminating action on Model A300 B4-600 and A300 B4-600R
series airplanes if no cracks are found and no subsequent rework is
required.
    The FAA partially concurs. Paragraph (b)(8) of the original NPRM
does provide for Service Bulletin A300-57-6053 (and Airbus Service
Bulletin A300-53-0297 for Model A300 B2 and A300 B4 series airplanes)
as terminating action--whether cracks are found or not. However, the
FAA agrees that clarification of the associated text in the original
NPRM may be necessary. Therefore, paragraph (b)(8) and new paragraph
(e) of this supplemental NPRM have been revised to clarify that the
modification would terminate the proposed requirements, regardless of
the inspection results.

[[Page 44091]]

Additional Change to Original NPRM

    Airbus Service Bulletin A300-53-6048, described previously, refers
to Airbus Service Bulletin A300-53-6063 as an additional source of
service information for accomplishment of certain repairs. New Note 3
of this supplemental NPRM identifies this secondary reference.

Conclusion

    Since these changes expand the scope of the original NPRM, the FAA
has determined that it is necessary to reopen the comment period to
provide additional opportunity for public comment.

Cost Impact

    The FAA estimates that 70 airplanes of U.S. registry would be
affected by this proposed AD.
    For affected airplanes, it would take approximately 92 work hours
per airplane to accomplish the proposed modification, at an average
labor rate of $60 per work hour. Required parts would cost as much as
$874 per airplane. Based on these figures, the cost impact of the
proposed modification is estimated to be as much as $6,394 per
airplane.
    It would take approximately 10 work hours per airplane to
accomplish the proposed inspection, at an average labor rate of $60 per
work hour. Based on these figures, the cost impact of the proposed
inspection on U.S. operators is estimated to be $42,000, or $600 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 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 planning time, time
required to gain access and close up, or time necessitated by other
administrative actions.

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:

    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 99-NM-86-AD.

    Applicability: All Model A300 B2, A300 B4, A300 B4-600, and A300
B4-600R series airplanes; certificated in any category.

    Note 1: This AD applies to each airplane identified in the
preceding applicability provision, regardless of whether it has been
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.

 
                                          Table 1.--Service Information
----------------------------------------------------------------------------------------------------------------
                                   Do the actions in
            For model               accordance with      Of airbus service                   Dated
                                        either                bulletin
----------------------------------------------------------------------------------------------------------------
(1) A300 B2 and A300 B4 series    (i) Revision 01 or  A300-53-0296             September 30, 1998.
 airplanes.                       (ii) Revision 02..  A300-53-0296             May 12, 1999.
(2) A300 B4-600 and A300 B4-600R  (i) Revision 01 or  A300-53-6048             September 30, 1998.
 series airplanes.                (ii) Revision 03..  A300-53-6048             February 21, 2000.
----------------------------------------------------------------------------------------------------------------
 

    Note 2: For Model A300 B4-600 and A300 B4-600R series airplanes:
Actions performed in accordance with Airbus Service Bulletin A300-
53-6048, dated January 16, 1996; or Revision 02, dated May 12, 1999,
are acceptable for compliance with the applicable requirements of
this AD.
 

    Note 3: Airbus Service Bulletin A300-53-6048 refers to Airbus
Service Bulletin A300-53-6063 as an additional source of service
information for accomplishment of certain repairs.

Inspection

    (b) For all airplanes, inspect the airplane per Table 2, as
follows:

[[Page 44092]]

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[Federal Register: February 21, 2001 (Volume 66, Number 35)]
[Rules and Regulations]
[Page 10957-10960]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr21fe01-4]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000-NM-47-AD; Amendment 39-12118; AD 2001-03-14]
RIN 2120-AA64

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

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: This amendment adopts a new airworthiness directive (AD),
applicable to certain Airbus Model A300 series airplanes and all Airbus
Model A300-600 series airplanes, that requires a one-time high
frequency eddy current inspection to detect cracking of the splice
fitting at fuselage frame (FR) 47 between stringers 24 and 25; and
corrective actions, if necessary. This amendment is prompted by
issuance of mandatory continuing airworthiness information by a foreign
civil airworthiness authority. The actions specified by this AD are
intended to detect and correct cracking of the splice

[[Page 10958]]

fitting at fuselage FR 47, which could result in reduced structural
integrity of the airplane.

