Airworthiness Directives; Airbus Airplanes, 71751-71755 [2015-28892]
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Federal Register / Vol. 80, No. 221 / Tuesday, November 17, 2015 / Proposed Rules
(1) Alternative Methods of Compliance
(AMOCs): The Manager, New York Aircraft
Certification Office (ACO), ANE–170, FAA,
has the authority to approve AMOCs for this
AD, if requested using the procedures found
in 14 CFR 39.19. In accordance with 14 CFR
39.19, send your request to your principal
inspector or local Flight Standards District
Office, as appropriate. If sending information
directly to the ACO, send it to ATTN:
Program Manager, Continuing Operational
Safety, FAA, New York ACO, 1600 Stewart
Avenue, Suite 410, Westbury, NY 11590;
telephone 516–228–7300; fax 516–794–5531.
Before using any approved AMOC, notify
your appropriate principal inspector, or
lacking a principal inspector, the manager of
the local flight standards district office/
certificate holding district office. The AMOC
approval letter must specifically reference
this AD.
(2) Contacting the Manufacturer: For any
requirement in this AD to obtain corrective
actions from a manufacturer, the action must
be accomplished using a method approved
by the Manager, New York ACO, ANE–170,
Engine and Propeller Directorate, FAA; or
Transport Canada Civil Aviation (TCCA); or
Bombardier, Inc.’s TCCA Design Approval
Organization (DAO). If approved by the DAO,
the approval must include the DAOauthorized signature.
(j) Related Information
(1) Refer to Mandatory Continuing
Airworthiness Information (MCAI) Canadian
Airworthiness Directive CF–2015–17, dated
July 16, 2015, for related information. This
MCAI may be found in the AD docket on the
Internet at https://www.regulations.gov by
searching for and locating Docket No. FAA–
2015–4814.
(2) For service information identified in
ˆ
this AD, contact Bombardier, Inc., 400 Cote´
Vertu Road West, Dorval, Quebec H4S 1Y9,
Canada; telephone 514–855–5000; fax 514–
855–7401; email thd.crj@
aero.bombardier.com; Internet https://
www.bombardier.com. You may view this
service information at the FAA, Transport
Airplane Directorate, 1601 Lind Avenue SW.,
Renton, WA. For information on the
availability of this material at the FAA, call
425–227–1221.
Issued in Renton, Washington, on
November 5, 2015.
Dionne Palermo,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
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[FR Doc. 2015–28885 Filed 11–16–15; 8:45 am]
BILLING CODE 4910–13–P
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2015–4813; Directorate
Identifier 2013–NM–161–AD]
RIN 2120–AA64
Airworthiness Directives; Airbus
Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to supersede
Airworthiness Directive (AD) 99–16–01,
for certain Airbus Model A300 B4–600,
B4–600R, and F4–600R series airplanes,
and Model A300 C4–605R Variant F
airplanes (collectively called Model
A300–600 series airplanes). AD 99–16–
01 currently requires repetitive
inspections of certain bolt holes where
parts of the main landing gear (MLG) are
attached to the wing rear spar, and
repair if necessary. Since we issued AD–
99–16–01, we have determined that the
risk of cracking in the rear spar is higher
than initially determined. This
proposed AD would add airplanes to the
applicability, reduce the compliance
times and repetitive intervals for the
inspections, and change the inspection
procedures. We are proposing this AD to
detect and correct cracking of the rear
spar of the wing, which could result in
reduced structural integrity of the
airplane.
SUMMARY:
We must receive comments on
this proposed AD by January 4, 2016.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE.,
Washington, DC 20590.
• Hand Delivery: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE.,
Washington, DC, between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
For service information identified in
this proposed AD, contact Airbus SAS,
Airworthiness Office—EAW, 1 Rond
Point Maurice Bellonte, 31707 Blagnac
Cedex, France; telephone +33 5 61 93 36
96; fax +33 5 61 93 44 51; email
account.airworth-eas@airbus.com;
DATES:
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Internet https://www.airbus.com. You
may view this referenced service
information at the FAA, Transport
Airplane Directorate, 1601 Lind Avenue
SW., Renton, WA. For information on
the availability of this material at the
FAA, call 425–227–1221.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2015–
4813; or in person at the Docket
Management Facility between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays. The AD docket
contains this proposed AD, the
regulatory evaluation, any comments
received, and other information. The
street address for the Docket Operations
office (telephone 800–647–5527) is in
the ADDRESSES section. Comments will
be available in the AD docket shortly
after receipt.
FOR FURTHER INFORMATION CONTACT: Dan
Rodina, Aerospace Engineer,
International Branch, ANM–116,
Transport Airplane Directorate, FAA,
1601 Lind Avenue SW., Renton, WA
98057–3356; telephone: 425–227–2125;
fax: 425–227–1149.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposed AD. Send your comments
to an address listed under the
ADDRESSES section. Include ‘‘Docket No.
FAA–2015–4813; Directorate Identifier
2013–NM–161–AD’’ at the beginning of
your comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of this proposed AD. We will
consider all comments received by the
closing date and may amend this
proposed AD based on those comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact we receive
about this proposed AD.
Discussion
On July 21, 1999, we issued AD 99–
16–01, Amendment 39–11236 (64 FR
40743, July 28, 1999). AD 99–16–01
requires actions intended to address an
unsafe condition on Airbus Model A300
B4–600, B4–600R, and F4–600R series
airplanes, and Model A300 C4–605R
Variant F airplanes (collectively called
Model A300–600 series airplanes).
Since we issued AD 99–16–01,
Amendment 39–11236 (64 FR 40743,
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July 28, 1999), a fleet survey and
updated fatigue and damage tolerance
analyses have shown that the threshold
for the initial inspections and the
intervals for the repetitive inspections
need to be reduced.
The European Aviation Safety Agency
(EASA), which is Technical Agent for
the Member States of the European
Union, has issued EASA Airworthiness
Directive 2013–0180, dated August 9,
2013 (referred to after this as the
Mandatory Continuing Airworthiness
Information, or ‘‘the MCAI’’), to correct
an unsafe condition for the specified
products. The MCAI states:
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During full-scale fatigue testing, cracks
were found on the rear spar from certain bolt
holes at the attachment of the Main Landing
gear (MLG) forward pick-up fitting and the
MLG Rib 5 aft.
This condition, if not detected and
corrected, could reduce the structural
integrity of the aeroplane.
´ ´
DGAC [Direction Generale de l’Aviation
Civile] France issued * * * [an AD] (later
revised) to require High Frequency Eddy
Current (HFEC) or Ultrasonic (U/S)
inspections of certain fastener holes where
the MLG forward pick-up fitting and MLG
Rib 5 aft are attached to the rear spar.
Since DGAC France * * * [issued a
revised AD, which corresponded to FAA AD
99–16–01, Amendment 39–11236 (64 FR
40743, July 28, 1999), which superseded
FAA AD 95–20–02, Amendment 39–9380 (60
FR 52618, October 10, 1995)] * * *, a fleet
survey and updated Fatigue and Damage
Tolerance analyses have been performed in
order to substantiate the second A300–600
Extended Service Goal (ESG2) exercise. The
results of these analyses have shown that the
threshold and interval must be reduced to
allow timely detection of these cracks and
accomplishment of an applicable corrective
action.
For the reasons described above, this
[EASA] AD retains the requirements of [the
revised DGAC France AD], which is
superseded, but reduces the related
compliance times.
The new, reduced threshold for the
initial inspection ranges between 8,900
total flight cycles/20,000 total flight
hours, and 34,600 total flight cycles/
77,800 total flight hours, depending on
the modification. The grace periods (750
or 1,500 landings) for airplanes that
have exceeded the specified thresholds
are unchanged from those provided in
AD 99–16–01, Amendment 39–11236
(64 FR 40743, July 28, 1999). The new,
reduced intervals for the repetitive
inspections range between 4,000 flight
cycles/9,000 flight hours (whichever
occurs first), and 8,900 flight cycles/
20,000 flight hours (whichever occurs
first), depending on the modification.
