Airworthiness Directives; Airbus Airplanes, 3045-3051 [2016-00634]
Download as PDF
<![CDATA[
Federal Register / Vol. 81, No. 12 / Wednesday, January 20, 2016 / Proposed Rules
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Modification of Main Fuel Tank Wiring
Within 24 months after the effective date
of this AD, install fuses in the wiring of the
solenoid of the level control pilot valve, the
reed switch of the main tank overflow valve,
the level float switch of the collector tank,
and the solenoid of the main tank fueling
shut-off valve, as applicable, in accordance
with the Accomplishment Instructions of
Fokker Services Proforma Service Bulletin
SBF28–28–056, dated January 9, 2014,
including Appendix SBF28–28–056/APP01,
dated July 15, 2014.
tkelley on DSK3SPTVN1PROD with PROPOSALS
(h) Concurrent Requirements
Prior to or concurrently with
accomplishing the requirements of paragraph
(g) of this AD, do the actions specified in
paragraphs (h)(1) and (h)(2) of this AD.
(1) Install fuses packed in jiffy junctions
(i.e., crimped wire in-line junction device(s)),
in accordance with the Accomplishment
Instructions of Fokker Service Bulletin
SBF28–28–049, Revision 2, dated November
3, 2014, including Fokker Drawing W57273,
Sheet 002, Issue C, undated, Fokker Drawing
W58048, Sheet 1, undated, and Fokker
Manual Change Notification MCNM–F28–
035, Rev 1, dated January 9, 2014.
Accomplishment of the actions in this
paragraph terminates the requirement of
paragraph (g) of AD 2011–17–03,
Amendment 39–16767 (76 FR 50115, August
12, 2011).
Note 1 to paragraph (h)(1) of this AD:
Accomplishment of this action is required by
AD 2011–17–03, Amendment 39–16767 (76
FR 50115, August 12, 2011).
(2) Rework the wiring and install fuses
packed in jiffy junctions in the power supply
wire of the solenoid in the left and right level
control pilot valve, in accordance with the
Accomplishment Instructions of Fokker
Service Bulletin SBF28–28–051, Revision 2,
dated November 3, 2014, including Drawing
W57231, Sheets 010 and 011, Issue K,
undated; Drawing W58048, Sheet 2, dated
April 29, 2010; and Manual Change
Notification—Maintenance Document
MCNM–F28–034, Rev 1, dated January 9,
2014. Accomplishment of the actions in this
paragraph terminates the requirement of
paragraph (g) of AD 2011–21–01,
Amendment 39–16824 (76 FR 63156, October
12, 2011), for the actions specified in the
Accomplishment Instructions of Fokker
Service Bulletin SBF28–28–051, Revision 2,
dated November 3, 2014, including Drawing
W57231, Sheets 010 and 011, Issue K,
undated; Drawing W58048, Sheet 2, dated
April 29, 2010; and Manual Change
Notification—Maintenance Document
MCNM–F28–034, Rev 1, dated January 9,
2014, only.
Note 2 to paragraph (h)(2) of this AD:
Accomplishment of this action is required by
AD 2011–21–01, Amendment 39–16824 (76
FR 63156, October 12, 2011).
VerDate Sep<11>2014
16:49 Jan 19, 2016
Jkt 238001
(i) Revision of Maintenance or Inspection
Program
Before further flight after completing the
installation specified in paragraph (g) of this
AD, or within 30 days after the effective date
of this AD, whichever occurs later: Revise the
airplane maintenance or inspection program,
as applicable, by incorporating the critical
design configuration control limitations
(CDCCLs) specified in paragraph 1.L.(1)(c) of
Fokker Services Proforma Service Bulletin
SBF28–28–056, dated January 9, 2014,
including Appendix SBF28–28–056/APP01,
dated July 15, 2014.
(j) No Alternative CDCCLs
After accomplishing the revision required
by paragraph (i) of this AD, no alternative
CDCCLs may be used unless the CDCCLs are
approved as an alternative method of
compliance (AMOC) in accordance with the
procedures specified in paragraph (k)(1) of
this AD.
(k) Other FAA AD Provisions
The following provisions also apply to this
AD:
(1) Alternative Methods of Compliance:
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: Tom Rodriguez, Aerospace
Engineer, International Branch, ANM–116,
Transport Airplane Directorate, FAA, 1601
Lind Avenue SW., Renton, WA 98057–3356;
telephone 425–227–1137; fax 425–227–1149.
Information may be emailed to: 9-ANM-116AMOC-REQUESTS@faa.gov. 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, International Branch, ANM–
116, Transport Airplane Directorate, FAA; or
the European Aviation Safety Agency
(EASA); or Fokker B.V. Service’s EASA
Design Organization Approval (DOA). If
approved by the DOA, the approval must
include the DOA-authorized signature.
(l) Related Information
(1) Refer to Mandatory Continuing
Airworthiness Information (MCAI) European
Aviation Safety Agency Airworthiness
Directive 2014–0107, dated May 7, 2014, 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–2015–8472.
(2) For service information identified in
this AD, contact Fokker Services B.V.,
Technical Services Dept., P.O. Box 1357,
2130 EL Hoofddorp, the Netherlands;
telephone +31 (0)88–6280–350; fax +31
PO 00000
Frm 00013
Fmt 4702
Sfmt 4702
3045
(0)88–6280–111; email technicalservices@
fokker.com; Internet https://
www.myfokkerfleet.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 January
6, 2016.
Victor Wicklund,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2016–00700 Filed 1–19–16; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2015–8470; Directorate
Identifier 2013–NM–199–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) 95–21–09,
for all Airbus Model A300 series
airplanes, and 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
95–21–09 currently requires repetitive
inspections for cracking of the No. 2 flap
beams, and replacement of the flap
beams, if necessary; and provides
optional modifications for extending
certain inspection thresholds, and an
optional terminating modification for
certain inspections. Since we issued AD
95–21–09, we have determined that the
compliance times must be reduced. This
proposed AD would reduce the
compliance times for inspections and
also reduce the number of airplanes
affected. We are proposing this AD to
detect and correct cracking of the No. 2
flap beams, which could result in
rupture of the flap beams and reduced
structural integrity of the airplane.
DATES: We must receive comments on
this proposed AD by March 7, 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.
SUMMARY:
E:\FR\FM\20JAP1.SGM
20JAP1
3046
Federal Register / Vol. 81, No. 12 / Wednesday, January 20, 2016 / Proposed Rules
• 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–
8470; 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:
tkelley on DSK3SPTVN1PROD with PROPOSALS
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–2015–8470; Directorate Identifier
2013–NM–199–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.
VerDate Sep<11>2014
16:49 Jan 19, 2016
Jkt 238001
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.
France AD 1986–187–076(B)R4, which is
superseded, and requires those inspections to
be accomplished at reduced thresholds and
intervals.
This [EASA] AD has been revised to
correct typographical errors in some
compliance times defined in Appendix 1,
Tables 1 and 2.
Discussion
The MCAI also reduces the number of
airplanes identified in the applicability
by exempting certain Model A300–600
airplanes on which certain Airbus
modifications have been embodied. 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–
8470.
On October 3, 1995, we issued AD
95–21–09, Amendment 39–9395 (60 FR
53847, October 18, 1995). AD 95–21–09
requires actions intended to address an
unsafe condition on Airbus Model A300
and A300–600 series airplanes.
Since we issued AD 95–21–09,
Amendment 39–9395 (60 FR 53847,
October 18, 1995), we have received a
report that analyses showed a need for
reduced compliance times.
The European Aviation Safety Agency
(EASA), which is the Technical Agent
for the Member States of the European
Union, has issued EASA AD 2013–
0234R2, dated October 7, 2013 (referred
to after this as the Mandatory
Continuing Airworthiness Information,
or ‘‘the MCAI’’), to correct an unsafe
condition for certain Airbus Model
A300 and A300–600 series airplanes.
The MCAI states:
Fatigue and ‘‘fail safe’’ tests developed on
a test specimen confirmed that cracks may
appear and propagate from the bolt holes of
the base member and the side members of
flap beam No. 2.
The development of such cracks, if not
detected, could result in a rupture of flap
beams No. 2, which could adversely affect
the structural integrity of the airframe.
To address this potential unsafe condition,
Airbus issued Service Bulletin (SB) A300–
57–0116 and SB A300–57–6005 and DGAC
France issued AD 1986–187–076(B)
[available at https://ad.easa.europa.eu/blob/
1986-187-076%28B%29R4en.pdf/AD_F1986-187-076R4_1], later revised, to require a
repetitive inspection programme [and
corrective action] for A300 and A300–600
aeroplanes. [French AD 86–187–076(B)R3,
dated March 2, 1994, corresponds to FAA AD
95–21–09, Amendment 39–9395 (60 FR
53847, October 18, 1995), which superseded
FAA AD 85–07–04, Amendment 39–5027 (49
FR 45755, April 2, 1985).]
For A300 aeroplanes, and in the frame of
the Extended Service Goal (ESG) exercise, it
was shown that design changes (Airbus Mod.