DATES: Effective March 28, 2001.
    The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of March 28, 2001.

ADDRESSES: 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 Federal
Aviation Administration (FAA), Transport Airplane Directorate, Rules
Docket, 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: Norman B. Martenson, Manager,
International Branch, ANM-116, Transport Airplane Directorate, 1601
Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425) 227-
2110; fax (425) 227-1149.

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal
Aviation Regulations (14 CFR part 39) to include an airworthiness
directive (AD) that is applicable to certain Airbus Model A300 series
airplanes and all Airbus Model A300-600 series airplanes was published
in the Federal Register on April 5, 2000 (65 FR 17822). That action
proposed to require a one-time high frequency eddy current (HFEC)
inspection to detect cracking of the splice fitting at fuselage frame
(FR) 47 between stringers 24 and 25, and corrective actions, if
necessary.

Comments Received

    Interested persons have been afforded an opportunity to participate
in the making of this amendment. Due consideration has been given to
the comments received.

Airplane Model Designation and Change in AD Applicability

    Since the issuance of the proposed AD, the FAA has determined that
it is necessary to revise the manner in which it specifies the model
designation for Airbus Model A300 and A300-600 series airplanes to
reflect the designations that appear on the type certificate data sheet
(TCDS). This final rule has been revised accordingly.
    Additionally, an incorrect reference to Model A300 F4-200 series
airplanes has been removed from paragraph (a)(2) of this final rule
since that airplane model has not been type certificated in the United
States.
    Further, since the issuance of the proposed AD, the FAA also has
determined that the applicability was stated incorrectly in the
proposal. Airbus Model A300 B2K-3C airplanes were inadvertently
included in the applicability of the proposed AD. Reference to that
model has been removed from the applicability of this final rule.
    In addition, the applicability of the proposed AD indicates that
``All Model A300-600 series airplanes'' and that ``Model * * * A300 B4-
600, A300 B4-600R, and A300 F4-600R series airplanes on which Airbus
Modification 5890 (Airbus Service Bulletin A300-53-0199) has been
installed'' are among the affected airplanes. However, Model A300 B4-
600, A300 B4-600R, and A300 F4-600R series airplanes, which are
commonly referred to as ``Model A300-600 series airplanes,'' were
mistakenly associated in the applicability of the proposed AD with
Model A300 series airplanes on which Modification 5890 has been
incorporated. The parallel French airworthiness directive 1999-515-
298(B), dated December 29, 1999, indicates that all Model A300-600
series airplanes are affected. The FAA intended to mirror the
applicability of the French airworthiness directive in the
applicability of the proposed AD. Therefore, the applicability of this
final rule has been revised to reflect the affected models as shown in
the French airworthiness directive.

