Airworthiness Directives; Airbus Airplanes, 43472-43475 [2016-15356]

Download as PDF 43472 Federal Register / Vol. 81, No. 128 / Tuesday, July 5, 2016 / Rules and Regulations additional analysis and tests may be required to demonstrate that the injury criteria are met for the area that an occupant could contact. For example, if different yaw angles could result in different airbag device performance, then additional analysis or separate tests may be necessary to evaluate performance. sradovich on DSK3GDR082PROD with RULES 3. Neck Injury Criteria a. The seating system must protect the occupant from experiencing serious neck injury. The assessment of neck injury must be conducted with the airbag device activated, unless there is reason to also consider that the neckinjury potential would be higher for impacts below the airbag-device deployment threshold. b. The Nij, calculated in accordance with 49 CFR 571.208, must be below 1.0, where Nij =Fz/Fzc + My/Myc, and Nij critical values are: i. Fzc = 1530 lb for tension ii. Fzc = 1385 lb for compression iii. Myc = 229 lb-ft in flexion iv. Myc = 100 lb-ft in extension c. In addition, peak upper neck Fz must be below 937 lb in tension and 899 lb in compression. d. Rotation of the head about its vertical axis relative to the torso is limited to 105 degrees in either direction from forward-facing. e. The neck must not impact any surface that would produce concentrated loading on the neck. 4. Spine and Torso Injury Criteria a. The lumbar spine tension (Fz) cannot exceed 1200 lb. b. Significant concentrated loading on the occupant’s spine, in the area between the pelvis and shoulders during impact, including rebound, is not acceptable. During this type of contact, the interval for any rearward (X-axis direction) acceleration exceeding 20g must be less than 3 milliseconds as measured by the thoracic instrumentation specified in 49 CFR part 572, subpart E, filtered in accordance with SAE recommended practice J211/1, ‘‘Instrumentation for Impact Test—Part 1—Electronic Instrumentation.’’ c. The occupant must not interact with the armrest or other seat components in any manner significantly different than would be expected for a forward-facing seat installation. 5. Pelvis Criteria Any part of the load-bearing portion of the bottom of the ATD pelvis must not translate beyond the edges of the seat bottom seat-cushion supporting structure. VerDate Sep<11>2014 16:06 Jul 01, 2016 Jkt 238001 6. Femur Criteria Axial rotation of the upper leg (about the Z-axis of the femur, per SAE J211/ 1) must be limited to 35 degrees in the strike direction from the normal seating position. Evaluation during rebound need not be considered. 7. ATD and Test Conditions Longitudinal tests conducted to measure the injury criteria above must be performed with the FAA Hybrid III ATD, as described in SAE 1999–01– 1609, ‘‘A Lumbar Spine Modification to the Hybrid III ATD For Aircraft Seat Tests.’’ The tests must be conducted with an undeformed floor, at the mostcritical yaw cases for injury, and with all lateral structural supports (e.g. armrests or walls) installed. Inflatable Lapbelt Special Conditions The inflatable lapbelts must meet special conditions no. 25–187A–SC, ‘‘Boeing Model 777 Series Airplanes; Seats with Inflatable Lapbelts.’’ 1. Because this type of protection system may or may not activate during various crash conditions, the applicant must demonstrate that the injury criteria listed in these special conditions are not exceeded in an event which is slightly below the activation level of the airbag system. 2. Additionally, as indicated in special conditions no. 25–187A–SC, inflatable lapbelts must be shown to not affect emergency-egress capabilities in the main aisle, cross-aisle, and passageway. Issued in Renton, Washington, on June 17, 2016. Michael Kaszycki, Assistant Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2016–15784 Filed 7–1–16; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2015–8134; Directorate Identifier 2014–NM–256–AD; Amendment 39–18572; AD 2016–13–08] RIN 2120–AA64 Airworthiness Directives; Airbus Airplanes Federal Aviation Administration (FAA), Department of Transportation (DOT). ACTION: Final rule. AGENCY: We are adopting a new airworthiness directive (AD) for all SUMMARY: PO 00000 Frm 00010 Fmt 4700 Sfmt 4700 Airbus Model A300 series airplanes; and 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). This AD was prompted by a report of cracking of the lower tension bolt area at the rib one junction (both sides) of the lower wing. This AD requires repetitive inspections for cracking of the fasteners and of the fitting around the fastener holes at the frame (FR) 40 lower wing location, and corrective