You may examine the MCAI in the AD
docket on the Internet at https://
www.regulations.gov by searching for
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Clarification of Terminating Action for
Certain Paragraphs
We have determined that if the
inspection in paragraph (g)(4)(ii)(B)(2) of
the proposed AD was done it would
terminate the repetitive inspections
specified in paragraph (g)(2) of this
proposed AD. We have revised
paragraph (g)(3)(i) of this proposed AD
to include accomplishment of the
inspection in paragraph (g)(4)(ii)(B)(2)
as a terminating action. We have also
determined that if the inspection in
paragraph (g)(4)(ii)(B)(1) of the proposed
AD was done it would terminate the
repetitive inspections specified in
paragraph (g)(2) of this proposed AD.
We have revised paragraph (g)(3)(ii) of
this proposed AD to include
accomplishment of the inspection in
paragraph (g)(4)(ii)(B)(1) of this AD as a
terminating action.
Related Service Information Under 1
CFR Part 51
Airbus has issued Service Bulletin
A300–57–6017, Revision 04, including
Appendix 1, dated February 4, 2011.
This service information describes
procedures for repetitive inspections of
certain bolt holes where parts of the
MLG are attached to the wing rear spar,
and repair. This service information is
reasonably available because the
interested parties have access to it
through their normal course of business
or by the means identified in the
ADDRESSES section of this NPRM.
FAA’s Determination and Requirements
of This Proposed AD
This product has been approved by
the aviation authority of another
country, and is approved for operation
in the United States. Pursuant to our
bilateral agreement with the State of
Design Authority, we have been notified
of the unsafe condition described in the
MCAI and service information
referenced above. We are proposing this
AD because we evaluated all pertinent
information and determined an unsafe
condition exists and is likely to exist or
develop on other products of the same
type design.
Changes to AD 99–16–01, Amendment
39–11236 (64 FR 40743, July 28, 1999)
This proposed AD would retain all
the requirements of AD 99–16–01,
Amendment 39–11236 (64 FR 40743,
July 28, 1999). Since AD 99–16–01 was
issued, the AD format has been revised,
and certain paragraphs have been
rearranged. As a result, the
corresponding paragraph identifiers
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have been redesignated in this proposed
AD, as listed in the following table:
REVISED PARAGRAPH IDENTIFIERS
Requirement in AD
99–16–01, Amendment 39–11236
(64 FR 40743, July
28, 1999)
paragraph
paragraph
paragraph
paragraph
paragraph
paragraph
(a)
(b)
(c)
(d)
(e)
(f)
Corresponding
requirement in this
proposed AD
paragraph
paragraph
paragraph
paragraph
paragraph
paragraph
(g)(1)
(g)(2)
(g)(3)
(g)(4)
(g)(5)
(g)(6)
Certain notes that appeared in AD 99–
16–01, Amendment 39–11236 (64 FR
40743, July 28, 1999), were either
removed due to the revised AD format
or converted to regulatory text in this
proposed AD.
• Notes 1, 6, and 7 of AD 99–16–01
have been removed from this proposed
AD. Due to the revised AD format,
certain information in these notes is
now included in the AD template.
• The content of Note 2 of AD 99–16–
01 is regulatory in nature; therefore, we
have included that information in
paragraph (k)(1) of this proposed AD.
• The content of Note 3 of AD 99–16–
01 has been redesignated as Note 1 to
paragraph (g) in this proposed AD.
• The content of Note 4 of AD 99–16–
01 is regulatory in nature; therefore, we
have included that information in
paragraph (g)(2)(ii) of this proposed AD.
• The content of Note 5 of AD 99–16–
01 is regulatory in nature; therefore, we
have included that information in
paragraph (k)(3) of this proposed AD.
Costs of Compliance
We estimate that this proposed AD
affects 71 airplanes of U.S. registry.
The actions required by AD 99–16–01,
Amendment 39–11236 (64 FR 40743,
July 28, 1999), and retained in this
proposed AD, take about 226 workhours per product, at an average labor
rate of $85 per work-hour. Required
parts cost about $0 per product. Based
on these figures, the estimated cost of
the actions that are required by AD 99–
16–01 is $19,210 per product, per
inspection cycle.
We also estimate that it would take
about 226 work-hours per product to
comply with the basic requirements of
this proposed AD. The average labor
rate is $85 per work-hour. Based on
these figures, we estimate the cost of
this proposed AD on U.S. operators to
be $1,363,910, or $19,210 per product.
We have received no definitive data
that would enable us to provide cost
estimates for the on-condition actions
specified in this proposed AD.
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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 determined that this proposed AD
would not have federalism implications
under Executive Order 13132. This
proposed AD would not have a
substantial direct effect on the States, on
the relationship between the national
Government and the States, or on the
distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify this proposed regulation:
1. Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
2. Is not a ‘‘significant rule’’ under the
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979);
3. Will not affect intrastate aviation in
Alaska; and
4. Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
We prepared a regulatory evaluation
of the estimated costs to comply with
this proposed AD and placed it in the
AD docket.
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List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 14 CFR part
39 as follows:
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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 FAA amends § 39.13 by
removing Airworthiness Directive (AD)
99–16–01, Amendment 39–11236 (64
FR 40743, July 28, 1999), and adding the
following new AD:
■
Airbus: Docket No. FAA–2015–4813;
Directorate Identifier 2013–NM–161–AD.
(a) Comments Due Date
We must receive comments by January 4,
2016.
(b) Affected ADs
This AD replaces AD 99–16–01,
Amendment 39–11236 (64 FR 40743, July 28,
1999).
(c) Applicability
This AD applies to Airbus Model A300 B4–
601, B4–603, B4–620, and B4–622 airplanes;
Model A300 B4–605R and B4–622R
airplanes; Model A300 F4–605R airplanes;
and Model A300 C4–605R Variant F
airplanes; certificated in any category; all
manufacturer serial numbers.
(d) Subject
Air Transport Association (ATA) of
America Code 57, Wings.
(e) Reason
This AD was prompted by the results of a
full-scale fatigue test when cracking was
found on the rear spar of the wing, and the
subsequent determination that the risk of
such cracking is higher than initially
determined. We are issuing this AD to detect
and correct cracking of the rear spar of the
wing, which could result in reduced
structural integrity of the airplane.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Retained Inspections and Corrective
Actions
This paragraph restates the requirements of
paragraphs (a), (b), (c), (d), (e), and (f) of AD
99–16–01, Amendment 39–11236 (64 FR
40743, July 28, 1999), with revised service
information and reduced thresholds and
repetitive intervals, for Airbus Model A300
B4–600, B4–600R, and F4–600R series
airplanes, and Model A300 C4–605R Variant
F airplanes; manufacturer serial numbers
(MSNs) 252 through 553 inclusive; except
those airplanes on which Airbus
Modification 07601 has been accomplished
prior to delivery.
(1) Perform a high frequency eddy current
(HFEC) rototest inspection to detect cracks in
certain bolt holes where the main landing
gear (MLG) forward pick-up fitting and MLG
rib 5 aft are attached to the rear spar, in
accordance with Airbus Service Bulletin
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A300–57–6017, Revision 01, including
Appendix 1, dated July 25, 1994; or Airbus
Service Bulletin A300–57–6017, Revision 04,
including Appendix 1, dated February 24,
2011. As of the effective date of this AD, only
Airbus Service Bulletin A300–57–6017,
Revision 04, including Appendix 1, dated
February 24, 2011, may be used for the
actions required by this paragraph.
(i) For airplanes that have accumulated
17,300 total landings or less as of November
9, 1995 (the effective date of AD 99–16–01,
Amendment 39–11236 (64 FR 40743, July 28,
1999)): Inspect prior to the accumulation of
17,300 total landings, or within 1,500
landings after November 9, 1995, whichever
occurs later.
(ii) For airplanes that have accumulated
17,301 or more total landings, but less than
19,300 total landings as of November 9, 1995
(the effective date of AD 99–16–01,
Amendment 39–11236 (64 FR 40743, July 28,
1999)): Inspect within 1,500 landings after
November 9, 1995.