Request to Allow Flight with Cracks

    One commenter, Airbus, requests that the proposed AD be revised to
provide a 100-flight-cycle grace period for splice replacement under
certain conditions. That is, this grace period would allow flight with
cracks in the area from hole A to the edge, provided that inspection of
the area between holes A and J reveals no cracks. Airbus states that
flight with such cracks was allowed by the Direction Generale de
l'Aviation Civile (DGAC), which is the airworthiness authority for
France, in its parallel French airworthiness directive for the
following reasons. The commenter notes that its statements are
justified in two technical notes and in a laboratory report.
    There are three stages of crack propagation of the splice that
occur in the following sequence:
     From hole A to the edge;
     Between hole A and hole J (hole B in the laboratory
report);
     From hole J to failure of the splice (the duration of this
phase is 1,600 flight cycles).
    The first inspection specified in the All Operators Telex (AOT) is
accomplished to detect cracks from hole A to the edge. If a crack is
found, then an inspection is performed between holes A and J. If no
crack is found between holes A and J, then a grace period of 100 flight
cycles is given for splice replacement. Since the measured crack
propagation from hole J to splice failure is 1,600 flight cycles (as
measured on the airplane having manufacturer's serial number 255), it
is conservative to allow 100 flight cycles as a grace period for splice
replacement. In addition, the structure can still sustain ultimate
loads with the splice failed and limit loads with the splice plus frame
failed. The 100-flight-cycle grace period is provided to allow
operators to get a spare splice and plan the work.
    The FAA concurs with the commenter's request to provide a 100-
flight-cycle grace period for splice replacement under certain
conditions, as specified in the referenced AOT's. While it is not the
FAA's normal policy to allow flight with known cracks, in light of the
technical data submitted by the manufacturer in this case, the FAA has
determined that further flight with cracking in the situation described
by the commenter can be permitted for the recommended 100-flight-cycle
grace period. The FAA recognizes the unusual need that exists due to
the work that is required to replace a splice fitting.
    Further, the FAA finds that the cracks observed are sufficiently
far from other known crack sites so that existing inspection programs
can be considered valid independently from one another. In
consideration of these findings and based on the FAA's criteria for
flight with known cracking, the FAA has determined that further flight
with cracking is permissible for a grace period of 100 flight cycles in
this specific case.
    It should be noted that Airbus specified the 100-flight-cycle grace
period in the AOT's that are cited in this final rule. Now that the FAA
is allowing that same grace period, this final rule has been revised to
more closely parallel the actions and compliance times specified in the
AOT's with one exception. (That exception involves contacting the FAA,
rather than the manufacturer, for disposition of certain findings,
which was explained in the preamble of the proposed AD.) Therefore, the
FAA has revised the formatting of this final rule to coincide with the
actions and compliance times specified in the AOT's.

Conclusion

    After careful review of the available data, including the comment
noted

[[Page 10959]]

above, the FAA has determined that air safety and the public interest
require the adoption of the rule with the changes described previously.
The FAA has determined that these changes will neither increase the
economic burden on any operator nor increase the scope of the AD.

Interim Action

    This is considered to be interim action until final action is
identified, at which time the FAA may consider further rulemaking.

Cost Impact

    The FAA estimates that 83 airplanes of U.S. registry will be
affected by this AD, that it will take approximately 1 work hour per
airplane to accomplish the required one-time HFEC inspection, and that
the average labor rate is $60 per work hour. Based on these figures,
the cost impact of the AD on U.S. operators is estimated to be $4,980,
or $60 per airplane.
    The cost impact figure discussed above is based on assumptions that
no operator has yet accomplished any of the 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 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.
    For the reasons discussed above, I certify that this action (1) is
not a ``significant regulatory action'' under Executive Order 12866;
(2) is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979); and (3) 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 final evaluation has been prepared for this action
and it is contained in the Rules Docket. A copy of it 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:

2001-03-14  Airbus Industrie: Amendment 39-12118. Docket 2000-NM-47-
AD.

    Applicability: All Model A300 B4-600, B4-600R, and F4-600R
(Collectively Called A300-600) series airplanes; and Model A300 B4
series airplanes on which Airbus Modification 5890 (Airbus Service
Bulletin A300-53-0199) has been installed; 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 (c) 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 splice fitting at fuselage
frame (FR) 47, which could result in reduced structural integrity of
the airplane, accomplish the following:

Inspection and Corrective Actions

    (a) Perform a high frequency eddy current (HFEC) inspection to
detect cracking of the splice fitting at fuselage FR 47 between
stringers 24 and 25 (left- and right-hand sides), in accordance with
Airbus All Operators Telex (AOT) A300-53A0350 (for Model A300 series
airplanes) or A300-600-53A6123 (for Model A300-600 series
airplanes), both dated October 25, 1999; as applicable. Do the
inspection at the applicable time specified in paragraph (a)(1),
(a)(2), (a)(3), or (a)(4) of this AD. Perform applicable corrective
actions (e.g., removing the nut at hole ``A'' and performing an
inspection using a shielded probe; replacing the splice fitting with
a new splice fitting; performing an inspection around fastener holes
``A'' to ``N'' on the face of FR 47 adjacent to the splice fitting),
in accordance with and at the times specified in the applicable AOT.