actions if necessary. We are issuing this AD to detect and correct crack initiation of the fittings of the FR40 lower wing locations, which could result in reduced structural integrity of the airplane. DATES: This AD becomes effective August 9, 2016. The Director of the Federal Register approved the incorporation by reference of certain publications listed in this AD as of August 9, 2016. ADDRESSES: For Airbus service information identified in this final rule, 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.airwortheas@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. It is also available on the Internet at https://www.regulations.gov by searching for and locating Docket No. FAA–2015–8134. 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– 8134; 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 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. 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: FOR FURTHER INFORMATION CONTACT: E:\FR\FM\05JYR1.SGM 05JYR1 Federal Register / Vol. 81, No. 128 / Tuesday, July 5, 2016 / Rules and Regulations Discussion We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 by adding an AD that would apply to all Airbus Model A300 series airplanes; and 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). The NPRM published in the Federal Register on December 31, 2015 (80 FR 81786) (‘‘the NPRM’’). The European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Union, has issued EASA Airworthiness Directive 2014–0272, dated December 12, 2014 (referred to after this as the Mandatory Continuing Airworthiness Information, or ‘‘the MCAI’’), to correct an unsafe condition for all Airbus Model A300 series airplanes; and 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). The MCAI states: sradovich on DSK3GDR082PROD with RULES Following the A300–600 Extended Service Goal (ESG2) exercise, specific inspections for cracks were performed in fittings of frame (FR) 40, in areas not covered by any existing task. Findings were identified on an A300–600 aeroplane withdrawn from service in the lower tension bolt area at rib one junction (both sides). This condition, if not detected and corrected, could lead to crack initiation, affecting the structural integrity of the aeroplane. To address this potential unsafe condition, an inspection programme was developed for the fitting around the fastener holes located at FR40 lower wing junction, left-hand (LH) and right-hand (RH) sides. For the reasons described above, this [EASA] AD requires repetitive High Frequency Eddy Current (HFEC) inspections and rototest inspections of the fitting around the fastener holes located at FR40 lower wing junction and, depending on findings, accomplishment of a repair. The corrective actions include a repair using a method approved by the Manager, International Branch, ANM– 116, Transport Airplane Directorate, FAA; or the EASA; or Airbus’s EASA Design Organization Approval (DOA). 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– 8134. Comments We gave the public the opportunity to participate in developing this AD. The following presents the comments VerDate Sep<11>2014 16:06 Jul 01, 2016 Jkt 238001 received on the NPRM and the FAA’s response to each comment. Request To Clarify Corrective Actions FedEx asked that the corrective actions identified in paragraph (i) of the proposed AD be clarified. FedEx stated that paragraph (h)(1) of the proposed AD specifies ‘‘If one or more of the hole diameters is outside the tolerance of the nominal diameter, and outside the tolerance of the first and second oversize: Do the applicable corrective actions required by paragraph (i) of this AD.’’ FedEx added that paragraph (i) of the proposed AD specifies ‘‘If, during any inspection required by this AD, any crack is found, or one or more of the hole diameters are outside the tolerance of the nominal diameter: Repair before further flight 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).’’ FedEx noted that paragraph (i) should specify ‘‘one or more of the hole diameters are outside the tolerance of the nominal diameter and outside the tolerance of the first and second oversize’’ to match the language in paragraph (h)(1) of the proposed. We agree. We have confirmed that the language in paragraph (i) of this AD should match the language in paragraph (h)(1) of this AD. We have changed paragraph (i) of this AD accordingly. Request To Revise Compliance Time United Parcel Service (UPS) asked that we revise the compliance time for the rototest inspections specified by paragraph (h) of the proposed AD to a threshold based on total service time, rather than calendar time alone. UPS stated that, based on reported findings to date, the