(iii) For airplanes that have accumulated
19,300 or more total landings as of November
9, 1995 (the effective date of AD 99–16–01,
Amendment 39–11236 (64 FR 40743, July 28,
1999)): Inspect within 750 landings after
November 9, 1995 (the effective date of AD
99–16–01, Amendment 39–11236 (64 FR
40743, July 28, 1999)):
(2) If no crack is found during the
inspection required by paragraph (g)(1) of
this AD, repeat that inspection thereafter at
the time specified in either paragraph (g)(2)(i)
or (g)(2)(ii) of this AD, as applicable.
(i) For airplanes on which Airbus
Modification 07716 (as specified in Airbus
Service Bulletin A300–57–6020) has not been
accomplished, inspect at the time specified
in paragraph (g)(2)(i)(A) or (g)(2)(i)(B) of this
AD, as applicable.
(A) For airplanes having MSNs 465
through 553 inclusive: Repeat the inspection
at intervals not to exceed 13,000 landings,
until the inspection required by paragraph
(g)(4)(ii)(A)(1) of this AD has been
accomplished.
(B) For airplanes having MSN 252 through
464 inclusive: Repeat the inspection at
intervals not to exceed 8,400 landings, until
the inspection required by paragraph
(g)(4)(ii)(A)(2) of this AD has been
accomplished.
(ii) For airplanes on which Airbus
Modification 07716 has been accomplished,
inspect at the time specified in either
paragraph (g)(2)(ii)(A) or (g)(2)(ii)(B) of this
AD, as applicable.
(A) For airplanes having MSNs 465
through 553 inclusive: Repeat the inspection
at intervals not to exceed 11,800 landings,
until the inspection required by paragraph
(g)(4)(i)(B) of this AD has been accomplished.
(B) For airplanes having MSNs 252 through
464 inclusive: Repeat the inspection within
10,700 landings following the initial
inspection required by paragraph (g)(1) of
this AD, and thereafter at intervals not to
exceed 7,500 landings, until the inspection
required by paragraph (g)(4)(ii)(B)(2) has been
accomplished.
(3) If any crack is found during the
inspection required by either paragraph (g)(1)
or (g)(2) of this AD, prior to further flight,
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accomplish the requirements of either
paragraph (g)(3)(i) or (g)(3)(ii) of this AD, as
applicable.
(i) For airplanes on which Airbus
Modification 07716 has not been
accomplished: Oversize the bolt hole by 1⁄32
inch and repeat the HFEC inspection
required by paragraph (g)(1) of this AD, in
accordance with Airbus Service Bulletin
300–57–6017, Revision 01, including
Appendix 1, dated July 25, 1994. After
accomplishing the oversizing and HFEC
inspection, repeat the inspection, as required
by paragraph (g)(2) of this AD, at the
applicable schedule specified in that
paragraph, until the inspection required by
paragraph (g)(4)(ii)(B)(1) or (g)(4)(ii)(B)(2) of
this AD has been accomplished.
(A) If no cracking is detected, install the
second oversize bolt in accordance with
Airbus Service Bulletin 300–57–6017,
Revision 01, including Appendix 1, dated
July 25, 1994.
(B) If any cracking is detected, repair in
accordance with a method approved by the
Manager, International Branch, ANM–116,
FAA, Transport Airplane Directorate.
(ii) For airplanes on which Airbus
Modification 07716 has been accomplished:
Repair in accordance with a method
approved by the Manager, International
Branch, ANM–116. After repair, repeat the
inspections as required by paragraph (g)(2) of
this AD at the applicable schedule specified
in that paragraph, until the inspection
required by paragraph (g)(4)(ii)(B)(1) or
(g)(4)(ii)(B)(2) of this AD has been
accomplished.
(4) Perform an ultrasonic inspection to
detect cracks in certain bolt holes where the
MLG forward pick-up fitting and MLG rib 5
aft are attached to the rear spar, in
accordance with Airbus Service Bulletin
A300–57–6017, Revision 03, dated November
19, 1997; or Revision 04, including Appendix
1, dated February 24, 2011; at the time
specified in paragraph (g)(4)(i) or (g)(4)(ii) of
this AD, as applicable. As of the effective
date of this AD, only Airbus Service Bulletin
A300–57–6017, Revision 04, including
Appendix 1, dated February 24, 2011, may be
used for the actions in this paragraph.
(i) For airplanes not inspected prior to
September 1, 1999 (the effective date of AD
99–16–01, Amendment 39–11236 (64 FR
40743, July 28, 1999)), as specified in Airbus
Service Bulletin A300–57–6017, dated
November 22, 1993; or Revision 01,
including Appendix 1, dated July 25, 1994:
Inspect at the time specified in paragraph
(g)(4)(i)(A), (g)(4)(i)(B), or (g)(4)(i)(C) of this
AD, as applicable. Accomplishment of this
inspection terminates the requirements of
paragraph (g)(1) of this AD.
(A) For airplanes that have accumulated
17,300 total landings or fewer as of the
effective date of this AD: Inspect prior to the
accumulation of 17,300 total landings, or
within 1,500 landings after September 1,
1999 (the effective date of AD 99–16–01,
Amendment 39–11236 (64 FR 40743, July 28,
1999)), whichever occurs later.
(B) For airplanes that have accumulated
17,301 total landings or more but fewer than
19,300 total landings as of September 1, 1999
(the effective date of AD 99–16–01,
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Amendment 39–11236 (64 FR 40743, July 28,
1999)): Inspect within 1,500 landings after
September 1, 1999 (the effective date of AD
99–16–01).
(C) For airplanes that have accumulated
19,300 total landings or more as of September
1, 1999 (the effective date of AD 99–16–01,
Amendment 39–11236 (64 FR 40743, July 28,
1999)): Inspect within 750 landings after
September 1, 1999 (the effective date of AD
99–16–01).
(ii) For airplanes on which an HFEC
inspection was performed prior to September
1, 1999 (the effective date of AD 99–16–01,
Amendment 39–11236 (64 FR 40743, July 28,
1999)), in accordance with the requirements
of paragraph (g)(1) of this AD, or in
accordance with Airbus Service Bulletin
A300–57–6017, dated November 22, 1993:
Inspect at the time specified in paragraph
(g)(4)(ii)(A) or (g)(4)(ii)(B) of this AD, as
applicable.
(A) If no cracking was detected during any
HFEC inspection accomplished prior to
September 1, 1999 (the effective date of AD
99–16–01, Amendment 39–11236 (64 FR
40743, July 28, 1999)), and if Airbus
Modification 07716 has not been
accomplished: Inspect at the time specified
in paragraph (g)(4)(ii)(A)(1) or (g)(4)(ii)(A)(2)
of this AD, as applicable.
(1) For airplanes having MSNs 465 through
553 inclusive: Inspect within 13,000 landings
after the most recent HFEC inspection, and
thereafter at intervals not to exceed 8,900
landings. Accomplishment of this inspection
constitutes terminating action for the
repetitive inspection requirement of
paragraph (g)(2)(i)(A) of this AD.
(2) For airplanes having MSNs 252 through
464 inclusive: Inspect within 8,400 landings
after the most recent HFEC inspection, and
thereafter at intervals not to exceed 5,500
landings. Accomplishment of this inspection
constitutes terminating action for the
repetitive inspection requirement of
paragraph (g)(2)(i)(B) of this AD.
(B) If any cracking was detected during any
HFEC inspection performed prior to the
effective date of this AD, regardless of the
method of repair, or if Airbus Modification
07716 has been accomplished: Inspect at the
time specified in paragraph (g)(4)(ii)(B)(1) or
(g)(4)(ii)(B)(2) of this AD, as applicable.
(1) For airplanes having MSNs 465 through
553 inclusive: Inspect within 11,800 landings
after the most recent HFEC inspection, and
thereafter at intervals not to exceed 8,200
landings. Accomplishment of this inspection
constitutes terminating action for the
repetitive inspection requirement of
paragraph (g)(3)(i) or (g)(3)(ii) of this AD, as
applicable.