Compliance Times for Inspection of Model A300 Series Airplanes

    (1) For Model A300 B4-100 series airplanes: Perform the HFEC
inspection at the applicable time specified in paragraph (a)(1)(i)
or (a)(1)(ii) of this AD.
    (i) For airplanes that, as of the effective date of this AD,
have accumulated fewer than 20,000 flight cycles since installation
of Airbus Modification 5890 (Airbus Service Bulletin A300-53-0199):
Perform the HFEC inspection at the later of the times specified in
paragraphs (a)(1)(i)(A) and (a)(1)(i)(B) of this AD.
    (A) Within 10,900 flight cycles or 22,000 flight hours since
installation of Airbus Modification 5890, whichever occurs earlier.
    (B) Within 1,500 flight cycles after the effective of this AD.
    (ii) For airplanes that, as of the effective date of this AD,
have accumulated 20,000 or more flight cycles since installation of
Airbus Modification 5890: Perform the HFEC inspection within 750
flight cycles after the effective date of this AD.
    (2) For Model A300 B4-200 series airplanes: Perform the HFEC
inspection at the applicable time specified in paragraph (a)(2)(i)
or (a)(2)(ii) of this AD.
    (i) For airplanes that, as of the effective date of this AD,
have accumulated fewer than 20,000 flight cycles since installation
of Airbus Modification 5890 (Airbus Service Bulletin A300-53-0199):
Perform the HFEC inspection at the later of the times specified in
paragraphs (a)(2)(i)(A) and (a)(2)(i)(B) of this AD.
    (A) Within 8,950 flight cycles or 18,600 flight hours since
installation of Airbus Modification 5890, whichever occurs earlier.
    (B) Within 1,500 flight cycles after the effective of this AD.
    (ii) For airplanes that, as of the effective date of this AD,
have accumulated 20,000 or more flight cycles since installation of
Airbus Modification 5890 (Airbus Service Bulletin A300-53-0199):
Perform the HFEC inspection within 750 flight cycles after the
effective date of this AD.

Compliance Times for Inspection of Model A300-600 Series Airplanes

    (3) For Model A300-600 series airplanes on which Airbus
Modification 5890 is not installed: Perform the HFEC inspection at
the applicable time specified in paragraph (a)(3)(i) or (a)(3)(ii)
of this AD.
    (i) For airplanes that have accumulated fewer than 10,000 total
flight cycles as of the effective date of this AD: Perform the HFEC
inspection at the later of the times specified in paragraphs
(a)(3)(i)(A) and (a)(3)(i)(B) of this AD.
    (A) Prior to the accumulation of 2,500 total flight cycles or
6,400 total flight hours, whichever occurs earlier.
    (B) Within 1,500 flight cycles after the effective of this AD.
    (ii) For airplanes that have accumulated 10,000 or more total
flight cycles as of the effective date of this AD: Perform the HFEC
inspection within 500 flight cycles after the effective date of this
AD.

[[Page 10960]]

    (4) For Model A300-600 series airplanes on which Airbus
Modification 5890 is installed: Perform the HFEC inspection at the
applicable time specified in paragraph (a)(4)(i) or (a)(4)(ii) of
this AD.
    (i) For airplanes that have accumulated fewer than 10,000 total
flight cycles as of the effective date of this AD: Perform the one-
time HFEC inspection at the later of the times specified in
paragraph (a)(4)(i)(A) and (a)(4)(i)(B) of this AD.
    (A) Prior to the accumulation of 6,500 total flight cycles or
16,700 total flight hours, whichever occurs earlier.
    (B) Within 1,500 flight cycles after the effective date of this
AD.
    (ii) For airplanes that have accumulated 10,000 or more total
flight cycles as of the effective date of this AD: Perform the HFEC
inspection within 500 flight cycles after the effective date of this
AD.

Disposition of Certain Crack Findings

    (b) Where Airbus AOT A300-53A0350 (for Model A300 series
airplanes) or A300-600-53A6123 (for Model A300-600 series
airplanes), both dated October 25, 1999, specifies to contact Airbus
in case of certain crack findings, this AD requires that a repair be
accomplished in accordance with a method approved by either 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.

Alternative Methods of Compliance

    (c) 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

    (d) 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.