crack growth rate is so slow it will not affect the immediate airworthiness of the airplane. UPS suggested that we add a threshold of 11,900 total flight cycles. We do not agree with the commenter’s request. The commenter provided no data to substantiate the proposed compliance time based on flight cycles. In developing an appropriate compliance time for this AD, we considered not only the urgency associated with the subject unsafe condition, but also the manufacturer’s recommendations, EASA’s recommendations, and the practical aspect of accomplishing the required inspections within a period of time that corresponds to the normal scheduled maintenance for most affected operators. After considering all the available information, we have determined that PO 00000 Frm 00011 Fmt 4700 Sfmt 4700 43473 the compliance time, as proposed, represents an appropriate interval of time in which the required actions can be performed in a timely manner within the affected fleet, while still maintaining an adequate level of safety. However, affected operators may request an alternative method of compliance (AMOC) to request a change to the compliance time under the provisions of paragraph (j) of this AD by submitting data and analysis substantiating that the change would provide an acceptable level of safety. We have not changed this AD regarding this issue. Request To Remove High Frequency Eddy Current (HFEC) Inspections UPS asked that the HFEC inspections specified by paragraph (g) of the proposed AD be removed. UPS stated that the HFEC inspection requirement does not enhance airplane safety because only substantial damage can be detected by this method, due to a restricted inspection area. UPS also stated that the smallest crack detectable by an HFEC inspection method is calculated to be 7.5 mm in length, not taking into account the inspection surface radius and the limited access to the inspection area. UPS added that fastener location and potential obstacles affect consistent probe movement, which increases the chance for inconsistent inspection readings. We do not agree with the commenter’s request. The HFEC inspection required by paragraph (g) of this AD is a necessary interim measure intended to find cracking before the required compliance time for the rototest inspection in paragraph (h) of this AD. As the commenter acknowledged, a 7.5mm crack may be detected during an HFEC inspection within 1,000 flight hours. That same 7.5-mm crack, undetected for 3 years until the rototest inspection is done, could grow and result in reduced structural integrity of the airplane; therefore, the repetitive HFEC inspections must be retained in this AD. If no cracking is found, the HFEC inspection can be repeated, or terminated when the rototest inspection is accomplished. However, affected operators may request approval of an AMOC to do the rototest inspections only, under the provisions of paragraph (j) of this AD by submitting data and analysis, and a compliance schedule, substantiating that the change would provide an acceptable level of safety. We have not changed this AD regarding this issue. E:\FR\FM\05JYR1.SGM 05JYR1 43474 Federal Register / Vol. 81, No. 128 / Tuesday, July 5, 2016 / Rules and Regulations Request To Correct Typographical Errors in Service Information FedEx asked that the typographical errors for the structural repair manual (SRM) references in Airbus Service Bulletin A300–57–6115, dated April 4, 2014, be corrected so FedEx can use them to comply with the NPRM requirements. FedEx stated that Airbus was informed of and acknowledged these typographical errors, but currently no changes have been made to the service information. FedEx noted that the service information listed SRM 51– 40–13 for the application of special coatings, but the correct reference is SRM 51–23–20. FedEx also noted that the service information listed SRM 51– 40–12 for the application of paint coatings, but the correct reference is SRM 51–23–10. We agree with the commenter’s concerns. We have changed paragraph (g) of this AD to clarify the correct SRM references to be used. Conclusion We reviewed the available data and determined that air safety and the public interest require adopting this AD with the changes described previously and minor editorial changes. We have determined that these minor changes: • Are consistent with the intent that was proposed in the NPRM for correcting the unsafe condition; and • Do not add any additional burden upon the public than was already proposed in the NPRM. Related Service Information Under 1 CFR Part 51 sradovich on DSK3GDR082PROD with RULES We reviewed the following service information. • Airbus Service Bulletin A300–57– 0257, excluding Appendix 01 and including Appendix 02, dated April 4, 2014. • Airbus Service Bulletin A300–57– 6115, dated April 4, 2014. The service information describes procedures for repetitive inspections for cracking of the fasteners and of the fitting around the fastener holes at the FR40 lower wing location. 