(2) For airplanes having MSNs 252 through
464 inclusive: Inspect within 10,700 landings
after the initial inspection in accordance with
paragraph (g)(1) of this AD, or within 7,500
landings after the most recent HFEC
inspection, whichever occurs later, and
thereafter at intervals not to exceed 4,900
landings. Accomplishment of this inspection
constitutes terminating action for the
repetitive inspection requirement of
paragraph (g)(3)(i) or (g)(3)(ii) of this AD, as
applicable.
(5) If no cracking is detected during the
ultrasonic inspection required by paragraph
PO 00000
Frm 00010
Fmt 4702
Sfmt 4702
(g)(4)(i) of this AD, repeat that inspection
thereafter at the time specified in paragraph
(g)(5)(i) or (g)(5)(ii) of this AD, as applicable,
until the initial ultrasonic inspection
required by paragraph (h) of this AD is done.
(i) For airplanes having MSNs 465 through
553 inclusive: Repeat the inspection at
intervals not to exceed 8,900 landings.
(ii) For airplanes having MSNs 232 through
464 inclusive: Repeat the inspection at
intervals not to exceed 5,500 landings.
(6) If any cracking is detected during any
inspection performed in accordance with the
requirements of paragraph (g)(4) or (g)(5) of
this AD: Prior to further flight, repair in
accordance with a method approved by the
Manager, International Branch, ANM–116; or
´ ´
the Direction Generale de l’Aviation Civile
(or its delegated agent); or the European
Aviation Safety Agency (EASA); or Airbus’s
EASA Design Organization Approval (DOA).
Note 1 to paragraph (g) of this AD: Airbus
Service Bulletin A300–57–6017, Revision 01,
including Appendix 1, dated July 25, 1994;
and Airbus Service Bulletin A300–57–6017,
Revision 04, including Appendix 1, dated
February 24, 2011; also reference Airbus
Service Bulletin A300–57–6020, dated
November 22, 1993, as an additional source
of service information for installation of
oversize studs in the bolt holes.
(h) New Repetitive Inspections
At the applicable times specified in
paragraph 1.B.(5), ‘‘Accomplishment
Timescale,’’ of Airbus Service Bulletin A300–
57–6017, Revision 04, including Appendix 1,
dated February 24, 2011: Do ultrasonic
inspections to detect cracks in the MLG
attachment fitting holes on the wing rear
spar, in accordance with the
Accomplishment Instructions of Airbus
Service Bulletin A300–57–6017, Revision 04,
including Appendix 1, dated February 24,
2011. Repeat the inspections thereafter at the
applicable intervals specified in paragraph
1.B.(5), ‘‘Accomplishment Timescale,’’ of
Airbus Service Bulletin A300–57–6017,
Revision 04, including Appendix 1, dated
February 24, 2011. For airplanes modified as
specified in Airbus Service Bulletin A300–
57–6073, the initial inspection threshold is
counted from the completion date of the
modification. Clarification of compliance
time terminology used in table 1, ‘‘Structural
Inspection Program,’’ of Airbus Service
Bulletin A300–57–6017, Revision 04,
including Appendix 1, dated February 24,
2011, is provided in paragraphs (h)(1)
through (h)(4) of this AD. Accomplishment of
the initial inspection terminates the
repetitive inspections required by paragraph
(g)(5) of this AD.
(1) For pre-Airbus Modification 07716 or
pre-Airbus Modification 11440 airplanes:
(i) The term ‘‘flight cycles’’ in the
‘‘Inspection Threshold’’ column is total flight
cycles accumulated by the airplane.
(ii) The term ‘‘flight hours’’ in the
‘‘Inspection Threshold’’ column is total flight
hours accumulated by the airplane.
(2) For post-Airbus Modification 07716
airplanes:
(i) The term ‘‘flight cycles’’ in the
‘‘Inspection Threshold’’ column is total flight
cycles accumulated by the airplane.
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Federal Register / Vol. 80, No. 221 / Tuesday, November 17, 2015 / Proposed Rules
(ii) The term ‘‘flight hours’’ in the
‘‘Inspection Threshold’’ column is total flight
hours accumulated by the airplane.
(3) For post-Airbus Modification 11440
(Airbus Service Bulletin A300–57–6073)
airplanes:
(i) The term ‘‘flight cycles’’ in the
‘‘Inspection Threshold’’ column is flight
cycles accumulated by the airplane after the
modification was done.
(ii) The term ‘‘flight hours’’ in the
‘‘Inspection Threshold’’ column is flight
hours accumulated by the airplane after the
modification was done.
(4) For post-Airbus Modification 07601
airplanes:
(i) The term ‘‘flight cycles’’ in the
‘‘Inspection Threshold’’ column is total flight
cycles accumulated by the airplane.
(ii) The term ‘‘flight hours’’ in the
‘‘Inspection Threshold’’ column is total flight
hours accumulated by the airplane.
(i) Repairs
If any crack is found during any inspection
required by paragraph (h) of this AD: Before
further flight, repair using a method
approved by the Manager, International
Branch, ANM–116, Transport Airplane
Directorate, FAA; or the European Aviation
Safety Agency (EASA); or Airbus’s EASA
Design Organization Approval (DOA).
(j) Repair Not Terminating Action
Accomplishment of any repair as required
by paragraph (i) of this AD is not terminating
action for the repetitive inspections required
by paragraph (g) or (h) of this AD.
wgreen on DSK2VPTVN1PROD with PROPOSALS
(k) Credit for Previous Actions
This paragraph provides credit for actions
required by paragraphs (g) and (h) of this AD,
if those actions were performed before the
effective date of this AD using any of the
following service information:
(1) Airbus Service Bulletin A300–57–6017,
dated November 22, 1993, which is not
incorporated by reference in this AD.
(2) Airbus Service Bulletin A300–57–6017,
Revision 01, including Appendix 1, dated
July 25, 1994, which was incorporated by
reference in AD 95–20–02, Amendment 39–
9380 (60 FR 52618, October 10, 1995).
(3) Airbus Service Bulletin A300–57–6017,
Revision 02, dated January 14, 1997,
including Appendix 1, dated July 25, 1994,
which is not incorporated by reference in this
AD.
(4) Airbus Service Bulletin A300–57–6017,
Revision 03, dated November 19, 1997,
including Appendix 1, which was
incorporated by reference in AD 99–16–01,
Amendment 39–11236 (64 FR 40743, July 28,
1999).
(l) Other FAA AD Provisions
The following provisions also apply to this
AD:
(1) Alternative Methods of Compliance
(AMOCs): The Manager, International
Branch, ANM–116, Transport Airplane
Directorate, FAA, has the authority to
approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19.
In accordance with 14 CFR 39.19, send your
request to your principal inspector or local
Flight Standards District Office, as
VerDate Sep<11>2014
14:39 Nov 16, 2015
Jkt 238001
appropriate. If sending information directly
to the International Branch, send it to ATTN:
Dan Rodina, Aerospace Engineer,
International Branch, ANM–116, Transport
Airplane Directorate, FAA, 1601 Lind
Avenue SW., Renton, WA 98057–3356;
telephone: 425–227–2125; fax: 425–227–
1149. Information may be emailed to: 9ANM-116-AMOC-REQUESTS@faa.gov.
(i) Before using any approved AMOC,
notify your appropriate principal inspector,
or lacking a principal inspector, the manager
of the local flight standards district office/
certificate holding district office. The AMOC
approval letter must specifically reference
this AD.
(ii) AMOCs approved previously for AD
99–16–01, Amendment 39–11236 (64 FR
40743, July 28, 1999), are approved as
AMOCs for the corresponding provisions of
this AD.
(2) Contacting the Manufacturer: As of the
effective date of this AD, for any requirement
in this AD to obtain corrective actions from
a manufacturer, the action must be
accomplished using a method approved by
the Manager, International Branch, ANM–
116, Transport Airplane Directorate, FAA; or
EASA; or Airbus’s EASA DOA. If approved
by the DOA, the approval must include the
DOA-authorized signature.
(m) Related Information
(1) Refer to Mandatory Continuing
Airworthiness Information (MCAI) EASA
Airworthiness Directive 2013–0180, dated
August 9, 2013, for related information. This
MCAI may be found in the AD docket on the
Internet at https://www.regulations.gov
searching for and locating Docket No. FAA–
2015–4813.