4740/Airbus SB A300–57–0128 or Airbus
Mod. 5815/Airbus SB A300–57–0141) were
not sufficient to enable full ESG life without
inspections.
For A300–600 aeroplanes, since DGAC
France AD 1986–187–076(B) was issued, a
fleet survey and updated Fatigue and Damage
Tolerance analyses have been performed in
order to substantiate the second A300–600
ESG2 exercise. Airbus SB A300–57–6005 has
been revised accordingly to decrease the
inspection thresholds and intervals.
For the reasons described above, this
[EASA] AD retains the requirements of DGAC
PO 00000
Frm 00014
Fmt 4702
Sfmt 4702
Related Service Information Under 1
CFR Part 51
Airbus has issued Service Bulletins
A300–57–0116, Revision 07, dated
September 19, 2011; and A300–57–
6005, Revision 06, dated November 14,
2013. This service information describes
procedures for ultrasonic inspections of
the number 2 flap beam base and side
members. The actions described in this
service information are intended to
correct the unsafe condition identified
in the MCAI. 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.
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.
Differences Between This Proposed AD
and the MCAI or Service Information
Although the MCAI or service
information allows further flight after
cracks are found during compliance
with the required action, paragraph (m)
of this proposed AD requires that you
replace the flap beam before further
flight.
Explanation of ‘‘RC’’ Procedures and
Tests in Service Information
The FAA worked in conjunction with
industry, under the Airworthiness
E:\FR\FM\20JAP1.SGM
20JAP1
Federal Register / Vol. 81, No. 12 / Wednesday, January 20, 2016 / Proposed Rules
tkelley on DSK3SPTVN1PROD with PROPOSALS
Directive Implementation Aviation
Rulemaking Committee (ARC), to
enhance the AD system. One
enhancement was a new process for
annotating which procedures and tests
in the service information are required
for compliance with an AD.
Differentiating these procedures and
tests from other tasks in the service
information is expected to improve an
owner’s/operator’s understanding of
crucial AD requirements and help
provide consistent judgment in AD
compliance. The procedures and tests
identified as Required for Compliance
(RC) in any service information have a
direct effect on detecting, preventing,
resolving, or eliminating an identified
unsafe condition.
As specified in a NOTE under the
Accomplishment Instructions of the
specified service information,
procedures and tests that are identified
as RC in any service information must
be done to comply with the proposed
AD. However, procedures and tests that
are not identified as RC are
recommended. Those procedures and
tests that are not identified as RC may
be deviated from using accepted
methods in accordance with the
operator’s maintenance or inspection
program without obtaining approval of
an alternative method of compliance
(AMOC), provided the procedures and
tests identified as RC can be done and
the airplane can be put back in an
airworthy condition. Any substitutions
or changes to procedures or tests
identified as RC will require approval of
an AMOC.
Costs of Compliance
We estimate that this proposed AD
affects 49 airplanes of U.S. registry.
The actions that are required by AD
95–21–09, Amendment 39–9395 (60 FR
53847, October 18, 1995), and retained
in this proposed AD take about 6 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 were required by AD
95–21–09 is $510 per product, per
inspection cycle.
We also estimate that it would take
about 6 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 $24,990 per inspection cycle, or $510
per product, per inspection cycle.
We have received no definitive data
that would enable us to provide cost
estimates for the on-condition actions
specified in this proposed AD.
VerDate Sep<11>2014
16:49 Jan 19, 2016
Jkt 238001
Authority for This Rulemaking
§ 39.13
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.
3047
■
Regulatory Findings
We determined that this proposed AD
would not have federalism implications
under Executive Order 13132. This
proposed AD would not have a
substantial direct effect on the States, on
the relationship between the national
Government and the States, or on the
distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify this proposed regulation:
1. Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
2. Is not a ‘‘significant rule’’ under the
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979);
3. Will not affect intrastate aviation in
Alaska; and
4. Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 14 CFR part
39 as follows:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
PO 00000
Frm 00015
Fmt 4702
Sfmt 4702
[Amended]
2. The FAA amends § 39.13 by
removing Airworthiness Directive (AD)
95–21–09, Amendment 39–9395 (60 FR
53847, October 18, 1995), and adding
the following new AD:
Airbus: Docket No. FAA–2015–8470;
Directorate Identifier 2013–NM–199–AD.
(a) Comments Due Date
We must receive comments by March 7,
2016.
(b) Affected ADs
This AD replaces AD 95–21–09,
Amendment 39–9395 (60 FR 53847, October
18, 1995).
(c) Applicability
This AD applies to the Airbus airplanes
identified in paragraphs (c)(1) through (c)(5)
of this AD, certificated in any category.
(1) Model Airbus Model A300 B2–1A, B2–
1C, B2K–3C, B2–203, B4–2C, B4–103, and
B4–203 airplanes, all manufacturer serial
numbers (MSNs).
(2) Airbus Model A300 B4–601, B4–603,
B4–620, B4–622, B4–605R, and B4–622R
airplanes, all MSNs.
(3) Airbus Model A300 F4–605R, all MSNs,
except those airplanes on which both Airbus
Modifications 11133 and 12699 have been
embodied.
(4) Airbus Model A300 F4–622R airplanes,
all MSNs, except those airplanes on which
all Airbus Modifications 11133, 12047,
12048, and 12050 have been embodied, and
except those airplanes on which both Airbus
Modifications 11133 and 12699 have been
embodied.
(5) Airbus Model A300 C4–605R Variant F
airplanes, all MSNs.
(d) Subject
Air Transport Association (ATA) of
America Code 57, Wings.
(e) Reason
This AD was prompted by a determination
that the compliance times must be reduced.
We are issuing this AD to detect and correct
cracking of the No. 2 flap beams, which
could result in rupture of the flap beams and
reduced structural integrity of the airplane.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Retained Inspection and Corrective
Actions for Model A300 Series Airplanes,
With Note 3 of AD 95–21–09, Amendment
39–9395 (60 FR 53847, October 18, 1995),
Incorporated and Additional Terminating
Provisions
This paragraph restates the requirements of
paragraph (a) of AD 95–21–09, Amendment
39–9395 (60 FR 53847, October 18, 1995),
with Note 3 of AD 95–21–09 incorporated
and additional terminating provisions. For
Model A300 series airplanes: Prior to the
accumulation of 15,000 total landings, or
within the next 120 days after May 9, 1985
(the effective date of AD 85–07–04,
Amendment 39–5027 (49 FR 45755, April 2,
E:\FR\FM\20JAP1.SGM
20JAP1
3048
Federal Register / Vol. 81, No. 12 / Wednesday, January 20, 2016 / Proposed Rules
tkelley on DSK3SPTVN1PROD with PROPOSALS
1985)), whichever occurs later, inspect for
cracking of the base steel member and light
alloy side members of the No. 2 flap beams,
left hand and right hand, in accordance with
the Accomplishment Instructions of Airbus
Service Bulletin A300–57–116, Revision 6,
dated July 16, 1993. Accomplishing the
requirements of paragraph (h) or (l) of this
AD terminates the requirements of this
paragraph. Measurement of crack length is
performed by measurement of the probe
displacement (perpendicular to symmetry
plane of beam) between defect indication
appearance and its complete disappearance.
The bolt hole indication should not be
interpreted as an indication of a defect. These
two indications appear very close together
because the defects originate from the bolt
holes.
(1) If no cracking is detected: Except as
provided by paragraph (i) of this AD, repeat
the inspection at intervals not to exceed
1,700 landings until the requirements of
paragraph (h) or (l) of this AD are
accomplished.
(2) If any crack is detected that is less than
or equal to 4 mm: Repeat the inspection at
intervals not to exceed 250 landings, until
the requirements of paragraph (h) or (l) of
this AD are accomplished.
(3) If any crack is detected that exceeds 4
mm: Prior to further flight, replace the flap
beam in accordance with the
Accomplishment Instructions of Airbus
Service Bulletin A300–57–116, Revision 6,
dated July 16, 1993, and prior to the
accumulation of 15,000 flight cycles on the
replaced flap beam, perform the ultrasonic
inspection as required by paragraph (h) or (l)
of this AD.
(h) Retained Ultrasonic Inspection and
Corrective Action for Model A300 Series
Airplanes, With Additional Terminating
Provisions
This paragraph restates the requirements of
paragraph (b) of AD 95–21–09, Amendment
39–9395 (60 FR 53847, October 18, 1995),
with additional terminating provisions. For
Model A300 series airplanes: Prior to the
accumulation of 15,000 total landings, or
within the next 1,000 landings after
November 17, 1995 (the effective date of AD
95–21–09), whichever occurs later, perform
an ultrasonic inspection to detect cracking of
the No. 2 flap beams, in accordance with
Airbus Service Bulletin A300–57–116,
Revision 6, dated July 16, 1993.
Accomplishment of this inspection
terminates the inspections required by
paragraph (g) of this AD. Accomplishment of
the requirements of paragraph (l) of this AD
terminates the requirements of this
paragraph.
(1) If no cracking is detected: Except as
provided by paragraph (i) of this AD, repeat
the ultrasonic inspections thereafter at
intervals not to exceed 1,700 landings.
