Airworthiness Directives; Airbus Model A300 B4-600, B4-600R, and F4-600R Series Airplanes, and Model A300 C4-605R Variant F Airplanes (Collectively Called A300-600 Series Airplanes), 34563-34566 [E6-9342]
Download as PDF
Federal Register / Vol. 71, No. 115 / Thursday, June 15, 2006 / Proposed Rules
409 Third Street, SW., Washington, DC
20416, marked Attn: Women-Owned
Small Business Status Appeal.
(d) Notice of appeal. The party
bringing an appeal must provide notice
of the appeal to the contracting activity
contracting officer and either the
protested concern or original protestor,
as appropriate.
(e) Grounds for appeal. (1) SBA will
re-examine a protest determination only
if the appeal demonstrates that there
was a clear and significant error in the
processing of the protest or if the AA/
GC failed completely to consider a
significant fact contained within the
information supplied by the protestor or
the protested concern.
(2) SBA will not consider additional
information or changed circumstances
that were not disclosed at the time of
SBA’s protest decision or that are based
on disagreement with the findings and
conclusions contained in the
determination.
(f) Contents of appeal. The appeal
must be in writing. The appeal must
identify the protest determination being
appealed and set forth a full and
specific statement as to why the
decision is erroneous or what significant
fact the AA/GC failed to consider.
(g) Completion of appeal after award.
An appeal may proceed to completion
even after award of the contract that
prompted the protest, if so desired by
the protested concern, or where the AA/
GC&BD determines that a decision on
appeal is meaningful.
(h) Decision. The ADA/GC&BD will
make a decision within five business
days of receipt of the appeal, if
practicable, and will base his or her
decision only on the information and
documentation in the protest record as
supplemented by the appeal. SBA will
provide a copy of the decision to the
contracting officer, the protestor, and
the protested concern, consistent with
law. The ADA/GC&BD’s appeal decision
is the final agency decision.
Subpart G—Penalties
cprice-sewell on PROD1PC66 with PROPOSALS
§ 127.700 What penalties may be imposed
under this part?
Persons or concerns that falsely
certify or otherwise misrepresent a
concern’s status as an EDWOSB or
WOSB for purposes of receiving Federal
contract assistance under this part are
subject to:
(a) Suspension or debarment pursuant
to the procedures set forth in part 145
of this title, and in the Federal
Acquisition Regulations, subpart 9.4 of
title 48 of the Code of Federal
Regulations;
(b) Administrative and civil remedies
prescribed by the False Claims Act, 31
VerDate Aug<31>2005
15:35 Jun 14, 2006
Jkt 208001
U.S.C. 3729–3733 and under the
Program Fraud Civil Remedies Act, 31
U.S.C. 3801–3812;
(c) Administrative and criminal
remedies as described at sections 16(a)
and (d) of the Small Business Act, 15
U.S.C. 645(a) and (d), as amended;
(d) Criminal penalties under 18 U.S.C.
1001; and
(e) Any other penalties as may be
available under law.
Dated: February 24, 2006.
Hector V. Barreto,
Administrator.
[FR Doc. 06–5354 Filed 6–14–06; 8:45 am]
BILLING CODE 8025–01–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2006–25047; Directorate
Identifier 2006–NM–028–AD]
RIN 2120–AA64
Airworthiness Directives; Airbus Model
A300 B4–600, B4–600R, and F4–600R
Series Airplanes, and Model A300 C4–
605R Variant F Airplanes (Collectively
Called A300–600 Series Airplanes)
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
The FAA proposes to
supersede an existing airworthiness
directive (AD) that applies to certain
Airbus Model A300–600 series
airplanes. The existing AD currently
requires repetitive eddy current
inspections to detect cracks of the outer
skin of the fuselage at certain frames,
and repair or reinforcement of the
structure at the frames, if necessary. The
existing AD also requires eventual
reinforcement of the structure at certain
frames, which, when accomplished,
terminates the repetitive inspections.
This proposed AD would add, for
airplanes that were previously
reinforced but not repaired in
accordance with the existing AD, a onetime inspection for cracking of the
fuselage outer skin at frames 28A and
30A above stringer 30, and repair if
necessary. This proposed AD results
from a report that the previously
required actions were not sufficient to
correct cracking before the structural
reinforcement was installed. We are
proposing this AD to prevent such
fatigue cracking, which could result in
reduced structural integrity, and
SUMMARY:
PO 00000
Frm 00027
Fmt 4702
Sfmt 4702
34563
consequent rapid decompression of the
airplane.
DATES: We must receive comments on
this proposed AD by July 17, 2006.
ADDRESSES: Use one of the following
addresses to submit comments on this
proposed AD.
• DOT Docket Web site: Go to
https://dms.dot.gov and follow the
instructions for sending your comments
electronically.
• Governmentwide rulemaking Web
site: Go to https://www.regulations.gov
and follow the instructions for sending
your comments electronically.
• Mail: Docket Management Facility;
U.S. Department of Transportation, 400
Seventh Street, SW., Nassif Building,
Room PL–401, Washington, DC 20590.