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. Costs of Compliance We estimate that this AD affects 166 airplanes of U.S. registry. We also estimate that it takes about 12 work-hours per product to comply with the basic requirements of this AD. The average labor rate is $85 per work-hour. VerDate Sep<11>2014 16:06 Jul 01, 2016 Jkt 238001 Based on these figures, we estimate the cost of this AD on U.S. operators to be $169,320, or $1,020 per product. We have received no definitive data that would enable us to provide a cost estimate for the on-condition actions specified in this 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 AD will not have federalism implications under Executive Order 13132. This AD will not have a substantial direct effect on the States, on the relationship between the national government and the States, or on the distribution of power and responsibilities among the various levels of government. For the reasons discussed above, I certify that this AD: 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. Adoption of the Amendment Accordingly, under the authority delegated to me by the Administrator, the FAA amends 14 CFR part 39 as follows: PO 00000 Frm 00012 Fmt 4700 Sfmt 4700 PART 39—AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows: ■ Authority: 49 U.S.C. 106(g), 40113, 44701. § 39.13 [Amended] 2. The FAA amends § 39.13 by adding the following new airworthiness directive (AD): ■ 2016–13–08 Airbus: Amendment 39–18572. Docket No. FAA–2015–8134; Directorate Identifier 2014–NM–256–AD. (a) Effective Date This AD becomes effective August 9, 2016. (b) Affected ADs None. (c) Applicability This AD applies to all Airbus airplanes identified in paragraphs (c)(1) and (c)(2) of this AD, certificated in any category. (1) Airbus Model A300 B2–1A, B2–1C, B2K–3C, B2–203, B4–2C, B4–103, and B4– 203 airplanes. (2) Airbus Model A300 B4–601, B4–603, B4–620, B4–622, B4–605R, B4–622R, F4– 605R, F4–622R, and C4–605R Variant F airplanes. (d) Subject Air Transport Association (ATA) of America Code 57, Wings. (e) Reason This AD was prompted by a report of cracking of the lower tension bolt area at rib one junction (both sides) of the lower wing. We are issuing this AD to detect and correct crack initiation of the fittings of the frame (FR) 40 lower wing locations, which could result in reduced structural integrity of the airplane. (f) Compliance Comply with this AD within the compliance times specified, unless already done. (g) Repetitive High Frequency Eddy Current (HFEC) Inspections Within 1,000 flight hours after the effective date of this AD: Do an HFEC inspection for cracking of fasteners 1 through 3 at the lefthand and right-hand sides of the FR40 lower junction, and of the fitting around the fastener holes, in accordance with the Accomplishment Instructions of Airbus Service Bulletin A300–57–0257, excluding Appendix 01 and including Appendix 02, dated April 4, 2014 (for Model A300 B2–1A, B2–1C, B2K–3C, B2–203, B4–2C, B4–103, and B4–203 airplanes); or Airbus Service Bulletin A300–57–6115, dated April 4, 2014 (for Model A300 B4–601, B4–603, B4–620, B4–622, B4–605R, B4–622R, F4–605R, F4– 622R, and C4–605R Variant F airplanes). If no cracking is found, repeat the HFEC inspection at intervals not to exceed 1,000 flight hours until a rototest inspection required by paragraph (h)(2) of this AD has been done. Where Airbus Service Bulletin E:\FR\FM\05JYR1.SGM 05JYR1 Federal Register / Vol. 81, No. 128 / Tuesday, July 5, 2016 / Rules and Regulations A300–57–6115, dated April 4, 2014, refers to Structural Repair Manual (SRM) 51–40–13 for applying special protection, the correct reference is SRM 51–23–20; and to SRM 51– 40–12 for applying paint coatings, the correct reference is SRM 51–23–10. (h) Repetitive Rototest Inspections Within 36 months after the effective date of this AD: Remove the fasteners and measure the diameter of the fastener holes; and, before further flight, do the applicable actions required by paragraph (h)(1) or (h)(2) of this AD, in accordance with the Accomplishment Instructions of Airbus Service Bulletin A300–57–0257, excluding Appendix 01 and including Appendix 02, dated April 4, 2014 (for Model A300 B2–1A, B2–1C, B2K–3C, B2–203, B4–2C, B4–103, and B4–203 airplanes); or Airbus Service Bulletin A300–57–6115, dated April 4, 2014 (for Model A300 B4–601, B4–603, B4–620, B4–622, B4–605R, B4–622R, F4–605R, F4– 622R, and C4–605R