(2) If any crack is detected beyond the bolt
hole, and that crack is less than or equal to
4 mm in length: Repeat the ultrasonic
inspections thereafter at intervals not to
exceed 250 landings.
(3) If any crack is detected beyond the bolt
hole and that crack is greater than 4 mm in
length: Prior to further flight, replace the flap
VerDate Sep<11>2014
16:49 Jan 19, 2016
Jkt 238001
beam in accordance with Airbus Service
Bulletin A300–57–116, Revision 6, dated July
16, 1993, and prior to the accumulation of
15,000 flight cycles on the replaced flap
beam, perform the ultrasonic inspection as
required by this paragraph.
(i) Retained Modification of the No. 2 Track
Beam for Model A300 Series Airplanes, With
Changes to Compliance Extension
This paragraph restates the provisions of
paragraph (c) of AD 95–21–09, Amendment
39–9395 (60 FR 53847, October 18, 1995),
with changes to compliance extension. For
Model A300 series airplanes: After
accomplishing the initial inspection required
by paragraph (h) of this AD, accomplishment
of either paragraph (i)(1) or (i)(2) of this AD
before the effective date of this AD extends
the fatigue life of the No. 2 flap track beam
as specified in those paragraphs, provided
that no cracking is detected during any
inspection required by paragraph (g) or (h) of
this AD.
(1) Removal of any damage and the
installation of larger diameter bolts on the
No. 2 flap track beam (Modification No.
4740), in accordance with Airbus Service
Bulletin A300–57–128, Revision 3, dated
January 26, 1990, extends the interval for the
first repetitive inspection required by
paragraph (h) of this AD from 1,700 landings
to 12,000 landings, provided that
Modification No. 4740 is accomplished prior
to the accumulation of 16,700 total landings
on the flap beams. Following
accomplishment of the first repetitive
inspection, subsequent repetitive inspections
shall be performed at intervals not to exceed
1,700 landings. Or
(2) Cold working of the bolt holes and the
installation of larger diameter bolts on the
No. 2 flap track beam (Modification No.
5815), in accordance with Airbus Service
Bulletin A300–57–141, Revision 7, dated July
16, 1993, extends the interval for the first
repetitive inspection required by paragraph
(h) of this AD from 1,700 landings to the
interval specified in paragraph (i)(2)(i) or
(i)(2)(ii) of this AD.
(i) If interference fit bolts that are 15/32inch in diameter are fitted, the interval for
the first repetitive inspection required by
paragraph (h) of this AD is extended to
22,000 landings, provided that Modification
5815 is accomplished prior to the
accumulation of 16,700 total landings on the
flap beam. Following accomplishment of the
first repetitive inspection required by
paragraph (h) of this AD, subsequent
repetitive inspections shall be performed at
intervals not to exceed 1,700 landings. Or
(ii) If interference fit bolts that are 7/16- or
3/8-inch in diameter are fitted, the interval
for the first repetitive inspection required by
paragraph (h) of this AD is extended to
33,000 landings, provided that Modification
5815 is accomplished prior to the
accumulation of 16,700 total landings on the
flap beam. Following accomplishment of the
first repetitive inspection required by
paragraph (h) of this AD, subsequent
repetitive inspections shall be performed at
intervals not to exceed 1,700 landings.
PO 00000
Frm 00016
Fmt 4702
Sfmt 4702
(j) Retained Ultrasonic Inspection and
Corrective Actions for Model A300–600
Series Airplanes, With Terminating
Provisions
This paragraph restates the requirements of
paragraph (d) of AD 95–21–09, Amendment
39–9395 (60 FR 53847, October 18, 1995),
with terminating provisions. For Model
A300–600 series airplanes: Prior to the
accumulation of 15,000 total landings, or
within the next 1,000 landings after
November 17, 1995 (the effective date of AD
95–21–09), whichever occurs later, perform
an ultrasonic inspection to detect cracking of
the No. 2 flap track beams, in accordance
with Airbus Service Bulletin A300–57–6005,
Revision 2, dated December 16, 1993.
Accomplishing the actions required by
paragraph (l) of this AD terminates the
requirements of this paragraph.
(1) If no cracking is detected, repeat the
ultrasonic inspections thereafter at intervals
not to exceed 1,700 landings.
(2) If any crack is detected beyond the bolt
hole and that crack is less than or equal to
4 mm in length: Repeat the ultrasonic
inspections thereafter at intervals not to
exceed 250 landings.
(3) If any crack is detected beyond the bolt
hole and that crack is greater than 4 mm in
length: Prior to further flight, replace the flap
beam in accordance with Airbus Service
Bulletin A300–57–6005, Revision 2, dated
December 16, 1993, and prior to the
accumulation of 15,000 landings on the
replaced flap beam, perform the ultrasonic
inspection required by paragraph (j) of this
AD.
(k) Retained Optional Action With Note 5 of
AD 95–21–09 Amendment 39–9395 (60 FR
53847, October 18, 1995), Incorporated and
Changes to Terminating Action
This paragraph restates the provisions of
paragraph (e) of AD 95–21–09, Amendment
39–9395 (60 FR 53847, October 18, 1995),
with Note 5 of AD 95–21–09 incorporated
and changes to terminating action. For Model
A300–600 series airplanes: Installation of
oversized transition fit bolts in cold-worked
holes, in accordance with Airbus Service
Bulletin A300–57–6006 (Modification 5815),
Revision 4, dated July 25, 1994, constitutes
terminating action for the repetitive
inspection requirements of paragraph (j) of
this AD, provided that no cracking is
detected during any inspection required by
paragraph (j) of this AD, and provided that
the installation is accomplished prior to the
accumulation of 15,000 total landings and
before the effective date of this AD. If any
bolt requires oversizing above 7/16-inch
diameter during accomplishment of this
installation, prior to further flight, repair
using a method approved by the Manager,
Standardization Branch, ANM–113, FAA,
Transport Airplane Directorate, or by the
Manager, International Branch, ANM–116,
Transport Airplane Directorate, FAA. As of
the effective date of this AD, any new repair
approval must be done using a method
approved by the Manager, International
Branch, ANM–116, Transport Airplane
Directorate, FAA. If Airbus Service Bulletin
A300–57–6005, Revision 2, dated December
16, 1993, is accomplished concurrently with
E:\FR\FM\20JAP1.SGM
20JAP1
Federal Register / Vol. 81, No. 12 / Wednesday, January 20, 2016 / Proposed Rules
Airbus Service Bulletin A300–57–6006,
Revision 3, dated December 16, 1993
(Modification 5815), the ultrasonic
inspection for cracking required by paragraph
(j) of this AD need not be performed since the
eddy current inspection detailed for
Modification 5815 is more comprehensive.
(l) New Requirement of This AD: Initial and
Repetitive Ultrasonic Inspections
At the applicable time specified in
paragraph (l)(1) or (l)(2) of this AD and,
thereafter at intervals not to exceed those
defined in table 3 to paragraph (l) of this AD,
as applicable, accomplish an ultrasonic
inspection for cracking of the steel base
member and the aluminum side members’
flap beam on the left-hand (LH) and righthand (RH) sides in accordance with the
Accomplishment Instructions of Airbus
Service Bulletin A300–57–0116, Revision 07,
dated September 19, 2011, including
Appendixes A and B, undated; or Airbus
Service Bulletin A300–57–6005, Revision 06,
dated November 14, 2013; as applicable. For
the purposes of this AD, average flight time
(AFT) is considered to be the number of
flight hours per flight cycle. Doing the
actions required by this paragraph terminates
the requirements of paragraphs (g) through
(k) of this AD.
(1) For Model A300 B2–1A, B2–1C, B2K–
3C, B2–203, B4–2C, B4–103, and B4–203
3049
airplanes (referred to as Model A300 series
airplanes): Within the applicable compliance
time defined in table 1 to paragraph (l) of this
AD.
(2) For Model A300 B4–601, B4–603, B4–
620, B4–622, B4–605R, B4–622R, F4–605R,
F4–622R, F4–622R airplanes, and Model
A300 C4–605R Variant F airplanes (referred
to as Model A300–600 series airplanes): At
the later of the times specified in paragraphs
(l)(2)(i) and (l)(2)(ii) of this AD.
(i) Within the compliance time defined in
table 2 to paragraph (l) of this AD.
(ii) Within 300 flight cycles or 640 flight
hours after the effective date of this AD,
whichever occurs first.
TABLE 1 TO PARAGRAPH (l) OF THIS AD—INSPECTION COMPLIANCE TIMES FOR MODEL A300 SERIES AIRPLANES
Airplane configuration
Compliance times for airplanes with an AFT of
less than 1.5
Compliance times for airplanes with an AFT of
more than or equal to 1.5
Model A300 B2–1A, B2–1C, B2K–3C, B2–203
airplanes on which Airbus Modifications
4740 and 5815 have not been embodied.
Model A300 B4–103 airplanes on which Airbus
Modifications 4740 and 5815 have not been
embodied.
Model A300 B4–2C, and B4–203 airplanes on
which Airbus Modifications 4740 and 5815
have not been embodied.
Model A300 B2–1A, B2–1C, B2K–3C, B2–203
airplanes on which Airbus Modification 4740
has been embodied.