• Fax: (202) 493–2251.
• Hand Delivery: Room PL–401 on
the plaza level of the Nassif Building,
400 Seventh Street, SW., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
Contact Airbus, 1 Rond Point Maurice
Bellonte, 31707 Blagnac Cedex, France,
for service information identified in this
proposed AD.
FOR FURTHER INFORMATION CONTACT: Tom
Stafford, Aerospace Engineer,
International Branch, ANM–116, FAA,
Transport Airplane Directorate, 1601
Lind Avenue, SW., Renton, Washington
98055–4056; telephone (425) 227–1622;
fax (425) 227–1149.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to submit any relevant
written data, views, or arguments
regarding this proposed AD. Send your
comments to an address listed in the
ADDRESSES section. Include the docket
number ‘‘Docket No. FAA–2006–25047;
Directorate Identifier 2006–NM–028–
AD’’ at the beginning of your comments.
We specifically invite comments on the
overall regulatory, economic,
environmental, and energy aspects of
the proposed AD. We will consider all
comments received by the closing date
and may amend the proposed AD in
light of those comments.
We will post all comments we
receive, without change, to https://
dms.dot.gov, including any personal
information you provide. We will also
post a report summarizing each
substantive verbal contact with FAA
personnel concerning this proposed AD.
Using the search function of that Web
site, anyone can find and read the
comments in any of our dockets,
including the name of the individual
who sent the comment (or signed the
comment on behalf of an association,
business, labor union, etc.). You may
E:\FR\FM\15JNP1.SGM
15JNP1
34564
Federal Register / Vol. 71, No. 115 / Thursday, June 15, 2006 / Proposed Rules
review the DOT’s complete Privacy Act
Statement in the Federal Register
published on April 11, 2000 (65 FR
19477–78), or you may visit https://
dms.dot.gov.
Examining the Docket
You may examine the AD docket on
the Internet at https://dms.dot.gov, or in
person at the Docket Management
Facility office between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays. The Docket
Management Facility office (telephone
(800) 647–5227) is located on the plaza
level of the Nassif Building at the DOT
street address stated in the ADDRESSES
section. Comments will be available in
the AD docket shortly after the Docket
Management System receives them.
Discussion
On June 23, 1997, we issued AD 97–
14–02, amendment 39–10059 (62 FR
35072, June 30, 1997), for certain Airbus
Model A300–600 airplanes. That AD
requires repetitive eddy current
inspections to detect cracks of the outer
skin of the fuselage at certain frames,
and repair or reinforcement of the
structure at the frames, if necessary.
That AD also requires eventual
reinforcement of the structure at certain
frames, which, when accomplished,
terminates the repetitive inspections.
That AD resulted from a report
indicating that fatigue cracks were
found in the area of certain frames. We
issued that AD to prevent such fatigue
cracking, which could reduce the
structural integrity of the airframe and
result in rapid decompression of the
airplane.
cprice-sewell on PROD1PC66 with PROPOSALS
Actions Since Existing AD Was Issued
Since we issued AD 97–14–02, the
manufacturer has reported that the
previously required actions were not
sufficient to correct cracking before the
structural reinforcement was installed.
Cracks detected in accordance with
Airbus Service Bulletin A300–53–6045,
dated March 21, 1995; Revision 01,
dated August 25, 1997; or Revision 02,
dated May 2, 1999; may not have been
corrected in accordance with the
temporary repair defined in the service
bulletin, which was referenced in AD
97–14–02.
Relevant Service Information
Airbus has issued Service Bulletin
A300–53–6037, Revision 02, dated
October 28, 2004. The procedures in the
service bulletin are essentially the same
as the procedures in Airbus Service
Bulletin A300–53–6037, dated March
21, 1995, which was referenced as an
appropriate source of service
VerDate Aug<31>2005
15:35 Jun 14, 2006
Jkt 208001
information for accomplishing the
reinforcement required by AD 97–14–
02.
Airbus has also issued Service
Bulletin A300–53–6045, Revision 03,
dated October 28, 2004. The procedures
in the service bulletin are essentially the
same as the procedures in Airbus
Service Bulletin A300–53–6045, dated
March 21, 1995, which was referenced
as an appropriate source of service
information for accomplishing the
inspections required by AD 97–14–02.
However, this service bulletin specifies
that additional work is required for
airplanes that were previously modified
in accordance with any revision of
Airbus Service Bulletin A300–53–6037.
The additional work is an eddy current
inspection for cracking of the fuselage
outer skin at frames 28A and 30A above
stringer 30. If no crack is found, the
service bulletin specifies that no further
action is necessary. If any crack is
found, the service bulletin specifies
contacting Airbus for repair
instructions.
Accomplishing the actions specified
in the service information is intended to
adequately address the unsafe
´ ´
condition. The Direction Generale de
l’Aviation Civile (DGAC), which is the
airworthiness authority for France,
mandated the service information and
issued French airworthiness directive
F–2005–002, dated January 5, 2005, and
corrected February 16, 2005, to ensure
the continued airworthiness of these
airplanes in France.