(2) For service information identified in
this AD, contact Airbus SAS, Airworthiness
Office—EAW, 1 Rond Point Maurice
Bellonte, 31707 Blagnac Cedex, France;
telephone +33 5 61 93 36 96; fax +33 5 61
93 44 51; email account.airworth-eas@
airbus.com; Internet https://www.airbus.com.
You may view this service information at the
FAA, Transport Airplane Directorate, 1601
Lind Avenue SW., Renton, WA. For
information on the availability of this
material at the FAA, call 425–227–1221.
Issued in Renton, Washington, on
November 4, 2015.
Dionne Palermo,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2015–28892 Filed 11–16–15; 8:45 am]
BILLING CODE 4910–13–P
PO 00000
71755
DEPARTMENT OF ENERGY
Federal Energy Regulatory
Commission
18 CFR Part 35
[Docket No. RM15–23–000]
Collection of Connected Entity Data
from Regional Transmission
Organizations and Independent
System Operators
Federal Energy Regulatory
Commission. DOE.
AGENCY:
Order Granting Motion for
Technical Conference and Request to
Postpone Comment Deadline.
ACTION:
In this order, the Federal
Energy Regulatory Commission
(Commission) grants a motion for a
technical conference and request to
postpone comment deadline that was
filed in response to the Notice of
Proposed Rulemaking for the Collection
of Connected Entity Data from Regional
Transmission Organizations and
Independent System Operators (NOPR)
that Commission issued on September
17, 2015.1 The Commission directs staff
to convene a technical conference on
December 8, 2015 and postpones the
due date for comments on the NOPR
until January 22, 2016, 45 days after the
technical conference.
SUMMARY:
The technical conference will be
held on December 8, 2015 and NOPR
comments will be due January 22, 2016.
DATES:
FOR FURTHER INFORMATION CONTACT:
David Pierce (Technical Information),
Office of Enforcement, Federal Energy
Regulatory Commission, 888 First Street
NE., Washington, DC 20426, (202) 502–
6454 david.pierce@ferc.gov.
Kathryn Kuhlen (Legal Information),
Office of Enforcement, Federal Energy
Regulatory Commission, 888 First Street
NE., Washington, DC 20426, (202) 502–
6855 kathryn.kuhlen@ferc.gov.
SUPPLEMENTARY INFORMATION:
Before Commissioners: Norman C.
Bay, Chairman; Cheryl A. LaFleur, Tony
Clark, and Colette D. Honorable.
Collection of Connected Entity Data
from Regional Transmission
Organizations and Independent System
Operators
Docket No. RM15–23–000
1 Collection of Connected Entity Data from
Regional Transmission Organizations and
Independent System Operators, 152 FERC ¶ 61,219
(2015).
Frm 00011
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E:\FR\FM\17NOP1.SGM
17NOP1
]]>Agencies
[Federal Register Volume 80, Number 221 (Tuesday, November 17, 2015)]
[Proposed Rules]
[Pages 71751-71755]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-28892]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2015-4813; Directorate Identifier 2013-NM-161-AD]
RIN 2120-AA64
Airworthiness Directives; Airbus Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: We propose to supersede Airworthiness Directive (AD) 99-16-01,
for certain Airbus Model A300 B4-600, B4-600R, and F4-600R series
airplanes, and Model A300 C4-605R Variant F airplanes (collectively
called Model A300-600 series airplanes). AD 99-16-01 currently requires
repetitive inspections of certain bolt holes where parts of the main
landing gear (MLG) are attached to the wing rear spar, and repair if
necessary. Since we issued AD-99-16-01, we have determined that the
risk of cracking in the rear spar is higher than initially determined.
This proposed AD would add airplanes to the applicability, reduce the
compliance times and repetitive intervals for the inspections, and
change the inspection procedures. We are proposing this AD to detect
and correct cracking of the rear spar of the wing, which could result
in reduced structural integrity of the airplane.
DATES: We must receive comments on this proposed AD by January 4, 2016.
ADDRESSES: You may send comments by any of the following methods:
Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC 20590.
Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
For service information identified in this proposed AD, contact
Airbus SAS, Airworthiness Office--EAW, 1 Rond Point Maurice Bellonte,
31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; fax +33 5 61
93 44 51; email account.airworth-eas@airbus.com; Internet https://www.airbus.com. You may view this referenced service information at the
FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, WA.
For information on the availability of this material at the FAA, call
425-227-1221.
Examining the AD Docket
You may examine the AD docket on the Internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2015-
4813; or in person at the Docket Management Facility between 9 a.m. and
5 p.m., Monday through Friday, except Federal holidays. The AD docket
contains this proposed AD, the regulatory evaluation, any comments
received, and other information. The street address for the Docket
Operations office (telephone 800-647-5527) is in the ADDRESSES section.
Comments will be available in the AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT: Dan Rodina, Aerospace Engineer,
International Branch, ANM-116, Transport Airplane Directorate, FAA,
1601 Lind Avenue SW., Renton, WA 98057-3356; telephone: 425-227-2125;
fax: 425-227-1149.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2015-4813;
Directorate Identifier 2013-NM-161-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this proposed AD. We
will consider all comments received by the closing date and may amend
this proposed AD based on those comments.
We will post all comments we receive, without change, to https://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.
Discussion
On July 21, 1999, we issued AD 99-16-01, Amendment 39-11236 (64 FR
40743, July 28, 1999). AD 99-16-01 requires actions intended to address
an unsafe condition on Airbus Model A300 B4-600, B4-600R, and F4-600R
series airplanes, and Model A300 C4-605R Variant F airplanes
(collectively called Model A300-600 series airplanes).
Since we issued AD 99-16-01, Amendment 39-11236 (64 FR 40743,
[[Page 71752]]
July 28, 1999), a fleet survey and updated fatigue and damage tolerance
analyses have shown that the threshold for the initial inspections and
the intervals for the repetitive inspections need to be reduced.
The European Aviation Safety Agency (EASA), which is Technical
Agent for the Member States of the European Union, has issued EASA
Airworthiness Directive 2013-0180, dated August 9, 2013 (referred to
after this as the Mandatory Continuing Airworthiness Information, or
``the MCAI''), to correct an unsafe condition for the specified
products. The MCAI states:
During full-scale fatigue testing, cracks were found on the rear
spar from certain bolt holes at the attachment of the Main Landing
gear (MLG) forward pick-up fitting and the MLG Rib 5 aft.
This condition, if not detected and corrected, could reduce the
structural integrity of the aeroplane.
DGAC [Direction G[eacute]n[eacute]rale de l'Aviation Civile]
France issued * * * [an AD] (later revised) to require High
Frequency Eddy Current (HFEC) or Ultrasonic (U/S) inspections of
certain fastener holes where the MLG forward pick-up fitting and MLG
Rib 5 aft are attached to the rear spar.
Since DGAC France * * * [issued a revised AD, which corresponded
to FAA AD 99-16-01, Amendment 39-11236 (64 FR 40743, July 28, 1999),
which superseded FAA AD 95-20-02, Amendment 39-9380 (60 FR 52618,
October 10, 1995)] * * *, a fleet survey and updated Fatigue and
Damage Tolerance analyses have been performed in order to
substantiate the second A300-600 Extended Service Goal (ESG2)
exercise. The results of these analyses have shown that the
threshold and interval must be reduced to allow timely detection of
these cracks and accomplishment of an applicable corrective action.
For the reasons described above, this [EASA] AD retains the
requirements of [the revised DGAC France AD], which is superseded,
but reduces the related compliance times.
The new, reduced threshold for the initial inspection ranges between
8,900 total flight cycles/20,000 total flight hours, and 34,600 total
flight cycles/77,800 total flight hours, depending on the modification.