Model A300 B4–103 airplanes on which Airbus
Modification 4740 has been embodied.
Within 15,000 flight cycles or 16,900 flight
hours since first flight of the airplane, whichever occurs first.
Within 15,000 flight cycles or 20,500 flight
hours since first flight of the airplane, whichever occurs first.
Within 16,200 flight cycles or 22,200 flight
hours since first flight of the airplane, whichever occurs first.
Within 12,000 flight cycles or 13,500 flight
hours since embodiment of Airbus Modification 4740, whichever occurs first.
Within 12,000 flight cycles or 16,400 flight
hours since embodiment of Airbus Modification 4740, whichever occurs first.
Within 12,900 flight cycles or 17,700 flight
hours since embodiment of Airbus Modification 4740, whichever occurs first.
Within 33,000 flight cycles or 37,200 flight
hours since embodiment of Airbus Modification 5815, whichever occurs first.
Within 15,000 flight cycles or 16,900 flight
hours since first flight of the airplane, whichever occurs first.
Within 15,000 flight cycles or 20,500 flight
hours since first flight of the airplane, whichever occurs first.
Within 15,000 flight cycles or 34,000 flight
hours since first flight of the airplane, whichever occurs first.
Within 12,000 flight cycles or 13,500 flight
hours since embodiment of Airbus Modification 4740, whichever occurs first.
Within 12,000 flight cycles or 16,400 flight
hours since embodiment of Airbus Modification 4740, whichever occurs first.
Within 12,000 flight cycles or 27,200 flight
hours since embodiment of Airbus Modification 4740, whichever occurs first.
Within 33,000 flight cycles or 37,200 flight
hours since embodiment of Airbus Modification 5815, whichever occurs first.
Within 33,000 flight cycles or 45,200 flight
hours since embodiment of Airbus Modification 5815, whichever occurs first.
Within 33,000 flight cycles or 45,200 flight
hours since embodiment of Airbus Modification 5815, whichever occurs first.
Within 35,600 flight cycles or 48,800 flight
hours since embodiment of Airbus Modification 5815, whichever occurs first.
Within 33,000 flight cycles or 74,900 flight
hours since embodiment of Airbus Modification 5815, whichever occurs first.
Within 22,000 flight cycles or 24,800 flight
hours since embodiment of Airbus Modification 5815, whichever occurs first.
Within 22,000 flight cycles or 24,800 flight
hours since embodiment of Airbus Modification 5815, whichever occurs first.
Within 22,000 flight cycles or 30,100 flight
hours since embodiment of Airbus Modification 5815, whichever occurs first.
Within 22,000 flight cycles or 30,100 flight
hours since embodiment of Airbus Modification 5815, whichever occurs first.
Within 23,700 flight cycles or 32,500 flight
hours since embodiment of Airbus Modification 5815, whichever occurs first.
Within 22,000 flight cycles or 49,900 flight
hours since embodiment of Airbus Modification 5815, whichever occurs first.
tkelley on DSK3SPTVN1PROD with PROPOSALS
Model A300 B4–2C, and B4–203 airplanes on
which Airbus Modification 4740 has been
embodied.
Model A300 B2–1A, B2–1C, B2K–3C, B2–203
airplanes on which Airbus Modification 5815
has been embodied and no bolt larger than
7/16-inch diameter is fitted.
Model A300 B4–103 airplanes on which Airbus
Modification 5815 has been embodied and
no bolt larger than 7/16-inch diameter is
fitted.
Model A300 B4–2C, and B4–203 airplanes on
which Airbus Modification 5815 has been
embodied and no bolt larger than 7/16-inch
diameter is fitted.
Model A300 B2–1A, B2–1C, B2K–3C, B2–203
airplanes on which Airbus Modification 5815
has been embodied and at least one bolt
with a 15/32-inch diameter is fitted.
Model A300 B4–103 airplanes on which Airbus
Modification 5815 has been embodied and
at least one bolt with a 15/32-inch diameter
is fitted.
Model A300 B4–2C, and B4–203, airplanes on
which Airbus Modification 5815 has been
embodied and at least one bolt with a 15/32inch diameter is fitted.
TABLE 2 TO PARAGRAPH (l) OF THIS AD—COMPLIANCE TIMES FOR MODEL A300–600 SERIES AIRPLANES
Airplane configuration
Compliance times for airplanes with an AFT of
less than 1.5
Compliance times for airplanes with an AFT of
more than or equal to 1.5
Model A300–600 series airplanes on which Airbus Modification 5815 and Airbus Modification 11133 have not been embodied.
Within 16,200 flight cycles or 24,300 flight
hours since first flight of the airplane, whichever occurs first.
Within 15,000 flight cycles or 32,400 flight
hours since first flight of the airplane, whichever occurs first.
VerDate Sep<11>2014
16:49 Jan 19, 2016
Jkt 238001
PO 00000
Frm 00017
Fmt 4702
Sfmt 4702
E:\FR\FM\20JAP1.SGM
20JAP1
3050
Federal Register / Vol. 81, No. 12 / Wednesday, January 20, 2016 / Proposed Rules
TABLE 2 TO PARAGRAPH (l) OF THIS AD—COMPLIANCE TIMES FOR MODEL A300–600 SERIES AIRPLANES—Continued
Airplane configuration
Compliance times for airplanes with an AFT of
less than 1.5
Compliance times for airplanes with an AFT of
more than or equal to 1.5
Model A300–600 series airplanes on which Airbus Modification 5815 has been embodied
and no bolt larger than 7/16-inch diameter is
fitted.
Model A300–600 series airplanes on which Airbus Modification 5815 has been embodied
and at least one bolt 15/32-inch diameter is
fitted.
Model A300–600 series airplanes on which Airbus Modification 11133 has been embodied.
Within 35,600 flight cycles or 53,400 flight
hours since embodiment of Airbus Modification 5815, whichever occurs first.
Within 33,000 flight cycles or 71,200 flight
hours since embodiment of Airbus Modification 5815, whichever occurs first.
Within 23,700 flight cycles or 35,600 flight
hours since embodiment of Airbus Modification 5815, whichever occurs first.
Within 22,000 flight cycles or 47,500 flight
hours since embodiment of Airbus Modification 5815, whichever occurs first.
Within 35,600 flight cycles or 53,400 flight Within 33,000 flight cycles or 71,200 flight
hours since first flight, whichever occurs first.
hours since first flight, whichever occurs
first.
TABLE 3 TO PARAGRAPH (l) OF THIS AD—REPETITIVE INSPECTION INTERVALS
Repetitive interval (not to exceed) for airplanes with an AFT of less than 1.5
Airplane models
A300 B2–1A, B2–1C, B2K–3C, B2–203 ...........
A300B4–103 airplanes ......................................
A300 B4–2C, and B4–203 ................................
A300–600 series airplanes ................................
(m) New Requirement of This AD: Corrective
Action
tkelley on DSK3SPTVN1PROD with PROPOSALS
If any crack is found during any inspection
required by paragraph (l) of this AD: Before
further flight, replace the flap beam 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).
Replacement of the flap beam does not
constitute terminating action for the
inspections required by paragraph (l) of this
AD.
(n) Credit for Previous Actions
(1) This paragraph provides credit for
inspections required by paragraph (g) of this
AD, if those inspections were performed
before November 17, 1995 (the effective date
of AD 95–21–09, Amendment 39–9395 (60
FR 53847, October 18, 1995)) using Airbus
Service Bulletin A300–57–116, Revision 1,
dated August 27, 1983; Revision 2, dated
April 24, 1984; Revision 3, dated July 20,
1984; Revision 4, dated August 13, 1986; or
Revision 5, dated July 10, 1989; as
applicable.
(2) This paragraph provides credit for
actions required by paragraph (l) of this AD,
if those actions were performed before the
effective date of this AD using the applicable
service information identified in paragraphs
(n)(2)(i) through (n)(2)(x) of this AD.
(i) Airbus Service Bulletin A300–57–6005,
Revision 03, dated November 25, 1997,
which was not previously incorporated by
reference.
(ii) Airbus Service Bulletin A300–57–6005,
Revision 04, dated October 25, 1999, which
was not previously incorporated by
reference.
VerDate Sep<11>2014
16:49 Jan 19, 2016
Jkt 238001
1,500 flight cycles or
ever occurs first.
1,500 flight cycles or
ever occurs first.
1,600 flight cycles or
ever occurs first.
1,600 flight cycles or
ever occurs first.
1,600 flight hours, which2,000 flight hours, which2,200 flight hours, which2,400 flight hours, which-
(iii) Airbus Service Bulletin A300–57–
6005, Revision 05, dated April 25, 2013,
which was not previously incorporated by
reference.
(iv) Airbus Service Bulletin A300–57–
6005, Revision 2, dated December 16, 1993,
which was previously incorporated by
reference on November 17 1995 (60 FR
53847, October 18, 1995).
(v) Airbus Service Bulletin A300–57–116,
Revision 1, dated August 27, 1983, which
was not previously incorporated by
reference.
(vi) Airbus Service Bulletin A300–57–116,
Revision 2, dated April 24, 1984, which was
not previously incorporated by reference.