FAA’s Determination and Requirements
of the Proposed AD
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. We have examined the
DGAC’s findings, evaluated all pertinent
information, and determined that AD
action is necessary for airplanes of this
type design that are certificated for
operation in the United States.
This proposed AD would supersede
AD 97–14–02 and would retain the
requirements of the existing AD. This
proposed AD would also require, for
airplanes that were previously
reinforced in accordance with any
revision of Airbus Service Bulletin
A300–53–6037 without having been
first repaired in accordance with any
revision of Airbus Service Bulletin
A300–53–6045, an inspection for
PO 00000
Frm 00028
Fmt 4702
Sfmt 4702
cracking of the fuselage outer skin at
frames 28A and 30A above stringer 30,
and repair if necessary.
Differences Between the Proposed AD
and the French Airworthiness Directive
Although Service Bulletin A300–53–
6045, Revision 03, which is cited in the
French airworthiness directive, specifies
to contact the manufacturer for
instructions on how to repair certain
conditions, this proposed AD would
require repairing those conditions using
a method that we or the DGAC (or its
delegated agent) approve. In light of the
type of repair that would be required to
address the unsafe condition, and
consistent with existing bilateral
airworthiness agreements, we have
determined that, for this proposed AD,
a repair we or the DGAC approve would
be acceptable for compliance with this
proposed AD.
This proposed AD would require only
the actions for airplanes specified as
Configuration 02 in the French
airworthiness directive. AD 97–14–02
did not allow for flight with cracks,
which is specified for Configuration 01
airplanes in the French airworthiness
directive. Therefore, the actions
described for Configuration 01 airplanes
do not apply to this proposed AD.
Changes to Existing AD
This proposed AD would retain all
requirements of AD 97–14–02. Since AD
97–14–02 was issued, the AD format has
been revised, and certain paragraphs
have been rearranged. As a result, the
corresponding paragraph identifiers
have changed in this proposed AD, as
listed in the following table:
REVISED PARAGRAPH IDENTIFIERS
Requirement in
AD 97–14–02
Paragraph (a) ....................
Paragraph (b) ....................
Corresponding
requirement in
this proposed
AD
Paragraph (f).
Paragraph (g).
We have revised this action to clarify
the appropriate procedure for notifying
the principal inspector before using any
approved alternative method of
compliance (AMOC) on any airplane to
which the AMOC applies.
We have revised the applicability to
identify the model designations as
published in the most recent type
certificate data sheet for the affected
models, and to remove the reference to
Airbus Modification 8684, which is the
modification specified in Airbus Service
Bulletin A300–53–6037, Revision 02,
dated October 28, 2004.
E:\FR\FM\15JNP1.SGM
15JNP1
Federal Register / Vol. 71, No. 115 / Thursday, June 15, 2006 / Proposed Rules
Explanation of Change to Costs of
Compliance
After the original NPRM was issued,
we reviewed the figures we have used
over the past several years to calculate
AD costs to operators. To account for
various inflationary costs in the airline
industry, we find it necessary to
increase the labor rate used in these
calculations from $65 per work hour to
$80 per work hour. The cost impact
information, below, reflects this
increase in the specified hourly labor
rate.
34565
Costs of Compliance
This proposed AD would affect about
53 airplanes of U.S. registry. The
following table provides the estimated
costs for U.S. operators to comply with
this proposed AD. The average labor
rate is $80 per work hour.
ESTIMATED COSTS
Action
Work hours
Parts
Inspection (required by AD 97–14–02) ............................................
1
None
Reinforcement (required by AD 97–14–02) .....................................
Inspection (new proposed action) ....................................................
93
1
$7,200
None
cprice-sewell on PROD1PC66 with PROPOSALS
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,
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 have 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 that the 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. 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.
We prepared a regulatory evaluation
of the estimated costs to comply with
this proposed AD and placed it in the
VerDate Aug<31>2005
15:35 Jun 14, 2006
Jkt 208001
AD docket. See the ADDRESSES section
for a location to examine the regulatory
evaluation.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, 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
1. The authority citation for part 39
continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The Federal Aviation
Administration (FAA) amends § 39.13
by removing amendment 39–10059 (62
FR 35072, June 30, 1997) and adding the
following new airworthiness directive
(AD):
Airbus: Docket No. FAA–2006–25047;
Directorate Identifier 2006–NM–028–AD.
Comments Due Date
(a) The FAA must receive comments on
this AD action by July 17, 2006.
Affected ADs
(b) This AD supersedes AD 97–14–02.
Applicability
(c) This AD applies to Airbus Model A300
B4–601, B4–603, B4–620, B4–622, B4–605R,
B4–622R, F4–605R, F4–622R, and C4–605R
Variant F airplanes, certificated in any
category, except those on which Airbus
Modification 8683 has been done.
Unsafe Condition
(d) This AD results from a report that the
previously required actions were not
sufficient to correct cracking before the
structural reinforcement was installed. We
are issuing this AD to prevent fatigue
cracking of the outer skin of the fuselage at
certain frames, which could result in reduced
PO 00000
Frm 00029
Fmt 4702
Sfmt 4702
Cost per airplane
Fleet cost
$80, per inspection
cycle.