Variant F airplanes). (1) If one or more of the hole diameters is outside the tolerance of the nominal diameter, and outside the tolerance of the first and second oversize: Do the applicable corrective actions required by paragraph (i) of this AD. (2) If all of the hole diameters are within the tolerance of the nominal diameter or the first or second oversize: Do detailed and rototest inspections for cracking of the fastener holes at the left-hand and right-hand sides of the FR40 lower junction, in accordance with the Accomplishment Instructions of Airbus Service Bulletin A300– 57–0257, excluding Appendix 01 and including Appendix 02, dated April 4, 2014 (for Model A300 B2–1A, B2–1C, B2K–3C, B2–203, B4–2C, B4–103, and B4–203 airplanes); or Airbus Service Bulletin A300– 57–6115, dated April 4, 2014 (for Model A300 B4–601, B4–603, B4–620, B4–622, B4– 605R, B4–622R, F4–605R, F4–622R, and C4– 605R Variant F airplanes). If no cracking is found, before further flight, install new fasteners of the same diameter in special clearance fit for fasteners 1 through 3 of the FR40 lower junction, in accordance with the Accomplishment Instructions of Airbus Service Bulletins A300–57–0257, excluding Appendix 01 and including Appendix 02, dated April 4, 2014; or Airbus Service Bulletin A300–57–6115, dated April 4, 2014. Repeat the rototest inspection thereafter at intervals not to exceed 7,000 flight cycles. Accomplishment of a rototest inspection required by this paragraph terminates the repetitive HFEC inspections required by paragraph (g) of this AD. sradovich on DSK3GDR082PROD with RULES (i) Corrective Actions If, during any inspection required by this AD, any crack is found, or one or more of the hole diameters is outside the tolerance of the nominal diameter, and outside the tolerance of the first and second oversize: Repair before further flight in accordance with 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). VerDate Sep<11>2014 16:06 Jul 01, 2016 Jkt 238001 (j) 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-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 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 (i) 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 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. (k) Related Information Refer to Mandatory Continuing Airworthiness Information (MCAI) EASA Airworthiness Directive 2014–0272, dated December 12, 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–2015–8134. (l) Material Incorporated by Reference (1) The Director of the Federal Register approved the incorporation by reference (IBR) of the service information listed in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51. (2) You must use this service information as applicable to do the actions required by this AD, unless this AD specifies otherwise. (i) Airbus Service Bulletin A300–57–0257, excluding Appendix 01 and including Appendix 02, dated April 4, 2014. PO 00000 Frm 00013 Fmt 4700 Sfmt 4700 43475 (ii) Airbus Service Bulletin A300–57–6115, dated April 4, 2014. (3) For Airbus service information identified in this final rule, 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. (4) 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. (5) You may view this service information that is incorporated by reference at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202–741–6030, or go to: https:// www.archives.gov/federal-register/cfr/ibrlocations.html. Issued in Renton, Washington, on June 21, 2016. Dorr M. Anderson, Acting Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2016–15356 Filed 7–1–16; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2015–8131; Directorate Identifier 2015–NM–073–AD; Amendment 39–18575; AD 2016–13–11] RIN 2120–AA64 Airworthiness Directives; The Boeing Company Airplanes Federal Aviation Administration (FAA), DOT. ACTION: Final rule. AGENCY: We are superseding Airworthiness Directive (AD) 2008–05– 06 for certain The Boeing Company Model 737–100, –200, –300, –400, and –500 series airplanes. AD 2008–05–06 required repetitive inspections for fatigue cracking in the longitudinal floor beam web, upper chord, and lower chord located at certain body stations, and repair if necessary. This new AD requires, for certain airplanes, an inspection to determine if tapered fillers are installed, and related investigative and corrective actions if necessary. This AD was prompted by reports of cracks in the center wing box longitudinal floor beams, upper chord, and lower chord. We are issuing this AD to detect and correct fatigue cracking of the upper and lower chords and web of the longitudinal floor beams, which could result in rapid loss of cabin pressure. SUMMARY: E:\FR\FM\05JYR1.SGM 05JYR1