(vii) Airbus Service Bulletin A300–57–116,
Revision 3, dated July 20, 1984, which was
not previously incorporated by reference.
(viii) Airbus Service Bulletin A300–57–
116, Revision 4, dated August 13, 1986,
which was not previously incorporated by
reference.
(ix) Airbus Service Bulletin A300–57–116,
Revision 5, dated July 10, 1989, which was
not previously incorporated by reference.
(x) Airbus Service Bulletin A300–57–116,
Revision 6, dated July 16, 1993, which was
previously incorporated by reference on
November 17, 1995 (60 FR 53847, October
18, 1995).
(o) Other FAA AD Provisions
The following provisions also apply to this
AD:
(1) Alternative Methods of Compliance
(AMOCs): The Manager, International
Branch, ANM–116, 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
PO 00000
Frm 00018
Fmt 4702
Sfmt 4702
Repetitive interval (not to exceed) for airplanes with an AFT equal to or more than 1.5
1,500 flight cycles or
ever occurs first.
1,500 flight cycles or
ever occurs first.
1,500 flight cycles or
ever occurs first.
1,500 flight cycles or
ever occurs first.
1,600 flight hours, which2,000 flight hours, which3,400 flight hours, which3,200 flight hours, which-
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-116AMOC-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
95–21–09, Amendment 39–9395 (60 FR
53847, October 18, 1995), are approved as
AMOCs for the corresponding provisions of
paragraphs (g) through (j) 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.
(3) Required for Compliance (RC): Except
as required by paragraph (m) of this AD: If
any service information contains procedures
or tests that are identified as RC, those
procedures and tests must be done to comply
with this AD; any procedures or tests that are
not identified as RC are recommended. Those
procedures and tests that are not identified
as RC may be deviated from using accepted
methods in accordance with the operator’s
maintenance or inspection program without
E:\FR\FM\20JAP1.SGM
20JAP1
Federal Register / Vol. 81, No. 12 / Wednesday, January 20, 2016 / Proposed Rules
obtaining approval of an AMOC, provided
the procedures and tests identified as RC can
be done and the airplane can be put back in
an airworthy condition. Any substitutions or
changes to procedures or tests identified as
RC require approval of an AMOC.
(p) Related Information
(1) Refer to Mandatory Continuing
Airworthiness Information (MCAI) EASA AD
2013–0234R2, dated October 7, 2013, 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–2015–8470.
(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 January
6. 2016.
Victor Wicklund,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2016–00634 Filed 1–19–16; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2015–8467; Directorate
Identifier 2014–NM–107–AD]
RIN 2120–AA64
this AD to prevent an ignition source in
the fuel tank vapor space, which could
result in a fuel tank explosion and
consequent loss of the airplane.
We must receive comments on
this proposed AD by March 7, 2016.
DATES:
You may send comments,
using the procedures found in 14 CFR
11.43 and 11.45, 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 Fokker
Services B.V., Technical Services Dept.,
P.O. Box 1357, 2130 EL Hoofddorp, the
Netherlands; telephone +31 (0)88–6280–
350; fax +31 (0)88–6280–111; email
technicalservices@fokker.com; Internet
https://www.myfokkerfleet.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.
ADDRESSES:
Examining the AD Docket
Airworthiness Directives; Fokker
Services B.V. Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to adopt a new
airworthiness directive (AD) for all
Fokker Services B.V. Model F.28 Mark
1000, 2000, 3000, and 4000 airplanes.
This proposed AD was prompted by a
design review that revealed no
controlled bonding provisions are
present on a number of critical locations
inside the fuel tanks or connected to the
walls of the fuel tanks. This proposed
AD would require installing additional
and improved bonding provisions in the
fuel tanks and revising the airplane
maintenance or inspection program, as
applicable, by incorporating fuel
airworthiness limitation items and
critical design configuration control
limitations (CDCCLs). We are proposing
tkelley on DSK3SPTVN1PROD with PROPOSALS
SUMMARY:
VerDate Sep<11>2014
16:49 Jan 19, 2016
Jkt 238001
You may examine the AD docket on
the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2015–
8467; or in person at the Docket
Operations office 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.
Tom
Rodriguez, Aerospace Engineer,
International Branch, ANM–116,
Transport Airplane Directorate, FAA,
1601 Lind Avenue SW., Renton, WA
98057–3356; telephone 425–227–1137;
fax 425–227–1149.
FOR FURTHER INFORMATION CONTACT:
SUPPLEMENTARY INFORMATION:
PO 00000
Frm 00019
Fmt 4702
Sfmt 4702
3051
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–2015–8467; Directorate Identifier
2014–NM–107–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
The European Aviation Safety Agency
(EASA), which is the Technical Agent
for the Member States of the European
Union, has issued EASA Airworthiness
Directive 2014–0108, dated May 8, 2014
(referred to after this the Mandatory
Continuing Airworthiness Information,
or ‘‘the MCAI’’), to correct an unsafe
condition for all Fokker Services B.V.
Model F.28 Mark 1000, 2000, 3000, and
4000 airplanes. The MCAI states:
Prompted by an accident * * *, the
Federal Aviation Administration (FAA)
published Special Federal Aviation
Regulation (SFAR) 88 [(66 FR 23086, May 7,
2001)], and the Joint Aviation Authorities
(JAA) published Interim Policy INT/POL/25/
12.
The review conducted by Fokker Services
on the Fokker F28 design, in response to
these regulations, revealed that no controlled
bonding provisions are present on a number
of critical locations, inside the fuel tank or
connected to the fuel tank wall.
This condition, if not corrected, could
create an ignition source in the fuel tank
vapour space, possibly resulting in a fuel
tank explosions and consequent loss of the
aeroplane.
To address this potential unsafe condition,
Fokker Services developed a set of fuel tank
bonding modifications.
For the reasons described above, this
[EASA] AD requires the Installation of
additional and improved bonding provisions
[and a revision of the maintenance or
inspection program, as applicable]. These
modifications require opening of the fuel
tank access panels.
More information on this subject can be
found in Fokker Services All Operators
Message AOF28.038#02.
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–
8467.
E:\FR\FM\20JAP1.SGM
20JAP1
]]>Agencies
[Federal Register Volume 81, Number 12 (Wednesday, January 20, 2016)]
[Proposed Rules]
[Pages 3045-3051]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2016-00634]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2015-8470; Directorate Identifier 2013-NM-199-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) 95-21-09,
for all Airbus Model A300 series airplanes, and 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 95-21-09 currently requires repetitive inspections for
cracking of the No. 2 flap beams, and replacement of the flap beams, if
necessary; and provides optional modifications for extending certain
inspection thresholds, and an optional terminating modification for
certain inspections. Since we issued AD 95-21-09, we have determined
that the compliance times must be reduced. This proposed AD would
reduce the compliance times for inspections and also reduce the number
of airplanes affected. We are proposing this AD to detect and correct
cracking of the No. 2 flap beams, which could result in rupture of the
flap beams and reduced structural integrity of the airplane.
DATES: We must receive comments on this proposed AD by March 7, 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.
[[Page 3046]]
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-
8470; 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-2015-8470;
Directorate Identifier 2013-NM-199-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 October 3, 1995, we issued AD 95-21-09, Amendment 39-9395 (60 FR
53847, October 18, 1995). AD 95-21-09 requires actions intended to
address an unsafe condition on Airbus Model A300 and A300-600 series
airplanes.
Since we issued AD 95-21-09, Amendment 39-9395 (60 FR 53847,
October 18, 1995), we have received a report that analyses showed a
need for reduced compliance times.
The European Aviation Safety Agency (EASA), which is the Technical
Agent for the Member States of the European Union, has issued EASA AD
2013-0234R2, dated October 7, 2013 (referred to after this as the
Mandatory Continuing Airworthiness Information, or ``the MCAI''), to
correct an unsafe condition for certain Airbus Model A300 and A300-600
series airplanes. The MCAI states:
Fatigue and ``fail safe'' tests developed on a test specimen
confirmed that cracks may appear and propagate from the bolt holes
of the base member and the side members of flap beam No. 2.
The development of such cracks, if not detected, could result in
a rupture of flap beams No. 2, which could adversely affect the
structural integrity of the airframe.
To address this potential unsafe condition, Airbus issued
Service Bulletin (SB) A300-57-0116 and SB A300-57-6005 and DGAC
France issued AD 1986-187-076(B) [available at https://ad.easa.europa.eu/blob/1986-187-076%28B%29R4en.pdf/AD_F-1986-187-076R4_1], later revised, to require a repetitive inspection
programme [and corrective action] for A300 and A300-600 aeroplanes.
[French AD 86-187-076(B)R3, dated March 2, 1994, corresponds to FAA
AD 95-21-09, Amendment 39-9395 (60 FR 53847, October 18, 1995),
which superseded FAA AD 85-07-04, Amendment 39-5027 (49 FR 45755,
April 2, 1985).]
For A300 aeroplanes, and in the frame of the Extended Service
Goal (ESG) exercise, it was shown that design changes (Airbus Mod.