Incorporation by Reference

    (e) Except as required by paragraph (b) of this AD, the actions
shall be done in accordance with Airbus All Operators Telex A300-
53A0350, dated October 25, 1999; or Airbus All Operators Telex A300-
600-53A6123, dated October 25, 1999; 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 3: The subject of this AD is addressed in French
airworthiness directive 1999-515-298(B), dated December 29, 1999.

Effective Date

    (f) This amendment becomes effective on March 28, 2001.

    Issued in Renton, Washington, on February 9, 2001.
Vi L. Lipski,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 01-3852 Filed 2-20-01; 8:45 am]
BILLING CODE 4910-13-P
 

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[Federal Register: January 9, 2001 (Volume 66, Number 6)]
[Proposed Rules]
[Page 1612-1616]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr09ja01-23]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99-NM-86-AD]
RIN 2120-AA64
 

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

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of proposed rulemaking (NPRM).

-----------------------------------------------------------------------

SUMMARY: This document proposes the adoption of a new airworthiness
directive (AD) that is applicable to all Airbus Model A300 B2 and A300
B4 series airplanes, and all A300 B4-600, A300 B4-600R, and A300 F4-
600R (A300-600) series airplanes. For certain airplanes, this proposal
would require modifying the frame 40 aft fittings. For all airplanes,
this proposal would require repetitive nondestructive test inspections
to detect cracking of the frame 40 aft fittings; a modification would
be required as corrective action for cracking or provided as optional
terminating action for the repetitive inspections. 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 propagation of
cracks on the frame 40 aft fittings due to local stress concentrations
at the frame 40 upper flange runout, which could result in reduced
structural integrity of the airplane.

DATES: Comments must be received by February 8, 2001.

ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-114,
Attention: Rules Docket No. 99-NM-86-AD, 1601 Lind Avenue, SW., Renton,
Washington 98055-4056. Comments may be inspected at this location
between 9 a.m. and 3 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 action may be changed in
light of the comments received.
    Submit comments using the following format:
     Organize comments issue-by-issue; e.g., discuss a request
to change a compliance time and a request to change a service bulletin
reference as two issues.
     For each issue, state the specific change requested to the
proposed AD.
     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 ++.'' 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-86-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,

[[Page 1613]]

notified the FAA that an unsafe condition may exist on all Airbus Model
A300 B2 and A300 B4 series airplanes, and all Model A300 B4-600, A300
B4-600R, and A300 F4-600R (A300-600) series airplanes. The DGAC reports
that cracks have been found on the frame 40 aft fittings at stringer 33
on the left and right sides of the fuselage. The cracks were caused by
a local stress concentration at the frame 40 upper flange runout. This
condition, if not corrected, could result in reduced structural
integrity of the airplane.

Explanation of Relevant Service Information

    Airbus has issued the following service bulletins:

----------------------------------------------------------------------------------------------------------------
               Model                       Service bulletin          Revision level              Date
----------------------------------------------------------------------------------------------------------------
A300..............................  A300-53-0296                                  01  Sep. 30, 1998.
                                                                                  02  May 12, 1999.
A300-600..........................  A300-53-6048                                  01  Sep. 30, 1998.
                                                                                  03  Feb. 21, 2000.
A300..............................  A300-53-0268                                   4  Aug. 16, 1995.
A300-600..........................  A300-57-6052                                  02  April 4, 1997.
A300..............................  A300-53-0297                                   2  Oct. 31, 1995.
A300-600..........................  A300-57-6053                                   1  Oct. 31, 1995.
                                                                                  02  June 2, 1999.
----------------------------------------------------------------------------------------------------------------