Agencies

[Federal Register Volume 81, Number 128 (Tuesday, July 5, 2016)]
[Rules and Regulations]
[Pages 43472-43475]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2016-15356]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2015-8134; Directorate Identifier 2014-NM-256-AD; 
Amendment 39-18572; AD 2016-13-08]
RIN 2120-AA64


Airworthiness Directives; Airbus Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of 
Transportation (DOT).

ACTION: Final rule.

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

SUMMARY: We are adopting a new airworthiness directive (AD) for all 
Airbus Model A300 series airplanes; and 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). This AD was 
prompted by a report of cracking of the lower tension bolt area at the 
rib one junction (both sides) of the lower wing. This AD requires 
repetitive inspections for cracking of the fasteners and of the fitting 
around the fastener holes at the frame (FR) 40 lower wing location, and 
corrective actions if necessary. We are issuing this AD to detect and 
correct crack initiation of the fittings of the FR40 lower wing 
locations, which could result in reduced structural integrity of the 
airplane.

DATES: This AD becomes effective August 9, 2016.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in this AD as of August 9, 
2016.

ADDRESSES: For Airbus service information identified in this final 
rule, 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. It is also available on the 
Internet at https://www.regulations.gov by searching for and locating 
Docket No. FAA-2015-8134.

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-
8134; 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 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.

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:

[[Page 43473]]

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 by adding an AD that would apply to all Airbus Model A300 
series airplanes; and 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). The NPRM published in the 
Federal Register on December 31, 2015 (80 FR 81786) (``the NPRM'').
    The European Aviation Safety Agency (EASA), which is the Technical 
Agent for the Member States of the European Union, has issued EASA 
Airworthiness Directive 2014-0272, dated December 12, 2014 (referred to 
after this as the Mandatory Continuing Airworthiness Information, or 
``the MCAI''), to correct an unsafe condition for all Airbus Model A300 
series airplanes; and 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). The MCAI states:

    Following the A300-600 Extended Service Goal (ESG2) exercise, 
specific inspections for cracks were performed in fittings of frame 
(FR) 40, in areas not covered by any existing task.
    Findings were identified on an A300-600 aeroplane withdrawn from 
service in the lower tension bolt area at rib one junction (both 
sides).
    This condition, if not detected and corrected, could lead to 
crack initiation, affecting the structural integrity of the 
aeroplane.
    To address this potential unsafe condition, an inspection 
programme was developed for the fitting around the fastener holes 
located at FR40 lower wing junction, left-hand (LH) and right-hand 
(RH) sides.
    For the reasons described above, this [EASA] AD requires 
repetitive High Frequency Eddy Current (HFEC) inspections and 
rototest inspections of the fitting around the fastener holes 
located at FR40 lower wing junction and, depending on findings, 
accomplishment of a repair.

    The corrective actions include a repair using a method approved by 
the Manager, International Branch, ANM-116, Transport Airplane 
Directorate, FAA; or the EASA; or Airbus's EASA Design Organization 
Approval (DOA).
    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-
8134.

Comments

    We gave the public the opportunity to participate in developing 
this AD. The following presents the comments received on the NPRM and 
the FAA's response to each comment.

Request To Clarify Corrective Actions

    FedEx asked that the corrective actions identified in paragraph (i) 
of the proposed AD be clarified. FedEx stated that paragraph (h)(1) of 
the proposed AD specifies ``If one or more of the hole diameters is 
outside the tolerance of the nominal diameter, and outside the 
tolerance of the first and second oversize: Do the applicable 
corrective actions required by paragraph (i) of this AD.'' FedEx added 
that paragraph (i) of the proposed AD specifies ``If, during any 
inspection required by this AD, any crack is found, or one or more of 
the hole diameters are outside the tolerance of the nominal diameter: 
Repair before further flight 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).'' FedEx noted that paragraph (i) should 
specify ``one or more of the hole diameters are outside the tolerance 
of the nominal diameter and outside the tolerance of the first and 
second oversize'' to match the language in paragraph (h)(1) of the 
proposed.
    We agree. We have confirmed that the language in paragraph (i) of 
this AD should match the language in paragraph (h)(1) of this AD. We 
have changed paragraph (i) of this AD accordingly.