$14,640 .....................
$80 ............................
$4,240, per inspection
cycle.
$775,920.
$4,240.
structural integrity, and consequent rapid
decompression of the airplane.
Compliance
(e) You are responsible for having the
actions required by this AD performed within
the compliance times specified, unless the
actions have already been done.
Restatement of the Requirements of AD 97–
14–02
(f) Prior to the accumulation of 14,100 total
flight cycles, or within 12 months after
August 4, 1997 (the effective date of AD 97–
14–02), whichever occurs later, conduct an
eddy current inspection to detect cracking of
the fuselage outer skin at frames 28A and
30A above stringer 30, in accordance with
the Accomplishment Instructions of Airbus
Service Bulletin A300–53–6045, dated March
21, 1995, as revised by Change Notice No.
O.A., dated June 1, 1995; or Airbus Service
Bulletin A–300–53–6045, Revision 03, dated
October 28, 2004. After the effective date of
this AD, only Revision 03 may be used. After
the effective date of this AD, the initial eddy
current inspection and all applicable repairs
required by this paragraph must be done
before doing the reinforcement specified in
paragraph (g) of this AD.
(1) If no cracking is found, repeat the eddy
current inspection thereafter at intervals not
to exceed 4,500 flight cycles.
(2) If any cracking is found that is within
the limits specified in the service bulletin:
Prior to further flight do the action in
paragraph (f)(2)(i) or (f)(2)(ii) of this AD. After
the effective date of this AD, only Airbus
Service Bulletin A300–53–6045, Revision 03,
dated October 28, 2004, may be used for the
repair specified in paragraph (f)(2)(i) of this
AD; and the reinforcement option specified
in paragraph (f)(2)(ii) of this AD is not
allowed in accordance with this paragraph.
(i) Repair in accordance with paragraph
2.D. of the Accomplishment Instructions of
Airbus Service Bulletin A300–53–6045,
dated March 21, 1995, as revised by Change
Notice No. O.A., dated June 1, 1995; or
paragraph 3.C. of the Accomplishment
Instructions of Revision 03, dated October 28,
2004. After the repair, repeat the eddy
current inspection thereafter at intervals not
to exceed 4,500 flight cycles.
(ii) Reinforce the structure at frames 28 and
29, and at frames 30 and 31, between
stringers 29 and 30, in accordance with the
E:\FR\FM\15JNP1.SGM
15JNP1
34566
Federal Register / Vol. 71, No. 115 / Thursday, June 15, 2006 / Proposed Rules
Accomplishment Instructions of Airbus
Service Bulletin A300–53–6037, dated March
21, 1995; or Revision 02, dated October 28,
2004. Such reinforcement constitutes
terminating action for the repetitive
inspections required by this AD.
(3) If any cracking is found that is outside
the limits specified in the service bulletin:
Prior to further flight, reinforce the structure
at frames 28 and 29, and at frames 30 and
31, between stringers 29 and 30, in
accordance with the Accomplishment
Instructions of Airbus Service Bulletin A300–
53–6037, dated March 21, 1995; or Revision
02, dated October 28, 2004. After the
effective date of this AD, only Revision 02
may be used. Such reinforcement constitutes
terminating action for the repetitive
inspections required by this AD.
(g) Within 5 years after August 4, 1997:
Reinforce the structure at frames 28 and 29,
and at frames 30 and 31, between stringers
29 and 30, in accordance with the
Accomplishment Instructions of Airbus
Service Bulletin A300–53–6037, dated March
21, 1995; or Revision 02, dated October 28,
2004. After the effective date of this AD, only
Revision 02 may be used. Such reinforcement
constitutes terminating action for the
repetitive inspections required by this AD.
After the effective date of this AD, the initial
eddy current inspection and all applicable
repairs required by paragraph (f) of this AD
must be done before doing the reinforcement.
New Requirements of This AD
Inspection and Corrective Action
(h) For airplanes that meet the conditions
of both paragraphs (h)(1) and (h)(2) of this
AD: Within 2,400 flight cycles or 18 months
after the effective date of this AD, whichever
occurs first, conduct an eddy current
inspection to detect cracking of the fuselage
outer skin at frames 28A and 30A above
stringer 30, in accordance with the
Accomplishment Instructions of Airbus
Service Bulletin A300–53–6045, Revision 03,
dated October 28, 2004. If no cracking is
found: No further action is required by this
paragraph. If any cracking is found: Before
further flight, repair the cracking using a
method approved by either the Manager,
International Branch, ANM–116, Transport
Airplane Directorate, FAA; or the Direction
´ ´
Generale de l’Aviation Civile (DGAC) (or its
delegated agent).
(1) Airplanes that were reinforced before
the effective date of this AD in accordance
with any service bulletin specified in Table
1 of this AD.
TABLE 1.—REINFORCEMENT SERVICE BULLETINS
Airbus Service Bulletin
Revision
level
A300–53–6037 ......................................................................................................................................................
Original ....