4740/Airbus SB A300-57-0128 or Airbus Mod. 5815/Airbus SB A300-57-
0141) were not sufficient to enable full ESG life without
inspections.
For A300-600 aeroplanes, since DGAC France AD 1986-187-076(B)
was issued, a fleet survey and updated Fatigue and Damage Tolerance
analyses have been performed in order to substantiate the second
A300-600 ESG2 exercise. Airbus SB A300-57-6005 has been revised
accordingly to decrease the inspection thresholds and intervals.
For the reasons described above, this [EASA] AD retains the
requirements of DGAC France AD 1986-187-076(B)R4, which is
superseded, and requires those inspections to be accomplished at
reduced thresholds and intervals.
This [EASA] AD has been revised to correct typographical errors
in some compliance times defined in Appendix 1, Tables 1 and 2.
The MCAI also reduces the number of airplanes identified in the
applicability by exempting certain Model A300-600 airplanes on which
certain Airbus modifications have been embodied. 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-2015-8470.
Related Service Information Under 1 CFR Part 51
Airbus has issued Service Bulletins A300-57-0116, Revision 07,
dated September 19, 2011; and A300-57-6005, Revision 06, dated November
14, 2013. This service information describes procedures for ultrasonic
inspections of the number 2 flap beam base and side members. The
actions described in this service information are intended to correct
the unsafe condition identified in the MCAI. 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.
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.
Differences Between This Proposed AD and the MCAI or Service
Information
Although the MCAI or service information allows further flight
after cracks are found during compliance with the required action,
paragraph (m) of this proposed AD requires that you replace the flap
beam before further flight.
Explanation of ``RC'' Procedures and Tests in Service Information
The FAA worked in conjunction with industry, under the
Airworthiness
[[Page 3047]]
Directive Implementation Aviation Rulemaking Committee (ARC), to
enhance the AD system. One enhancement was a new process for annotating
which procedures and tests in the service information are required for
compliance with an AD. Differentiating these procedures and tests from
other tasks in the service information is expected to improve an
owner's/operator's understanding of crucial AD requirements and help
provide consistent judgment in AD compliance. The procedures and tests
identified as Required for Compliance (RC) in any service information
have a direct effect on detecting, preventing, resolving, or
eliminating an identified unsafe condition.
As specified in a NOTE under the Accomplishment Instructions of the
specified service information, procedures and tests that are identified
as RC in any service information must be done to comply with the
proposed AD. However, procedures and tests that are not identified as
RC are recommended. Those procedures and tests that are not identified
as RC may be deviated from using accepted methods in accordance with
the operator's maintenance or inspection program without obtaining
approval of an alternative method of compliance (AMOC), provided the
procedures and tests identified as RC can be done and the airplane can
be put back in an airworthy condition. Any substitutions or changes to
procedures or tests identified as RC will require approval of an AMOC.
Costs of Compliance
We estimate that this proposed AD affects 49 airplanes of U.S.
registry.
The actions that are required by AD 95-21-09, Amendment 39-9395 (60
FR 53847, October 18, 1995), and retained in this proposed AD take
about 6 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 were required by AD 95-
21-09 is $510 per product, per inspection cycle.
We also estimate that it would take about 6 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 $24,990 per
inspection cycle, or $510 per product, per inspection cycle.
We have received no definitive data that would enable us to provide
cost estimates for the on-condition actions specified in this proposed
AD.
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.
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)
95-21-09, Amendment 39-9395 (60 FR 53847, October 18, 1995), and adding
the following new AD:
Airbus: Docket No. FAA-2015-8470; Directorate Identifier 2013-NM-
199-AD.
(a) Comments Due Date
We must receive comments by March 7, 2016.
(b) Affected ADs
This AD replaces AD 95-21-09, Amendment 39-9395 (60 FR 53847,
October 18, 1995).
(c) Applicability
This AD applies to the Airbus airplanes identified in paragraphs
(c)(1) through (c)(5) of this AD, certificated in any category.
(1) Model Airbus Model A300 B2-1A, B2-1C, B2K-3C, B2-203, B4-2C,
B4-103, and B4-203 airplanes, all manufacturer serial numbers
(MSNs).
(2) Airbus Model A300 B4-601, B4-603, B4-620, B4-622, B4-605R,
and B4-622R airplanes, all MSNs.
(3) Airbus Model A300 F4-605R, all MSNs, except those airplanes
on which both Airbus Modifications 11133 and 12699 have been
embodied.
(4) Airbus Model A300 F4-622R airplanes, all MSNs, except those
airplanes on which all Airbus Modifications 11133, 12047, 12048, and
12050 have been embodied, and except those airplanes on which both
Airbus Modifications 11133 and 12699 have been embodied.
(5) Airbus Model A300 C4-605R Variant F airplanes, all MSNs.
(d) Subject
Air Transport Association (ATA) of America Code 57, Wings.
(e) Reason
This AD was prompted by a determination that the compliance
times must be reduced. We are issuing this AD to detect and correct
cracking of the No. 2 flap beams, which could result in rupture of
the flap beams and reduced structural integrity of the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Retained Inspection and Corrective Actions for Model A300 Series
Airplanes, With Note 3 of AD 95-21-09, Amendment 39-9395 (60 FR 53847,
October 18, 1995), Incorporated and Additional Terminating Provisions
This paragraph restates the requirements of paragraph (a) of AD
95-21-09, Amendment 39-9395 (60 FR 53847, October 18, 1995), with
Note 3 of AD 95-21-09 incorporated and additional terminating
provisions. For Model A300 series airplanes: Prior to the
accumulation of 15,000 total landings, or within the next 120 days
after May 9, 1985 (the effective date of AD 85-07-04, Amendment 39-
5027 (49 FR 45755, April 2,
[[Page 3048]]
1985)), whichever occurs later, inspect for cracking of the base
steel member and light alloy side members of the No. 2 flap beams,
left hand and right hand, in accordance with the Accomplishment
Instructions of Airbus Service Bulletin A300-57-116, Revision 6,
dated July 16, 1993. Accomplishing the requirements of paragraph (h)
or (l) of this AD terminates the requirements of this paragraph.
Measurement of crack length is performed by measurement of the probe
displacement (perpendicular to symmetry plane of beam) between
defect indication appearance and its complete disappearance. The
bolt hole indication should not be interpreted as an indication of a
defect. These two indications appear very close together because the
defects originate from the bolt holes.
(1) If no cracking is detected: Except as provided by paragraph
(i) of this AD, repeat the inspection at intervals not to exceed
1,700 landings until the requirements of paragraph (h) or (l) of
this AD are accomplished.
(2) If any crack is detected that is less than or equal to 4 mm:
Repeat the inspection at intervals not to exceed 250 landings, until
the requirements of paragraph (h) or (l) of this AD are
accomplished.
(3) If any crack is detected that exceeds 4 mm: Prior to further
flight, replace the flap beam in accordance with the Accomplishment
Instructions of Airbus Service Bulletin A300-57-116, Revision 6,
dated July 16, 1993, and prior to the accumulation of 15,000 flight
cycles on the replaced flap beam, perform the ultrasonic inspection
as required by paragraph (h) or (l) of this AD.
(h) Retained Ultrasonic Inspection and Corrective Action for Model A300
Series Airplanes, With Additional Terminating Provisions
This paragraph restates the requirements of paragraph (b) of AD
95-21-09, Amendment 39-9395 (60 FR 53847, October 18, 1995), with
additional terminating provisions. For Model A300 series airplanes:
Prior to the accumulation of 15,000 total landings, or within the
next 1,000 landings after November 17, 1995 (the effective date of
AD 95-21-09), whichever occurs later, perform an ultrasonic
inspection to detect cracking of the No. 2 flap beams, in accordance
with Airbus Service Bulletin A300-57-116, Revision 6, dated July 16,
1993. Accomplishment of this inspection terminates the inspections
required by paragraph (g) of this AD. Accomplishment of the
requirements of paragraph (l) of this AD terminates the requirements
of this paragraph.
(1) If no cracking is detected: Except as provided by paragraph
(i) of this AD, repeat the ultrasonic inspections thereafter at
intervals not to exceed 1,700 landings.
(2) If any crack is detected beyond the bolt hole, and that
crack is less than or equal to 4 mm in length: Repeat the ultrasonic
inspections thereafter at intervals not to exceed 250 landings.
(3) If any crack is detected beyond the bolt hole and that crack
is greater than 4 mm in length: Prior to further flight, replace the
flap beam in accordance with Airbus Service Bulletin A300-57-116,
Revision 6, dated July 16, 1993, and prior to the accumulation of
15,000 flight cycles on the replaced flap beam, perform the
ultrasonic inspection as required by this paragraph.
(i) Retained Modification of the No. 2 Track Beam for Model A300 Series
Airplanes, With Changes to Compliance Extension
This paragraph restates the provisions of paragraph (c) of AD
95-21-09, Amendment 39-9395 (60 FR 53847, October 18, 1995), with
changes to compliance extension. For Model A300 series airplanes:
After accomplishing the initial inspection required by paragraph (h)
of this AD, accomplishment of either paragraph (i)(1) or (i)(2) of
this AD before the effective date of this AD extends the fatigue
life of the No. 2 flap track beam as specified in those paragraphs,
provided that no cracking is detected during any inspection required
by paragraph (g) or (h) of this AD.