The grace periods (750 or 1,500 landings) for airplanes that have
exceeded the specified thresholds are unchanged from those provided in
AD 99-16-01, Amendment 39-11236 (64 FR 40743, July 28, 1999). The new,
reduced intervals for the repetitive inspections range between 4,000
flight cycles/9,000 flight hours (whichever occurs first), and 8,900
flight cycles/20,000 flight hours (whichever occurs first), depending
on the modification. You may examine the MCAI in the AD docket on the
Internet at https://www.regulations.gov by searching for and locating
Docket No. FAA-2015-4813.
Clarification of Terminating Action for Certain Paragraphs
We have determined that if the inspection in paragraph
(g)(4)(ii)(B)(2) of the proposed AD was done it would terminate the
repetitive inspections specified in paragraph (g)(2) of this proposed
AD. We have revised paragraph (g)(3)(i) of this proposed AD to include
accomplishment of the inspection in paragraph (g)(4)(ii)(B)(2) as a
terminating action. We have also determined that if the inspection in
paragraph (g)(4)(ii)(B)(1) of the proposed AD was done it would
terminate the repetitive inspections specified in paragraph (g)(2) of
this proposed AD. We have revised paragraph (g)(3)(ii) of this proposed
AD to include accomplishment of the inspection in paragraph
(g)(4)(ii)(B)(1) of this AD as a terminating action.
Related Service Information Under 1 CFR Part 51
Airbus has issued Service Bulletin A300-57-6017, Revision 04,
including Appendix 1, dated February 4, 2011. This service information
describes procedures for repetitive inspections of certain bolt holes
where parts of the MLG are attached to the wing rear spar, and repair.
This service information is reasonably available because the interested
parties have access to it through their normal course of business or by
the means identified in the ADDRESSES section of this NPRM.
FAA's Determination and Requirements of This Proposed AD
This product has been approved by the aviation authority of another
country, and is approved for operation in the United States. Pursuant
to our bilateral agreement with the State of Design Authority, we have
been notified of the unsafe condition described in the MCAI and service
information referenced above. We are proposing this AD because we
evaluated all pertinent information and determined an unsafe condition
exists and is likely to exist or develop on other products of the same
type design.
Changes to AD 99-16-01, Amendment 39-11236 (64 FR 40743, July 28, 1999)
This proposed AD would retain all the requirements of AD 99-16-01,
Amendment 39-11236 (64 FR 40743, July 28, 1999). Since AD 99-16-01 was
issued, the AD format has been revised, and certain paragraphs have
been rearranged. As a result, the corresponding paragraph identifiers
have been redesignated in this proposed AD, as listed in the following
table:
Revised Paragraph Identifiers
------------------------------------------------------------------------
Requirement in AD 99-16-01,
Amendment 39-11236 (64 FR 40743, Corresponding requirement in this
July 28, 1999) proposed AD
------------------------------------------------------------------------
paragraph (a) paragraph (g)(1)
paragraph (b) paragraph (g)(2)
paragraph (c) paragraph (g)(3)
paragraph (d) paragraph (g)(4)
paragraph (e) paragraph (g)(5)
paragraph (f) paragraph (g)(6)
------------------------------------------------------------------------
Certain notes that appeared in AD 99-16-01, Amendment 39-11236 (64
FR 40743, July 28, 1999), were either removed due to the revised AD
format or converted to regulatory text in this proposed AD.
Notes 1, 6, and 7 of AD 99-16-01 have been removed from
this proposed AD. Due to the revised AD format, certain information in
these notes is now included in the AD template.
The content of Note 2 of AD 99-16-01 is regulatory in
nature; therefore, we have included that information in paragraph
(k)(1) of this proposed AD.
The content of Note 3 of AD 99-16-01 has been redesignated
as Note 1 to paragraph (g) in this proposed AD.
The content of Note 4 of AD 99-16-01 is regulatory in
nature; therefore, we have included that information in paragraph
(g)(2)(ii) of this proposed AD.
The content of Note 5 of AD 99-16-01 is regulatory in
nature; therefore, we have included that information in paragraph
(k)(3) of this proposed AD.
Costs of Compliance
We estimate that this proposed AD affects 71 airplanes of U.S.
registry.
The actions required by AD 99-16-01, Amendment 39-11236 (64 FR
40743, July 28, 1999), and retained in this proposed AD, take about 226
work-hours per product, at an average labor rate of $85 per work-hour.
Required parts cost about $0 per product. Based on these figures, the
estimated cost of the actions that are required by AD 99-16-01 is
$19,210 per product, per inspection cycle.
We also estimate that it would take about 226 work-hours per
product to comply with the basic requirements of this proposed AD. The
average labor rate is $85 per work-hour. Based on these figures, we
estimate the cost of this proposed AD on U.S. operators to be
$1,363,910, or $19,210 per product.
We have received no definitive data that would enable us to provide
cost estimates for the on-condition actions specified in this proposed
AD.
[[Page 71753]]
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 determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would not
have a substantial direct effect on the States, on the relationship
between the national Government and the States, or on the distribution
of power and responsibilities among the various levels of government.
For the reasons discussed above, I certify this proposed
regulation:
1. Is not a ``significant regulatory action'' under Executive Order
12866;
2. Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979);
3. Will not affect intrastate aviation in Alaska; and
4. Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
We prepared a regulatory evaluation of the estimated costs to
comply with this proposed AD and placed it in the AD docket.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by removing Airworthiness Directive (AD)
99-16-01, Amendment 39-11236 (64 FR 40743, July 28, 1999), and adding
the following new AD:
Airbus: Docket No. FAA-2015-4813; Directorate Identifier 2013-NM-
161-AD.
(a) Comments Due Date
We must receive comments by January 4, 2016.
(b) Affected ADs
This AD replaces AD 99-16-01, Amendment 39-11236 (64 FR 40743,
July 28, 1999).
(c) Applicability
This AD applies to Airbus Model A300 B4-601, B4-603, B4-620, and
B4-622 airplanes; Model A300 B4-605R and B4-622R airplanes; Model
A300 F4-605R airplanes; and Model A300 C4-605R Variant F airplanes;
certificated in any category; all manufacturer serial numbers.
(d) Subject
Air Transport Association (ATA) of America Code 57, Wings.
(e) Reason
This AD was prompted by the results of a full-scale fatigue test
when cracking was found on the rear spar of the wing, and the
subsequent determination that the risk of such cracking is higher
than initially determined. We are issuing this AD to detect and
correct cracking of the rear spar of the wing, which could result in
reduced structural integrity of the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Retained Inspections and Corrective Actions
This paragraph restates the requirements of paragraphs (a), (b),
(c), (d), (e), and (f) of AD 99-16-01, Amendment 39-11236 (64 FR
40743, July 28, 1999), with revised service information and reduced
thresholds and repetitive intervals, for Airbus Model A300 B4-600,
B4-600R, and F4-600R series airplanes, and Model A300 C4-605R
Variant F airplanes; manufacturer serial numbers (MSNs) 252 through
553 inclusive; except those airplanes on which Airbus Modification
07601 has been accomplished prior to delivery.
(1) Perform a high frequency eddy current (HFEC) rototest
inspection to detect cracks in certain bolt holes where the main
landing gear (MLG) forward pick-up fitting and MLG rib 5 aft are
attached to the rear spar, in accordance with Airbus Service
Bulletin A300-57-6017, Revision 01, including Appendix 1, dated July
25, 1994; or Airbus Service Bulletin A300-57-6017, Revision 04,
including Appendix 1, dated February 24, 2011. As of the effective
date of this AD, only Airbus Service Bulletin A300-57-6017, Revision
04, including Appendix 1, dated February 24, 2011, may be used for
the actions required by this paragraph.
(i) For airplanes that have accumulated 17,300 total landings or
less as of November 9, 1995 (the effective date of AD 99-16-01,
Amendment 39-11236 (64 FR 40743, July 28, 1999)): Inspect prior to
the accumulation of 17,300 total landings, or within 1,500 landings
after November 9, 1995, whichever occurs later.
(ii) For airplanes that have accumulated 17,301 or more total
landings, but less than 19,300 total landings as of November 9, 1995
(the effective date of AD 99-16-01, Amendment 39-11236 (64 FR 40743,
July 28, 1999)): Inspect within 1,500 landings after November 9,
1995.