    Service Bulletins A300-53-0296 and A300-53-6048 describe procedures
for modification of the frame 40 aft fittings on certain airplanes, and
repetitive nondestructive test inspections to detect cracking of the
frame 40 aft fittings on all airplanes. Corrective actions for cracking
involve trimming the front spar angle and vertical stiffener; drilling,
reaming, and spotfacing attachment holes; installing a new frame 40 aft
fitting and pick-up angles; and inspecting (by a detailed visual, high
frequency eddy current, or liquid penetrant method) to detect cracking
of the frame 40 forward fittings.
    Those service bulletins refer to Service Bulletins A300-53-0268 and
A300-57-6052 as additional sources of service information for
corrective actions if cracking is found in the frame 40 aft fitting.
Service Bulletins A300-53-0268 and A300-57-6052 describe procedures
for, among other things, an inspection (detailed visual, eddy current,
or liquid penetrant) to detect cracking of the forward fitting at frame
40.
    Service Bulletins A300-53-0296 and A300-53-6048 also refer to
Service Bulletins A300-53-0297 and A300-57-6053 as additional sources
of service information to modify the aft angle fittings at frame 40.
The modification involves replacing the angle fittings with new larger
fittings. The service bulletins recommend the modification to repair
cracked fittings and eliminate the need for the repetitive inspections.
    Accomplishment of the actions specified in the service bulletins
described above is intended to adequately address the identified unsafe
condition. The DGAC classified Airbus Service Bulletins A300-53-0296
and A300-53-6048 as mandatory, and issued French airworthiness
directive 1998-481-270(B) R1, dated July 12, 2000, to ensure 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
section 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.
    For airplanes on which no cracking is found, this proposed AD would
also 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. In making this determination,
the FAA considers that, in this case, long-term continued operational
safety will be adequately ensured by accomplishing the repetitive
inspections to detect cracking before it represents a hazard to the
airplane.

Differences Between Proposed AD and Relevant Service Information

    Operators should note that the service bulletins provide a method
of adjustment of the inspection thresholds and intervals, relative to
average flight times, of various groups of airplanes. The service
bulletins provide a complicated method of determining the thresholds
and intervals for various groups of airplanes. The FAA has determined
that it would be difficult to enforce the implementation of that method
for determining the compliance times. Therefore, this proposed AD does
not provide for adjustments to the compliance times to accommodate
average flight times that vary among operators. The FAA has established
a single threshold and interval for each identified group of airplanes.
In developing appropriate compliance times for this AD, the FAA
considered not only the manufacturer's method for determining the
compliance times, but the degree of urgency associated with addressing
the subject unsafe condition and the average utilization of the
affected fleet. The compliance times in this proposed AD are derived
from the average flight times for affected airplanes as follows:

------------------------------------------------------------------------
                                                          Average flight
                         Model                              time  (in
                                                             minutes)
------------------------------------------------------------------------
A300 B2 series.........................................               65
A300 B4-100 series.....................................               80
A300 B4-200 series.....................................              125
A300-600 series........................................              125
------------------------------------------------------------------------

    In light of these factors, the FAA finds the proposed thresholds
and intervals to be warranted, in that they represent appropriate
intervals of time for affected

[[Page 1614]]

airplanes to continue to operate without compromising safety. However,
the provisions of paragraph (e) of this proposed AD would enable the
FAA to approve requests for adjustments to the compliance time if data
are submitted that substantiate an acceptable level of safety provided
by such an adjustment.
    Operators should further note that, unlike the procedures described
in Airbus Service Bulletins A300-57-6052 and A300-53-0268, this
proposed AD would not permit further flight if cracking is detected in
the frame 40 forward fitting. The FAA has determined that, because of
the safety implications and consequences associated with such cracking,
any cracked subject fitting must be repaired or modified before 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 that those conditions be
repaired 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

    The FAA estimates that 70 airplanes of U.S. registry would be
affected by this proposed AD.
    For affected airplanes, it would take approximately 92 work hours
per airplane to accomplish the proposed modification, at an average
labor rate of $60 per work hour. Required parts would cost as much as
$874 per airplane. Based on these figures, the cost impact of the
proposed modification is estimated to be as much as $6,394 per
airplane.
    It would take approximately 10 work hours per airplane to
accomplish the proposed inspection, at an average labor rate of $60 per
work hour. Based on these figures, the cost impact of the proposed
inspection on U.S. operators is estimated to be $42,000, or $600 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 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 planning time, time
required to gain access and close up, or time necessitated by other
administrative actions.

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:

    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 99-NM-86-AD.