(1) Removal of any damage and the installation of larger
diameter bolts on the No. 2 flap track beam (Modification No. 4740),
in accordance with Airbus Service Bulletin A300-57-128, Revision 3,
dated January 26, 1990, extends the interval for the first
repetitive inspection required by paragraph (h) of this AD from
1,700 landings to 12,000 landings, provided that Modification No.
4740 is accomplished prior to the accumulation of 16,700 total
landings on the flap beams. Following accomplishment of the first
repetitive inspection, subsequent repetitive inspections shall be
performed at intervals not to exceed 1,700 landings. Or
(2) Cold working of the bolt holes and the installation of
larger diameter bolts on the No. 2 flap track beam (Modification No.
5815), in accordance with Airbus Service Bulletin A300-57-141,
Revision 7, dated July 16, 1993, extends the interval for the first
repetitive inspection required by paragraph (h) of this AD from
1,700 landings to the interval specified in paragraph (i)(2)(i) or
(i)(2)(ii) of this AD.
(i) If interference fit bolts that are 15/32-inch in diameter
are fitted, the interval for the first repetitive inspection
required by paragraph (h) of this AD is extended to 22,000 landings,
provided that Modification 5815 is accomplished prior to the
accumulation of 16,700 total landings on the flap beam. Following
accomplishment of the first repetitive inspection required by
paragraph (h) of this AD, subsequent repetitive inspections shall be
performed at intervals not to exceed 1,700 landings. Or
(ii) If interference fit bolts that are 7/16- or 3/8-inch in
diameter are fitted, the interval for the first repetitive
inspection required by paragraph (h) of this AD is extended to
33,000 landings, provided that Modification 5815 is accomplished
prior to the accumulation of 16,700 total landings on the flap beam.
Following accomplishment of the first repetitive inspection required
by paragraph (h) of this AD, subsequent repetitive inspections shall
be performed at intervals not to exceed 1,700 landings.
(j) Retained Ultrasonic Inspection and Corrective Actions for Model
A300-600 Series Airplanes, With Terminating Provisions
This paragraph restates the requirements of paragraph (d) of AD
95-21-09, Amendment 39-9395 (60 FR 53847, October 18, 1995), with
terminating provisions. For Model A300-600 series airplanes: Prior
to the accumulation of 15,000 total landings, or within the next
1,000 landings after November 17, 1995 (the effective date of AD 95-
21-09), whichever occurs later, perform an ultrasonic inspection to
detect cracking of the No. 2 flap track beams, in accordance with
Airbus Service Bulletin A300-57-6005, Revision 2, dated December 16,
1993. Accomplishing the actions required by paragraph (l) of this AD
terminates the requirements of this paragraph.
(1) If no cracking is detected, repeat the ultrasonic
inspections thereafter at intervals not to exceed 1,700 landings.
(2) If any crack is detected beyond the bolt hole and that crack
is less than or equal to 4 mm in length: Repeat the ultrasonic
inspections thereafter at intervals not to exceed 250 landings.
(3) If any crack is detected beyond the bolt hole and that crack
is greater than 4 mm in length: Prior to further flight, replace the
flap beam in accordance with Airbus Service Bulletin A300-57-6005,
Revision 2, dated December 16, 1993, and prior to the accumulation
of 15,000 landings on the replaced flap beam, perform the ultrasonic
inspection required by paragraph (j) of this AD.
(k) Retained Optional Action With Note 5 of AD 95-21-09 Amendment 39-
9395 (60 FR 53847, October 18, 1995), Incorporated and Changes to
Terminating Action
This paragraph restates the provisions of paragraph (e) of AD
95-21-09, Amendment 39-9395 (60 FR 53847, October 18, 1995), with
Note 5 of AD 95-21-09 incorporated and changes to terminating
action. For Model A300-600 series airplanes: Installation of
oversized transition fit bolts in cold-worked holes, in accordance
with Airbus Service Bulletin A300-57-6006 (Modification 5815),
Revision 4, dated July 25, 1994, constitutes terminating action for
the repetitive inspection requirements of paragraph (j) of this AD,
provided that no cracking is detected during any inspection required
by paragraph (j) of this AD, and provided that the installation is
accomplished prior to the accumulation of 15,000 total landings and
before the effective date of this AD. If any bolt requires
oversizing above 7/16-inch diameter during accomplishment of this
installation, prior to further flight, repair using a method
approved by the Manager, Standardization Branch, ANM-113, FAA,
Transport Airplane Directorate, or by the Manager, International
Branch, ANM-116, Transport Airplane Directorate, FAA. As of the
effective date of this AD, any new repair approval must be done
using a method approved by the Manager, International Branch, ANM-
116, Transport Airplane Directorate, FAA. If Airbus Service Bulletin
A300-57-6005, Revision 2, dated December 16, 1993, is accomplished
concurrently with
[[Page 3049]]
Airbus Service Bulletin A300-57-6006, Revision 3, dated December 16,
1993 (Modification 5815), the ultrasonic inspection for cracking
required by paragraph (j) of this AD need not be performed since the
eddy current inspection detailed for Modification 5815 is more
comprehensive.
(l) New Requirement of This AD: Initial and Repetitive Ultrasonic
Inspections
At the applicable time specified in paragraph (l)(1) or (l)(2)
of this AD and, thereafter at intervals not to exceed those defined
in table 3 to paragraph (l) of this AD, as applicable, accomplish an
ultrasonic inspection for cracking of the steel base member and the
aluminum side members' flap beam on the left-hand (LH) and right-
hand (RH) sides in accordance with the Accomplishment Instructions
of Airbus Service Bulletin A300-57-0116, Revision 07, dated
September 19, 2011, including Appendixes A and B, undated; or Airbus
Service Bulletin A300-57-6005, Revision 06, dated November 14, 2013;
as applicable. For the purposes of this AD, average flight time
(AFT) is considered to be the number of flight hours per flight
cycle. Doing the actions required by this paragraph terminates the
requirements of paragraphs (g) through (k) of this AD.
(1) For Model A300 B2-1A, B2-1C, B2K-3C, B2-203, B4-2C, B4-103,
and B4-203 airplanes (referred to as Model A300 series airplanes):
Within the applicable compliance time defined in table 1 to
paragraph (l) of this AD.
(2) For Model A300 B4-601, B4-603, B4-620, B4-622, B4-605R, B4-
622R, F4-605R, F4-622R, F4-622R airplanes, and Model A300 C4-605R
Variant F airplanes (referred to as Model A300-600 series
airplanes): At the later of the times specified in paragraphs
(l)(2)(i) and (l)(2)(ii) of this AD.
(i) Within the compliance time defined in table 2 to paragraph
(l) of this AD.
(ii) Within 300 flight cycles or 640 flight hours after the
effective date of this AD, whichever occurs first.
Table 1 to Paragraph (l) of This AD--Inspection Compliance Times for
Model A300 Series Airplanes
------------------------------------------------------------------------
Compliance times
Compliance times for airplanes with
Airplane configuration for airplanes with an AFT of more
an AFT of less than or equal to
than 1.5 1.5
------------------------------------------------------------------------
Model A300 B2-1A, B2-1C, B2K-3C, Within 15,000 Within 15,000
B2-203 airplanes on which flight cycles or flight cycles or
Airbus Modifications 4740 and 16,900 flight 16,900 flight
5815 have not been embodied. hours since first hours since first
flight of the flight of the
airplane, airplane,
whichever occurs whichever occurs
first. first.
Model A300 B4-103 airplanes on Within 15,000 Within 15,000
which Airbus Modifications 4740 flight cycles or flight cycles or
and 5815 have not been embodied. 20,500 flight 20,500 flight
hours since first hours since first
flight of the flight of the
airplane, airplane,
whichever occurs whichever occurs
first. first.
Model A300 B4-2C, and B4-203 Within 16,200 Within 15,000
airplanes on which Airbus flight cycles or flight cycles or
Modifications 4740 and 5815 22,200 flight 34,000 flight
have not been embodied. hours since first hours since first
flight of the flight of the
airplane, airplane,
whichever occurs whichever occurs
first. first.
Model A300 B2-1A, B2-1C, B2K-3C, Within 12,000 Within 12,000
B2-203 airplanes on which flight cycles or flight cycles or
Airbus Modification 4740 has 13,500 flight 13,500 flight
been embodied. hours since hours since
embodiment of embodiment of
Airbus Airbus
Modification Modification
4740, whichever 4740, whichever
occurs first. occurs first.
Model A300 B4-103 airplanes on Within 12,000 Within 12,000
which Airbus Modification 4740 flight cycles or flight cycles or
has been embodied. 16,400 flight 16,400 flight
hours since hours since
embodiment of embodiment of
Airbus Airbus
Modification Modification
4740, whichever 4740, whichever
occurs first. occurs first.
Model A300 B4-2C, and B4-203 Within 12,900 Within 12,000
airplanes on which Airbus flight cycles or flight cycles or
Modification 4740 has been 17,700 flight 27,200 flight
embodied. hours since hours since
embodiment of embodiment of
Airbus Airbus
Modification Modification
4740, whichever 4740, whichever
occurs first. occurs first.