01 .............
02 .............
Date
March 21, 1995.
February 3, 1999.
October 28, 2004.
(2) Airplanes that were not inspected and
repaired in accordance with any service
bulletin specified in Table 2 of this AD.
TABLE 2.—INSPECTION AND REPAIR SERVICE BULLETINS
Airbus Service Bulletin
Revision
level
A300–53–6045 ......................................................................................................................................................
Original ....
01 .............
02 .............
03 .............
Alternative Methods of Compliance
(AMOCs)
DEPARTMENT OF THE INTERIOR
(i)(1) The Manager, International Branch,
ANM–116, Transport Airplane Directorate,
FAA, has the authority to approve AMOCs
for this AD, if requested in accordance with
the procedures found in 14 CFR 39.19.
(2) Before using any AMOC approved in
accordance with § 39.19 on any airplane to
which the AMOC applies, notify the
appropriate principal inspector in the FAA
Flight Standards Certificate Holding District
Office.
Fish and Wildlife Service
Related Information
cprice-sewell on PROD1PC66 with PROPOSALS
(j) French airworthiness directive F–2005–
002, dated January 5, 2005, also addresses the
subject of this AD.
Issued in Renton, Washington, on June 8,
2006.
Kalene C. Yanamura,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. E6–9342 Filed 6–14–06; 8:45 am]
BILLING CODE 4910–13–P
VerDate Aug<31>2005
15:35 Jun 14, 2006
Jkt 208001
50 CFR Part 17
RIN 1018–AT91
Endangered and Threatened Wildlife
and Plants; Proposed Designation of
Critical Habitat for the Fender’s Blue
Butterfly (Icaricia icarioides fenderi),
Lupinus sulphureus ssp. kincaidii
(Kincaid’s Lupine), and Erigeron
decumbens var. decumbens
(Willamette Daisy)
Fish and Wildlife Service,
Interior.
ACTION: Proposed rule; reopening of
comment period and notice of
availability of draft economic analysis.
AGENCY:
SUMMARY: We, the U.S. Fish and
Wildlife Service, announce the
reopening of the public comment period
on the proposal to designate critical
PO 00000
Frm 00030
Fmt 4702
Sfmt 4702
Date
March 21, 1995.
August 25, 1997.
May 2, 1999.
October 28, 2004.
habitat for the Fender’s blue butterfly
(Icaricia icarioides fenderi, Lupinus
sulphureus ssp. kincaidii (Kincaid’s
lupine), and Erigeron decumbens var.
decumbens (Willamette daisy) and the
availability of the draft economic
analysis of the proposed designation of
critical habitat. The draft economic
analysis has been completed and we are
publishing a notice of availability in the
Federal Register and requesting
comments. The economic analysis for
the prairie species concluded that the
potential future costs associated with
conservation activities for the species
are estimated to range from $25.3 to
$52.7 million over 20 years in
undiscounted 2006 dollars. Costs are
estimated to range from $19.1 to $40.3
million over 20 years, or $1.3 to 2.7
million annually using a three percent
discount rate. Costs are estimated to
range from $15.3 to $32.6 million over
20 years, or $1.4 to $3.1 annually using
a seven percent discount rate. The
E:\FR\FM\15JNP1.SGM
15JNP1
Agencies
[Federal Register Volume 71, Number 115 (Thursday, June 15, 2006)]
[Proposed Rules]
[Pages 34563-34566]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E6-9342]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2006-25047; Directorate Identifier 2006-NM-028-AD]
RIN 2120-AA64
Airworthiness Directives; Airbus Model A300 B4-600, B4-600R, and
F4-600R Series Airplanes, and Model A300 C4-605R Variant F Airplanes
(Collectively Called A300-600 Series Airplanes)
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: The FAA proposes to supersede an existing airworthiness
directive (AD) that applies to certain Airbus Model A300-600 series
airplanes. The existing AD currently requires repetitive eddy current
inspections to detect cracks of the outer skin of the fuselage at
certain frames, and repair or reinforcement of the structure at the
frames, if necessary. The existing AD also requires eventual
reinforcement of the structure at certain frames, which, when
accomplished, terminates the repetitive inspections. This proposed AD
would add, for airplanes that were previously reinforced but not
repaired in accordance with the existing AD, a one-time inspection for
cracking of the fuselage outer skin at frames 28A and 30A above
stringer 30, and repair if necessary. This proposed AD results from a
report that the previously required actions were not sufficient to
correct cracking before the structural reinforcement was installed. We
are proposing this AD to prevent such fatigue cracking, which could
result in reduced structural integrity, and consequent rapid
decompression of the airplane.
DATES: We must receive comments on this proposed AD by July 17, 2006.
ADDRESSES: Use one of the following addresses to submit comments on
this proposed AD.
DOT Docket Web site: Go to https://dms.dot.gov and follow
the instructions for sending your comments electronically.
Governmentwide rulemaking Web site: Go to https://
www.regulations.gov and follow the instructions for sending your
comments electronically.