    Applicability: All Model A300 B2 and A300 B4 series airplanes,
and Model A300 B4-600, A300 B4-600R, and A300 F4-600R (A300-600)
series airplanes; certificated in any category.

    Note 1: This AD applies to each airplane identified in the
preceding applicability provision, regardless of whether it has been
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 (e) 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 propagation of cracks on the frame 40 aft
fittings due to local stress concentrations at the upper flange
runout of frame 40, which could result in reduced structural
integrity of the airplane, accomplish the following:

Modification

    (a) For airplanes on which Airbus Modification 10430 has not
been done before the effective date of this AD: When you do the
inspection required by paragraph (b) of this AD, modify the profile
of frame 40 aft fittings per the service information specified in
Table 1 of this AD. Table 1 is as follows:

                          Table 1.--Service Information for Modification and Inspection
----------------------------------------------------------------------------------------------------------------
              Model                      Service Bulletin           Revision level                Date
----------------------------------------------------------------------------------------------------------------
A300.............................  A300-53-0296                  Revision 01.........  Sept. 30, 1998.
                                                                 Or Revision 02......  May 12, 1999.
A300-600.........................  A300-53-6048                  Revision 01.........  Sept. 30, 1998.
                                                                 Or Revision 03......  Feb. 21, 2000
----------------------------------------------------------------------------------------------------------------

[[Page 1615]]

    Note 2: Modification per Airbus Service Bulletin A300-53-6048,
Revision 02, dated May 12, 1999, is acceptable for compliance with
paragraph (a) of this AD for Model A300-600 series airplanes.

Inspection

    (b) For all airplanes, inspect the airplane per Table 2 of this
AD, as follows:

                    Table 2.--Inspection Requirements
------------------------------------------------------------------------
              Requirements                         Description
------------------------------------------------------------------------
(1) Area to inspect....................  The frame 40 aft fitting.
(2) Type of inspection.................  Nondestructive test (NDT).
(3) Compliance time....................  As specified by paragraph (c)
                                          of this AD.
(4) Discrepancies to detect............  Cracking.
(5) Required service information.......  As specified by Table 1 of this
                                          AD.
(6) Follow-on actions if you find no     Repeat the inspection
 cracking.                                thereafter at the intervals
                                          specified by Table 3 of this
                                          AD.
(7) Corrective actions if you find       Do the actions specified by
 cracking.                                paragraph (d) of this AD.
(8) Terminating action.................  Paragraph (d) terminates
                                          paragraph (b) of this AD.
------------------------------------------------------------------------

    Note 3: A nondestructive test (NDT) per Part 6 53-15-30
procedure C of the NDT manual, is also acceptable for compliance
with paragraph (b) of this AD.
    Note 4: Accomplishment of an inspection per Airbus Service
Bulletin A300-53-6048, Revision 02, dated May 12, 1999, is
acceptable for compliance with the requirements of paragraph (b) of
this AD for Model A300-600 series airplanes.
    (c) Perform the inspection of paragraph (b) of this AD per the
schedule in Table 3, as follows:

                                 Table 3.--Compliance Thresholds for Inspection
----------------------------------------------------------------------------------------------------------------
                                    If the total flight
                                    cycles accumulated                            And repeat the inspection at
         For model . . .           on the airplane is .   Then inspect . . .           least every . . .
                                            . .
----------------------------------------------------------------------------------------------------------------
A300-600 series airplanes, pre-    Fewer than 6,200....  Before the airplane   7,500 flight cycles.
 Modification 10430S20428.                                accumulates 7,700
                                                          total flight cycles.
                                   At least 6,200 and    Within 1,500 flight
                                    fewer than 9,700.     cycles after the
                                                          effective date of
                                                          this AD.
                                   At least 9,700......  Within 750 flight
                                                          cycles after the
                                                          effective date of
                                                          this AD.
A300-600 series airplanes, post-   Fewer than 19,600...  Before the airplane   7,500 flight cycles.
 Modification 10430S20428.                                accumulates 21,100
                                                          total flight cycles.
                                   At least 19,600 and   Within 1,500 flight
                                    fewer than 23,100.    cycles after the
                                                          effective date of
                                                          this AD.
                                   At least 23,100.....  Within 750 flight
                                                          cycles after the
                                                          effective date of
                                                          this AD.
A300 B2 series airplanes.........  Fewer than 12,000...  Before the airplane   5,500 flight cycles.
                                                          accumulates 14,000
                                                          total flight cycles.
                                   At least 12,000 and   Within 2,000 flight
                                    fewer than 17,000.    cycles after the
                                                          effective date of
                                                          this AD.
                                   At least 17,000.....  Within 1,000 flight
                                                          cycles after the
                                                          effective date of
                                                          this AD.
A300 B4-100 series airplanes.....  Fewer than 9,500....  Before the airplane   4,500 flight cycles.
                                                          accumulates 11,500
                                                          total flight cycles.
                                   At least 9,500 and    Within 2,000 flight
                                    fewer than 14,500.    cycles after the
                                                          effective date of
                                                          this AD.
                                   At least 14,500.....  Within 1,000 flight
                                                          cycles after the
                                                          effective date of
                                                          this AD.
A300 B4-200 series airplanes.....  Fewer than 8,500....  Before the airplane   4,000 flight cycles.
                                                          accumulates 10,500
                                                          total flight cycles.
                                   At least 8,500 and    Within 2,000 flight
                                    fewer than 13,500.    cycles after the
                                                          effective date of
                                                          this AD.
                                   At least 13,500.....  Within 1,000 flight
                                                          cycles after the
                                                          effective date of
                                                          this AD.
----------------------------------------------------------------------------------------------------------------

    Note 5: An NDT inspection is also required by AD 98-25-07,
amendment 39-10933, to be repetitively performed on Model A300-600
series airplanes on which Airbus Modification 10453 has not been
installed. For those airplanes, if the inspection is done within the
applicable compliance time specified by paragraph (c) of this AD,
the threshold for the initial inspection of paragraph (b) of this AD
may be extended by 1,500 flight cycles.

Corrective Actions

    (d) If any crack is found during any inspection of a frame 40
aft fitting required by this AD, prior to further flight, accomplish
the actions specified by paragraph (d)(1) or (d)(2), as applicable,
and paragraph (d)(3) of this AD. Accomplishment of the actions of
this paragraph terminates the repetitive inspection requirements of
paragraph (b) of this AD.
    (1) For Model A300-600 series airplanes: Replace the angle
fittings with new, larger

[[Page 1616]]

fittings, in accordance with Airbus Service Bulletin A300-57-6053,
Revision 1, dated October 31, 1995, or Revision 02, dated June 2,
1999.
    (2) For Model A300 series airplanes listed in Airbus Service
Bulletin A300-53-0297, Revision 2, dated October 31, 1995: Replace
the angle fittings with new, larger fittings, in accordance with the
service bulletin.
    (3) For all airplanes: Perform a detailed visual, high frequency
eddy current (HFEC), or liquid penetrant inspection, as applicable,
to detect cracking in the frame 40 forward fitting in accordance
with Airbus Service Bulletin A300-57-6052, Revision 02, dated April
4, 1997 (for Model A300-600 series airplanes), or Airbus Service
Bulletin A300-53-0268, Revision 4, dated August 16, 1995 (for Model
A300 series airplanes); as applicable.
    (i) If no crack is found: No further action is required by this
AD.
    (ii) Except as provided by paragraph (d)(3)(iii) of this AD: If
any crack is found, during an inspection required by paragraph
(d)(3) of this AD, prior to further flight, repair per the
applicable service bulletin.
    (iii) If any crack is detected during any inspection required by
paragraph (d)(3) of this AD, and the applicable service bulletin
specifies to contact the manufacturer for an appropriate action.
Prior to further flight, repair in accordance with a method approved
by the Manager, International Branch, ANM-116, FAA, Transport
Airplane Directorate; or the Direction Gonorale 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.

Alternative Methods of Compliance

    (e) 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

    (f) 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 directive 1998-481-270(B) R1, dated July 12, 2000.

    Issued in Renton, Washington, on January 3, 2001.
Dorenda D. Baker,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 01-511 Filed 1-8-01; 8:45 am]
BILLING CODE 4910-13-U

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