(iii) For airplanes that have accumulated 19,300 or more total
landings as of November 9, 1995 (the effective date of AD 99-16-01,
Amendment 39-11236 (64 FR 40743, July 28, 1999)): Inspect within 750
landings after November 9, 1995 (the effective date of AD 99-16-01,
Amendment 39-11236 (64 FR 40743, July 28, 1999)):
(2) If no crack is found during the inspection required by
paragraph (g)(1) of this AD, repeat that inspection thereafter at
the time specified in either paragraph (g)(2)(i) or (g)(2)(ii) of
this AD, as applicable.
(i) For airplanes on which Airbus Modification 07716 (as
specified in Airbus Service Bulletin A300-57-6020) has not been
accomplished, inspect at the time specified in paragraph
(g)(2)(i)(A) or (g)(2)(i)(B) of this AD, as applicable.
(A) For airplanes having MSNs 465 through 553 inclusive: Repeat
the inspection at intervals not to exceed 13,000 landings, until the
inspection required by paragraph (g)(4)(ii)(A)(1) of this AD has
been accomplished.
(B) For airplanes having MSN 252 through 464 inclusive: Repeat
the inspection at intervals not to exceed 8,400 landings, until the
inspection required by paragraph (g)(4)(ii)(A)(2) of this AD has
been accomplished.
(ii) For airplanes on which Airbus Modification 07716 has been
accomplished, inspect at the time specified in either paragraph
(g)(2)(ii)(A) or (g)(2)(ii)(B) of this AD, as applicable.
(A) For airplanes having MSNs 465 through 553 inclusive: Repeat
the inspection at intervals not to exceed 11,800 landings, until the
inspection required by paragraph (g)(4)(i)(B) of this AD has been
accomplished.
(B) For airplanes having MSNs 252 through 464 inclusive: Repeat
the inspection within 10,700 landings following the initial
inspection required by paragraph (g)(1) of this AD, and thereafter
at intervals not to exceed 7,500 landings, until the inspection
required by paragraph (g)(4)(ii)(B)(2) has been accomplished.
(3) If any crack is found during the inspection required by
either paragraph (g)(1) or (g)(2) of this AD, prior to further
flight,
[[Page 71754]]
accomplish the requirements of either paragraph (g)(3)(i) or
(g)(3)(ii) of this AD, as applicable.
(i) For airplanes on which Airbus Modification 07716 has not
been accomplished: Oversize the bolt hole by \1/32\ inch and repeat
the HFEC inspection required by paragraph (g)(1) of this AD, in
accordance with Airbus Service Bulletin 300-57-6017, Revision 01,
including Appendix 1, dated July 25, 1994. After accomplishing the
oversizing and HFEC inspection, repeat the inspection, as required
by paragraph (g)(2) of this AD, at the applicable schedule specified
in that paragraph, until the inspection required by paragraph
(g)(4)(ii)(B)(1) or (g)(4)(ii)(B)(2) of this AD has been
accomplished.
(A) If no cracking is detected, install the second oversize bolt
in accordance with Airbus Service Bulletin 300-57-6017, Revision 01,
including Appendix 1, dated July 25, 1994.
(B) If any cracking is detected, repair in accordance with a
method approved by the Manager, International Branch, ANM-116, FAA,
Transport Airplane Directorate.
(ii) For airplanes on which Airbus Modification 07716 has been
accomplished: Repair in accordance with a method approved by the
Manager, International Branch, ANM-116. After repair, repeat the
inspections as required by paragraph (g)(2) of this AD at the
applicable schedule specified in that paragraph, until the
inspection required by paragraph (g)(4)(ii)(B)(1) or
(g)(4)(ii)(B)(2) of this AD has been accomplished.
(4) Perform an ultrasonic inspection to detect cracks in certain
bolt holes where the MLG forward pick-up fitting and MLG rib 5 aft
are attached to the rear spar, in accordance with Airbus Service
Bulletin A300-57-6017, Revision 03, dated November 19, 1997; or
Revision 04, including Appendix 1, dated February 24, 2011; at the
time specified in paragraph (g)(4)(i) or (g)(4)(ii) of this AD, as
applicable. As of the effective date of this AD, only Airbus Service
Bulletin A300-57-6017, Revision 04, including Appendix 1, dated
February 24, 2011, may be used for the actions in this paragraph.
(i) For airplanes not inspected prior to September 1, 1999 (the
effective date of AD 99-16-01, Amendment 39-11236 (64 FR 40743, July
28, 1999)), as specified in Airbus Service Bulletin A300-57-6017,
dated November 22, 1993; or Revision 01, including Appendix 1, dated
July 25, 1994: Inspect at the time specified in paragraph
(g)(4)(i)(A), (g)(4)(i)(B), or (g)(4)(i)(C) of this AD, as
applicable. Accomplishment of this inspection terminates the
requirements of paragraph (g)(1) of this AD.
(A) For airplanes that have accumulated 17,300 total landings or
fewer as of the effective date of this AD: Inspect prior to the
accumulation of 17,300 total landings, or within 1,500 landings
after September 1, 1999 (the effective date of AD 99-16-01,
Amendment 39-11236 (64 FR 40743, July 28, 1999)), whichever occurs
later.
(B) For airplanes that have accumulated 17,301 total landings or
more but fewer than 19,300 total landings as of September 1, 1999
(the effective date of AD 99-16-01, Amendment 39-11236 (64 FR 40743,
July 28, 1999)): Inspect within 1,500 landings after September 1,
1999 (the effective date of AD 99-16-01).
(C) For airplanes that have accumulated 19,300 total landings or
more as of September 1, 1999 (the effective date of AD 99-16-01,
Amendment 39-11236 (64 FR 40743, July 28, 1999)): Inspect within 750
landings after September 1, 1999 (the effective date of AD 99-16-
01).
(ii) For airplanes on which an HFEC inspection was performed
prior to September 1, 1999 (the effective date of AD 99-16-01,
Amendment 39-11236 (64 FR 40743, July 28, 1999)), in accordance with
the requirements of paragraph (g)(1) of this AD, or in accordance
with Airbus Service Bulletin A300-57-6017, dated November 22, 1993:
Inspect at the time specified in paragraph (g)(4)(ii)(A) or
(g)(4)(ii)(B) of this AD, as applicable.
(A) If no cracking was detected during any HFEC inspection
accomplished prior to September 1, 1999 (the effective date of AD
99-16-01, Amendment 39-11236 (64 FR 40743, July 28, 1999)), and if
Airbus Modification 07716 has not been accomplished: Inspect at the
time specified in paragraph (g)(4)(ii)(A)(1) or (g)(4)(ii)(A)(2) of
this AD, as applicable.
(1) For airplanes having MSNs 465 through 553 inclusive: Inspect
within 13,000 landings after the most recent HFEC inspection, and
thereafter at intervals not to exceed 8,900 landings. Accomplishment
of this inspection constitutes terminating action for the repetitive
inspection requirement of paragraph (g)(2)(i)(A) of this AD.
(2) For airplanes having MSNs 252 through 464 inclusive: Inspect
within 8,400 landings after the most recent HFEC inspection, and
thereafter at intervals not to exceed 5,500 landings. Accomplishment
of this inspection constitutes terminating action for the repetitive
inspection requirement of paragraph (g)(2)(i)(B) of this AD.
(B) If any cracking was detected during any HFEC inspection
performed prior to the effective date of this AD, regardless of the
method of repair, or if Airbus Modification 07716 has been
accomplished: Inspect at the time specified in paragraph
(g)(4)(ii)(B)(1) or (g)(4)(ii)(B)(2) of this AD, as applicable.
(1) For airplanes having MSNs 465 through 553 inclusive: Inspect
within 11,800 landings after the most recent HFEC inspection, and
thereafter at intervals not to exceed 8,200 landings. Accomplishment
of this inspection constitutes terminating action for the repetitive
inspection requirement of paragraph (g)(3)(i) or (g)(3)(ii) of this
AD, as applicable.