Mail: Docket Management Facility; U.S. Department of
Transportation, 400 Seventh Street, SW., Nassif Building, Room PL-401,
Washington, DC 20590.
Fax: (202) 493-2251.
Hand Delivery: Room PL-401 on the plaza level of the
Nassif Building, 400 Seventh Street, SW., Washington, DC, between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
Contact Airbus, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex,
France, for service information identified in this proposed AD.
FOR FURTHER INFORMATION CONTACT: Tom Stafford, Aerospace Engineer,
International Branch, ANM-116, FAA, Transport Airplane Directorate,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425)
227-1622; fax (425) 227-1149.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to submit any relevant written data, views, or
arguments regarding this proposed AD. Send your comments to an address
listed in the ADDRESSES section. Include the docket number ``Docket No.
FAA-2006-25047; Directorate Identifier 2006-NM-028-AD'' at the
beginning of your comments. We specifically invite comments on the
overall regulatory, economic, environmental, and energy aspects of the
proposed AD. We will consider all comments received by the closing date
and may amend the proposed AD in light of those comments.
We will post all comments we receive, without change, to https://
dms.dot.gov, including any personal information you provide. We will
also post a report summarizing each substantive verbal contact with FAA
personnel concerning this proposed AD. Using the search function of
that Web site, anyone can find and read the comments in any of our
dockets, including the name of the individual who sent the comment (or
signed the comment on behalf of an association, business, labor union,
etc.). You may
[[Page 34564]]
review the DOT's complete Privacy Act Statement in the Federal Register
published on April 11, 2000 (65 FR 19477-78), or you may visit https://
dms.dot.gov.
Examining the Docket
You may examine the AD docket on the Internet at https://
dms.dot.gov, or in person at the Docket Management Facility office
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The Docket Management Facility office (telephone (800) 647-
5227) is located on the plaza level of the Nassif Building at the DOT
street address stated in the ADDRESSES section. Comments will be
available in the AD docket shortly after the Docket Management System
receives them.
Discussion
On June 23, 1997, we issued AD 97-14-02, amendment 39-10059 (62 FR
35072, June 30, 1997), for certain Airbus Model A300-600 airplanes.
That AD requires repetitive eddy current inspections to detect cracks
of the outer skin of the fuselage at certain frames, and repair or
reinforcement of the structure at the frames, if necessary. That AD
also requires eventual reinforcement of the structure at certain
frames, which, when accomplished, terminates the repetitive
inspections. That AD resulted from a report indicating that fatigue
cracks were found in the area of certain frames. We issued that AD to
prevent such fatigue cracking, which could reduce the structural
integrity of the airframe and result in rapid decompression of the
airplane.
Actions Since Existing AD Was Issued
Since we issued AD 97-14-02, the manufacturer has reported that the
previously required actions were not sufficient to correct cracking
before the structural reinforcement was installed. Cracks detected in
accordance with Airbus Service Bulletin A300-53-6045, dated March 21,
1995; Revision 01, dated August 25, 1997; or Revision 02, dated May 2,
1999; may not have been corrected in accordance with the temporary
repair defined in the service bulletin, which was referenced in AD 97-
14-02.
Relevant Service Information
Airbus has issued Service Bulletin A300-53-6037, Revision 02, dated
October 28, 2004. The procedures in the service bulletin are
essentially the same as the procedures in Airbus Service Bulletin A300-
53-6037, dated March 21, 1995, which was referenced as an appropriate
source of service information for accomplishing the reinforcement
required by AD 97-14-02.
Airbus has also issued Service Bulletin A300-53-6045, Revision 03,
dated October 28, 2004. The procedures in the service bulletin are
essentially the same as the procedures in Airbus Service Bulletin A300-
53-6045, dated March 21, 1995, which was referenced as an appropriate
source of service information for accomplishing the inspections
required by AD 97-14-02. However, this service bulletin specifies that
additional work is required for airplanes that were previously modified
in accordance with any revision of Airbus Service Bulletin A300-53-
6037. The additional work is an eddy current inspection for cracking of
the fuselage outer skin at frames 28A and 30A above stringer 30. If no
crack is found, the service bulletin specifies that no further action
is necessary. If any crack is found, the service bulletin specifies
contacting Airbus for repair instructions.
Accomplishing the actions specified in the service information is
intended to adequately address the unsafe condition. The Direction
G[eacute]n[eacute]rale de l'Aviation Civile (DGAC), which is the
airworthiness authority for France, mandated the service information
and issued French airworthiness directive F-2005-002, dated January 5,
2005, and corrected February 16, 2005, to ensure the continued
airworthiness of these airplanes in France.
FAA's Determination and Requirements of the Proposed AD
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. We have examined the DGAC's findings,
evaluated all pertinent information, and determined that AD action is
necessary for airplanes of this type design that are certificated for
operation in the United States.
This proposed AD would supersede AD 97-14-02 and would retain the
requirements of the existing AD. This proposed AD would also require,
for airplanes that were previously reinforced in accordance with any
revision of Airbus Service Bulletin A300-53-6037 without having been
first repaired in accordance with any revision of Airbus Service
Bulletin A300-53-6045, an inspection for cracking of the fuselage outer
skin at frames 28A and 30A above stringer 30, and repair if necessary.