Model A300 B2-1A, B2-1C, B2K-3C, Within 33,000 Within 33,000
B2-203 airplanes on which flight cycles or flight cycles or
Airbus Modification 5815 has 37,200 flight 37,200 flight
been embodied and no bolt hours since hours since
larger than 7/16-inch diameter embodiment of embodiment of
is fitted. Airbus Airbus
Modification Modification
5815, whichever 5815, whichever
occurs first. occurs first.
Model A300 B4-103 airplanes on Within 33,000 Within 33,000
which Airbus Modification 5815 flight cycles or flight cycles or
has been embodied and no bolt 45,200 flight 45,200 flight
larger than 7/16-inch diameter hours since hours since
is fitted. embodiment of embodiment of
Airbus Airbus
Modification Modification
5815, whichever 5815, whichever
occurs first. occurs first.
Model A300 B4-2C, and B4-203 Within 35,600 Within 33,000
airplanes on which Airbus flight cycles or flight cycles or
Modification 5815 has been 48,800 flight 74,900 flight
embodied and no bolt larger hours since hours since
than 7/16-inch diameter is embodiment of embodiment of
fitted. Airbus Airbus
Modification Modification
5815, whichever 5815, whichever
occurs first. occurs first.
Model A300 B2-1A, B2-1C, B2K-3C, Within 22,000 Within 22,000
B2-203 airplanes on which flight cycles or flight cycles or
Airbus Modification 5815 has 24,800 flight 24,800 flight
been embodied and at least one hours since hours since
bolt with a 15/32[dash]inch embodiment of embodiment of
diameter is fitted. Airbus Airbus
Modification Modification
5815, whichever 5815, whichever
occurs first. occurs first.
Model A300 B4-103 airplanes on Within 22,000 Within 22,000
which Airbus Modification 5815 flight cycles or flight cycles or
has been embodied and at least 30,100 flight 30,100 flight
one bolt with a 15/32[dash]inch hours since hours since
diameter is fitted. embodiment of embodiment of
Airbus Airbus
Modification Modification
5815, whichever 5815, whichever
occurs first. occurs first.
Model A300 B4-2C, and B4-203, Within 23,700 Within 22,000
airplanes on which Airbus flight cycles or flight cycles or
Modification 5815 has been 32,500 flight 49,900 flight
embodied and at least one bolt hours since hours since
with a 15/32-inch diameter is embodiment of embodiment of
fitted. Airbus Airbus
Modification Modification
5815, whichever 5815, whichever
occurs first. occurs first.
------------------------------------------------------------------------
Table 2 to Paragraph (l) of This AD--Compliance Times for Model A300-600
Series Airplanes
------------------------------------------------------------------------
Compliance times
Compliance times for airplanes with
Airplane configuration for airplanes with an AFT of more
an AFT of less than or equal to
than 1.5 1.5
------------------------------------------------------------------------
Model A300-600 series airplanes Within 16,200 Within 15,000
on which Airbus Modification flight cycles or flight cycles or
5815 and Airbus Modification 24,300 flight 32,400 flight
11133 have not been embodied. hours since first hours since first
flight of the flight of the
airplane, airplane,
whichever occurs whichever occurs
first. first.
[[Page 3050]]
Model A300-600 series airplanes Within 35,600 Within 33,000
on which Airbus Modification flight cycles or flight cycles or
5815 has been embodied and no 53,400 flight 71,200 flight
bolt larger than 7/16-inch hours since hours since
diameter is fitted. embodiment of embodiment of
Airbus Airbus
Modification Modification
5815, whichever 5815, whichever
occurs first. occurs first.
Model A300-600 series airplanes Within 23,700 Within 22,000
on which Airbus Modification flight cycles or flight cycles or
5815 has been embodied and at 35,600 flight 47,500 flight
least one bolt 15/32-inch hours since hours since
diameter is fitted. embodiment of embodiment of
Airbus Airbus
Modification Modification
5815, whichever 5815, whichever
occurs first. occurs first.
Model A300-600 series airplanes Within 35,600 Within 33,000
on which Airbus Modification flight cycles or flight cycles or
11133 has been embodied. 53,400 flight 71,200 flight
hours since first hours since first
flight, whichever flight, whichever
occurs first. occurs first.
------------------------------------------------------------------------
Table 3 to Paragraph (l) of This AD--Repetitive Inspection Intervals
------------------------------------------------------------------------
Repetitive Repetitive
interval (not to interval (not to
exceed) for exceed) for
Airplane models airplanes with an airplanes with an
AFT of less than AFT equal to or
1.5 more than 1.5
------------------------------------------------------------------------
A300 B2-1A, B2-1C, B2K-3C, B2- 1,500 flight 1,500 flight
203. cycles or 1,600 cycles or 1,600
flight hours, flight hours,
whichever occurs whichever occurs
first. first.
A300B4-103 airplanes............ 1,500 flight 1,500 flight
cycles or 2,000 cycles or 2,000
flight hours, flight hours,
whichever occurs whichever occurs
first. first.
A300 B4-2C, and B4-203.......... 1,600 flight 1,500 flight
cycles or 2,200 cycles or 3,400
flight hours, flight hours,
whichever occurs whichever occurs
first. first.
A300-600 series airplanes....... 1,600 flight 1,500 flight
cycles or 2,400 cycles or 3,200
flight hours, flight hours,
whichever occurs whichever occurs
first. first.
------------------------------------------------------------------------
(m) New Requirement of This AD: Corrective Action
If any crack is found during any inspection required by
paragraph (l) of this AD: Before further flight, replace the flap
beam 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). Replacement of the flap beam does not constitute
terminating action for the inspections required by paragraph (l) of
this AD.
(n) Credit for Previous Actions
(1) This paragraph provides credit for inspections required by
paragraph (g) of this AD, if those inspections were performed before
November 17, 1995 (the effective date of AD 95-21-09, Amendment 39-
9395 (60 FR 53847, October 18, 1995)) using Airbus Service Bulletin
A300-57-116, Revision 1, dated August 27, 1983; Revision 2, dated
April 24, 1984; Revision 3, dated July 20, 1984; Revision 4, dated
August 13, 1986; or Revision 5, dated July 10, 1989; as applicable.
(2) This paragraph provides credit for actions required by
paragraph (l) of this AD, if those actions were performed before the
effective date of this AD using the applicable service information
identified in paragraphs (n)(2)(i) through (n)(2)(x) of this AD.
(i) Airbus Service Bulletin A300-57-6005, Revision 03, dated
November 25, 1997, which was not previously incorporated by
reference.
(ii) Airbus Service Bulletin A300-57-6005, Revision 04, dated
October 25, 1999, which was not previously incorporated by
reference.
(iii) Airbus Service Bulletin A300-57-6005, Revision 05, dated
April 25, 2013, which was not previously incorporated by reference.
(iv) Airbus Service Bulletin A300-57-6005, Revision 2, dated
December 16, 1993, which was previously incorporated by reference on
November 17 1995 (60 FR 53847, October 18, 1995).
(v) Airbus Service Bulletin A300-57-116, Revision 1, dated
August 27, 1983, which was not previously incorporated by reference.
(vi) Airbus Service Bulletin A300-57-116, Revision 2, dated
April 24, 1984, which was not previously incorporated by reference.
(vii) Airbus Service Bulletin A300-57-116, Revision 3, dated
July 20, 1984, which was not previously incorporated by reference.
(viii) Airbus Service Bulletin A300-57-116, Revision 4, dated
August 13, 1986, which was not previously incorporated by reference.
(ix) Airbus Service Bulletin A300-57-116, Revision 5, dated July
10, 1989, which was not previously incorporated by reference.
(x) Airbus Service Bulletin A300-57-116, Revision 6, dated July
16, 1993, which was previously incorporated by reference on November
17, 1995 (60 FR 53847, October 18, 1995).
(o) Other FAA AD Provisions
The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager,
International Branch, ANM-116, 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 95-21-09, Amendment 39-
9395 (60 FR 53847, October 18, 1995), are approved as AMOCs for the
corresponding provisions of paragraphs (g) through (j) 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.
(3) Required for Compliance (RC): Except as required by
paragraph (m) of this AD: If any service information contains
procedures or tests that are identified as RC, those procedures and
tests must be done to comply with this AD; any procedures or tests
that are not identified as RC are recommended. Those procedures and
tests that are not identified as RC may be deviated from using
accepted methods in accordance with the operator's maintenance or
inspection program without
[[Page 3051]]
obtaining approval of an AMOC, provided the procedures and tests
identified as RC can be done and the airplane can be put back in an
airworthy condition. Any substitutions or changes to procedures or
tests identified as RC require approval of an AMOC.
(p) Related Information
(1) Refer to Mandatory Continuing Airworthiness Information
(MCAI) EASA AD 2013-0234R2, dated October 7, 2013, 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-2015-8470.
(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 January 6. 2016.
Victor Wicklund,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2016-00634 Filed 1-19-16; 8:45 am]
BILLING CODE 4910-13-P