(2) For airplanes having MSNs 252 through 464 inclusive: Inspect
within 10,700 landings after the initial inspection in accordance
with paragraph (g)(1) of this AD, or within 7,500 landings after the
most recent HFEC inspection, whichever occurs later, and thereafter
at intervals not to exceed 4,900 landings. Accomplishment of this
inspection constitutes terminating action for the repetitive
inspection requirement of paragraph (g)(3)(i) or (g)(3)(ii) of this
AD, as applicable.
(5) If no cracking is detected during the ultrasonic inspection
required by paragraph (g)(4)(i) of this AD, repeat that inspection
thereafter at the time specified in paragraph (g)(5)(i) or
(g)(5)(ii) of this AD, as applicable, until the initial ultrasonic
inspection required by paragraph (h) of this AD is done.
(i) For airplanes having MSNs 465 through 553 inclusive: Repeat
the inspection at intervals not to exceed 8,900 landings.
(ii) For airplanes having MSNs 232 through 464 inclusive: Repeat
the inspection at intervals not to exceed 5,500 landings.
(6) If any cracking is detected during any inspection performed
in accordance with the requirements of paragraph (g)(4) or (g)(5) of
this AD: Prior to further flight, repair in accordance with a method
approved by the Manager, International Branch, ANM-116; or the
Direction G[eacute]n[eacute]rale de l'Aviation Civile (or its
delegated agent); or the European Aviation Safety Agency (EASA); or
Airbus's EASA Design Organization Approval (DOA).
Note 1 to paragraph (g) of this AD: Airbus Service Bulletin
A300-57-6017, Revision 01, including Appendix 1, dated July 25,
1994; and Airbus Service Bulletin A300-57-6017, Revision 04,
including Appendix 1, dated February 24, 2011; also reference Airbus
Service Bulletin A300-57-6020, dated November 22, 1993, as an
additional source of service information for installation of
oversize studs in the bolt holes.
(h) New Repetitive Inspections
At the applicable times specified in paragraph 1.B.(5),
``Accomplishment Timescale,'' of Airbus Service Bulletin A300-57-
6017, Revision 04, including Appendix 1, dated February 24, 2011: Do
ultrasonic inspections to detect cracks in the MLG attachment
fitting holes on the wing rear spar, in accordance with the
Accomplishment Instructions of Airbus Service Bulletin A300-57-6017,
Revision 04, including Appendix 1, dated February 24, 2011. Repeat
the inspections thereafter at the applicable intervals specified in
paragraph 1.B.(5), ``Accomplishment Timescale,'' of Airbus Service
Bulletin A300-57-6017, Revision 04, including Appendix 1, dated
February 24, 2011. For airplanes modified as specified in Airbus
Service Bulletin A300-57-6073, the initial inspection threshold is
counted from the completion date of the modification. Clarification
of compliance time terminology used in table 1, ``Structural
Inspection Program,'' of Airbus Service Bulletin A300-57-6017,
Revision 04, including Appendix 1, dated February 24, 2011, is
provided in paragraphs (h)(1) through (h)(4) of this AD.
Accomplishment of the initial inspection terminates the repetitive
inspections required by paragraph (g)(5) of this AD.
(1) For pre-Airbus Modification 07716 or pre-Airbus Modification
11440 airplanes:
(i) The term ``flight cycles'' in the ``Inspection Threshold''
column is total flight cycles accumulated by the airplane.
(ii) The term ``flight hours'' in the ``Inspection Threshold''
column is total flight hours accumulated by the airplane.
(2) For post-Airbus Modification 07716 airplanes:
(i) The term ``flight cycles'' in the ``Inspection Threshold''
column is total flight cycles accumulated by the airplane.
[[Page 71755]]
(ii) The term ``flight hours'' in the ``Inspection Threshold''
column is total flight hours accumulated by the airplane.
(3) For post-Airbus Modification 11440 (Airbus Service Bulletin
A300-57-6073) airplanes:
(i) The term ``flight cycles'' in the ``Inspection Threshold''
column is flight cycles accumulated by the airplane after the
modification was done.
(ii) The term ``flight hours'' in the ``Inspection Threshold''
column is flight hours accumulated by the airplane after the
modification was done.
(4) For post-Airbus Modification 07601 airplanes:
(i) The term ``flight cycles'' in the ``Inspection Threshold''
column is total flight cycles accumulated by the airplane.
(ii) The term ``flight hours'' in the ``Inspection Threshold''
column is total flight hours accumulated by the airplane.
(i) Repairs
If any crack is found during any inspection required by
paragraph (h) of this AD: Before further flight, repair using a
method approved by the Manager, International Branch, ANM-116,
Transport Airplane Directorate, FAA; or the European Aviation Safety
Agency (EASA); or Airbus's EASA Design Organization Approval (DOA).
(j) Repair Not Terminating Action
Accomplishment of any repair as required by paragraph (i) of
this AD is not terminating action for the repetitive inspections
required by paragraph (g) or (h) of this AD.
(k) Credit for Previous Actions
This paragraph provides credit for actions required by
paragraphs (g) and (h) of this AD, if those actions were performed
before the effective date of this AD using any of the following
service information:
(1) Airbus Service Bulletin A300-57-6017, dated November 22,
1993, which is not incorporated by reference in this AD.
(2) Airbus Service Bulletin A300-57-6017, Revision 01, including
Appendix 1, dated July 25, 1994, which was incorporated by reference
in AD 95-20-02, Amendment 39-9380 (60 FR 52618, October 10, 1995).
(3) Airbus Service Bulletin A300-57-6017, Revision 02, dated
January 14, 1997, including Appendix 1, dated July 25, 1994, which
is not incorporated by reference in this AD.
(4) Airbus Service Bulletin A300-57-6017, Revision 03, dated
November 19, 1997, including Appendix 1, which was incorporated by
reference in AD 99-16-01, Amendment 39-11236 (64 FR 40743, July 28,
1999).
(l) Other FAA AD Provisions
The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager,
International Branch, ANM-116, Transport Airplane Directorate, FAA,
has the authority to approve AMOCs for this AD, if requested using
the procedures found in 14 CFR 39.19. In accordance with 14 CFR
39.19, send your request to your principal inspector or local Flight
Standards District Office, as appropriate. If sending information
directly to the International Branch, send it to ATTN: Dan Rodina,
Aerospace Engineer, International Branch, ANM-116, Transport
Airplane Directorate, FAA, 1601 Lind Avenue SW., Renton, WA 98057-
3356; telephone: 425-227-2125; fax: 425-227-1149. Information may be
emailed to: 9-ANM-116-AMOC-REQUESTS@faa.gov.
(i) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office. The AMOC approval letter must specifically
reference this AD.
(ii) AMOCs approved previously for AD 99-16-01, Amendment 39-
11236 (64 FR 40743, July 28, 1999), are approved as AMOCs for the
corresponding provisions of this AD.
(2) Contacting the Manufacturer: As of the effective date of
this AD, for any requirement in this AD to obtain corrective actions
from a manufacturer, the action must be accomplished using a method
approved by the Manager, International Branch, ANM-116, Transport
Airplane Directorate, FAA; or EASA; or Airbus's EASA DOA. If
approved by the DOA, the approval must include the DOA-authorized
signature.
(m) Related Information
(1) Refer to Mandatory Continuing Airworthiness Information
(MCAI) EASA Airworthiness Directive 2013-0180, dated August 9, 2013,
for related information. This MCAI may be found in the AD docket on
the Internet at https://www.regulations.gov searching for and
locating Docket No. FAA-2015-4813.
(2) For service information identified in this AD, contact
Airbus SAS, Airworthiness Office--EAW, 1 Rond Point Maurice
Bellonte, 31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96;
fax +33 5 61 93 44 51; email account.airworth-eas@airbus.com;
Internet https://www.airbus.com. You may view this service
information at the FAA, Transport Airplane Directorate, 1601 Lind
Avenue SW., Renton, WA. For information on the availability of this
material at the FAA, call 425-227-1221.
Issued in Renton, Washington, on November 4, 2015.
Dionne Palermo,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2015-28892 Filed 11-16-15; 8:45 am]
BILLING CODE 4910-13-P