Differences Between the Proposed AD and the French Airworthiness
Directive
Although Service Bulletin A300-53-6045, Revision 03, which is cited
in the French airworthiness directive, specifies to contact the
manufacturer for instructions on how to repair certain conditions, this
proposed AD would require repairing those conditions using a method
that we or the DGAC (or its delegated agent) approve. In light of the
type of repair that would be required to address the unsafe condition,
and consistent with existing bilateral airworthiness agreements, we
have determined that, for this proposed AD, a repair we or the DGAC
approve would be acceptable for compliance with this proposed AD.
This proposed AD would require only the actions for airplanes
specified as Configuration 02 in the French airworthiness directive. AD
97-14-02 did not allow for flight with cracks, which is specified for
Configuration 01 airplanes in the French airworthiness directive.
Therefore, the actions described for Configuration 01 airplanes do not
apply to this proposed AD.
Changes to Existing AD
This proposed AD would retain all requirements of AD 97-14-02.
Since AD 97-14-02 was issued, the AD format has been revised, and
certain paragraphs have been rearranged. As a result, the corresponding
paragraph identifiers have changed in this proposed AD, as listed in
the following table:
Revised Paragraph Identifiers
------------------------------------------------------------------------
Corresponding requirement in
Requirement in AD 97-14-02 this proposed AD
------------------------------------------------------------------------
Paragraph (a).......................... Paragraph (f).
Paragraph (b).......................... Paragraph (g).
------------------------------------------------------------------------
We have revised this action to clarify the appropriate procedure
for notifying the principal inspector before using any approved
alternative method of compliance (AMOC) on any airplane to which the
AMOC applies.
We have revised the applicability to identify the model
designations as published in the most recent type certificate data
sheet for the affected models, and to remove the reference to Airbus
Modification 8684, which is the modification specified in Airbus
Service Bulletin A300-53-6037, Revision 02, dated October 28, 2004.
[[Page 34565]]
Explanation of Change to Costs of Compliance
After the original NPRM was issued, we reviewed the figures we have
used over the past several years to calculate AD costs to operators. To
account for various inflationary costs in the airline industry, we find
it necessary to increase the labor rate used in these calculations from
$65 per work hour to $80 per work hour. The cost impact information,
below, reflects this increase in the specified hourly labor rate.
Costs of Compliance
This proposed AD would affect about 53 airplanes of U.S. registry.
The following table provides the estimated costs for U.S. operators to
comply with this proposed AD. The average labor rate is $80 per work
hour.
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Action Work hours Parts Cost per airplane Fleet cost
----------------------------------------------------------------------------------------------------------------
Inspection (required by AD 97- 1 None $80, per inspection cycle.. $4,240, per inspection
14-02). cycle.
Reinforcement (required by AD 93 $7,200 $14,640.................... $775,920.
97-14-02).
Inspection (new proposed 1 None $80........................ $4,240.
action).
----------------------------------------------------------------------------------------------------------------
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, 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 have 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 that the 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. 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.
We prepared a regulatory evaluation of the estimated costs to
comply with this proposed AD and placed it in the AD docket. See the
ADDRESSES section for a location to examine the regulatory evaluation.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, 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
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. The Federal Aviation Administration (FAA) amends Sec. 39.13 by
removing amendment 39-10059 (62 FR 35072, June 30, 1997) and adding the
following new airworthiness directive (AD):
Airbus: Docket No. FAA-2006-25047; Directorate Identifier 2006-NM-
028-AD.
Comments Due Date
(a) The FAA must receive comments on this AD action by July 17,
2006.
Affected ADs
(b) This AD supersedes AD 97-14-02.
Applicability
(c) This AD applies to Airbus Model A300 B4-601, B4-603, B4-620,
B4-622, B4-605R, B4-622R, F4-605R, F4-622R, and C4-605R Variant F
airplanes, certificated in any category, except those on which
Airbus Modification 8683 has been done.
Unsafe Condition
(d) This AD results from a report that the previously required
actions were not sufficient to correct cracking before the
structural reinforcement was installed. We are issuing this AD to
prevent fatigue cracking of the outer skin of the fuselage at
certain frames, which could result in reduced structural integrity,
and consequent rapid decompression of the airplane.
Compliance
(e) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the
actions have already been done.
Restatement of the Requirements of AD 97-14-02
(f) Prior to the accumulation of 14,100 total flight cycles, or
within 12 months after August 4, 1997 (the effective date of AD 97-
14-02), whichever occurs later, conduct an eddy current inspection
to detect cracking of the fuselage outer skin at frames 28A and 30A
above stringer 30, in accordance with the Accomplishment
Instructions of Airbus Service Bulletin A300-53-6045, dated March
21, 1995, as revised by Change Notice No. O.A., dated June 1, 1995;
or Airbus Service Bulletin A-300-53-6045, Revision 03, dated October
28, 2004. After the effective date of this AD, only Revision 03 may
be used. After the effective date of this AD, the initial eddy
current inspection and all applicable repairs required by this
paragraph must be done before doing the reinforcement specified in
paragraph (g) of this AD.
(1) If no cracking is found, repeat the eddy current inspection
thereafter at intervals not to exceed 4,500 flight cycles.
(2) If any cracking is found that is within the limits specified
in the service bulletin: Prior to further flight do the action in
paragraph (f)(2)(i) or (f)(2)(ii) of this AD. After the effective
date of this AD, only Airbus Service Bulletin A300-53-6045, Revision
03, dated October 28, 2004, may be used for the repair specified in
paragraph (f)(2)(i) of this AD; and the reinforcement option
specified in paragraph (f)(2)(ii) of this AD is not allowed in
accordance with this paragraph.
(i) Repair in accordance with paragraph 2.D. of the
Accomplishment Instructions of Airbus Service Bulletin A300-53-6045,
dated March 21, 1995, as revised by Change Notice No. O.A., dated
June 1, 1995; or paragraph 3.C. of the Accomplishment Instructions
of Revision 03, dated October 28, 2004. After the repair, repeat the
eddy current inspection thereafter at intervals not to exceed 4,500
flight cycles.
(ii) Reinforce the structure at frames 28 and 29, and at frames
30 and 31, between stringers 29 and 30, in accordance with the
[[Page 34566]]
Accomplishment Instructions of Airbus Service Bulletin A300-53-6037,
dated March 21, 1995; or Revision 02, dated October 28, 2004. Such
reinforcement constitutes terminating action for the repetitive
inspections required by this AD.
(3) If any cracking is found that is outside the limits
specified in the service bulletin: Prior to further flight,
reinforce the structure at frames 28 and 29, and at frames 30 and
31, between stringers 29 and 30, in accordance with the
Accomplishment Instructions of Airbus Service Bulletin A300-53-6037,
dated March 21, 1995; or Revision 02, dated October 28, 2004. After
the effective date of this AD, only Revision 02 may be used. Such
reinforcement constitutes terminating action for the repetitive
inspections required by this AD.
(g) Within 5 years after August 4, 1997: Reinforce the structure
at frames 28 and 29, and at frames 30 and 31, between stringers 29
and 30, in accordance with the Accomplishment Instructions of Airbus
Service Bulletin A300-53-6037, dated March 21, 1995; or Revision 02,
dated October 28, 2004. After the effective date of this AD, only
Revision 02 may be used. Such reinforcement constitutes terminating
action for the repetitive inspections required by this AD. After the
effective date of this AD, the initial eddy current inspection and
all applicable repairs required by paragraph (f) of this AD must be
done before doing the reinforcement.
New Requirements of This AD
Inspection and Corrective Action
(h) For airplanes that meet the conditions of both paragraphs
(h)(1) and (h)(2) of this AD: Within 2,400 flight cycles or 18
months after the effective date of this AD, whichever occurs first,
conduct an eddy current inspection to detect cracking of the
fuselage outer skin at frames 28A and 30A above stringer 30, in
accordance with the Accomplishment Instructions of Airbus Service
Bulletin A300-53-6045, Revision 03, dated October 28, 2004. If no
cracking is found: No further action is required by this paragraph.
If any cracking is found: Before further flight, repair the cracking
using a method approved by either the Manager, International Branch,
ANM-116, Transport Airplane Directorate, FAA; or the Direction
G[eacute]n[eacute]rale de l'Aviation Civile (DGAC) (or its delegated
agent).
(1) Airplanes that were reinforced before the effective date of
this AD in accordance with any service bulletin specified in Table 1
of this AD.
Table 1.--Reinforcement Service Bulletins
------------------------------------------------------------------------
Airbus Service Bulletin Revision level Date
------------------------------------------------------------------------
A300-53-6037................. Original...... March 21, 1995.
01............ February 3, 1999.
02............ October 28, 2004.
------------------------------------------------------------------------
(2) Airplanes that were not inspected and repaired in accordance
with any service bulletin specified in Table 2 of this AD.
Table 2.--Inspection and Repair Service Bulletins
------------------------------------------------------------------------
Airbus Service Bulletin Revision level Date
------------------------------------------------------------------------
A300-53-6045................. Original...... March 21, 1995.
01............ August 25, 1997.
02............ May 2, 1999.
03............ October 28, 2004.
------------------------------------------------------------------------
Alternative Methods of Compliance (AMOCs)
(i)(1) The Manager, International Branch, ANM-116, Transport
Airplane Directorate, FAA, has the authority to approve AMOCs for
this AD, if requested in accordance with the procedures found in 14
CFR 39.19.
(2) Before using any AMOC approved in accordance with Sec.
39.19 on any airplane to which the AMOC applies, notify the
appropriate principal inspector in the FAA Flight Standards
Certificate Holding District Office.
Related Information
(j) French airworthiness directive F-2005-002, dated January 5,
2005, also addresses the subject of this AD.
Issued in Renton, Washington, on June 8, 2006.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E6-9342 Filed 6-14-06; 8:45 am]
BILLING CODE 4910-13-P