Request To Revise Compliance Time

    United Parcel Service (UPS) asked that we revise the compliance 
time for the rototest inspections specified by paragraph (h) of the 
proposed AD to a threshold based on total service time, rather than 
calendar time alone. UPS stated that, based on reported findings to 
date, the crack growth rate is so slow it will not affect the immediate 
airworthiness of the airplane. UPS suggested that we add a threshold of 
11,900 total flight cycles.
    We do not agree with the commenter's request. The commenter 
provided no data to substantiate the proposed compliance time based on 
flight cycles. In developing an appropriate compliance time for this 
AD, we considered not only the urgency associated with the subject 
unsafe condition, but also the manufacturer's recommendations, EASA's 
recommendations, and the practical aspect of accomplishing the required 
inspections within a period of time that corresponds to the normal 
scheduled maintenance for most affected operators. After considering 
all the available information, we have determined that the compliance 
time, as proposed, represents an appropriate interval of time in which 
the required actions can be performed in a timely manner within the 
affected fleet, while still maintaining an adequate level of safety. 
However, affected operators may request an alternative method of 
compliance (AMOC) to request a change to the compliance time under the 
provisions of paragraph (j) of this AD by submitting data and analysis 
substantiating that the change would provide an acceptable level of 
safety. We have not changed this AD regarding this issue.

Request To Remove High Frequency Eddy Current (HFEC) Inspections

    UPS asked that the HFEC inspections specified by paragraph (g) of 
the proposed AD be removed. UPS stated that the HFEC inspection 
requirement does not enhance airplane safety because only substantial 
damage can be detected by this method, due to a restricted inspection 
area. UPS also stated that the smallest crack detectable by an HFEC 
inspection method is calculated to be 7.5 mm in length, not taking into 
account the inspection surface radius and the limited access to the 
inspection area. UPS added that fastener location and potential 
obstacles affect consistent probe movement, which increases the chance 
for inconsistent inspection readings.
    We do not agree with the commenter's request. The HFEC inspection 
required by paragraph (g) of this AD is a necessary interim measure 
intended to find cracking before the required compliance time for the 
rototest inspection in paragraph (h) of this AD. As the commenter 
acknowledged, a 7.5-mm crack may be detected during an HFEC inspection 
within 1,000 flight hours. That same 7.5-mm crack, undetected for 3 
years until the rototest inspection is done, could grow and result in 
reduced structural integrity of the airplane; therefore, the repetitive 
HFEC inspections must be retained in this AD. If no cracking is found, 
the HFEC inspection can be repeated, or terminated when the rototest 
inspection is accomplished. However, affected operators may request 
approval of an AMOC to do the rototest inspections only, under the 
provisions of paragraph (j) of this AD by submitting data and analysis, 
and a compliance schedule, substantiating that the change would provide 
an acceptable level of safety. We have not changed this AD regarding 
this issue.

[[Page 43474]]

Request To Correct Typographical Errors in Service Information

    FedEx asked that the typographical errors for the structural repair 
manual (SRM) references in Airbus Service Bulletin A300-57-6115, dated 
April 4, 2014, be corrected so FedEx can use them to comply with the 
NPRM requirements. FedEx stated that Airbus was informed of and 
acknowledged these typographical errors, but currently no changes have 
been made to the service information. FedEx noted that the service 
information listed SRM 51-40-13 for the application of special 
coatings, but the correct reference is SRM 51-23-20. FedEx also noted 
that the service information listed SRM 51-40-12 for the application of 
paint coatings, but the correct reference is SRM 51-23-10.
    We agree with the commenter's concerns. We have changed paragraph 
(g) of this AD to clarify the correct SRM references to be used.

Conclusion

    We reviewed the available data and determined that air safety and 
the public interest require adopting this AD with the changes described 
previously and minor editorial changes. We have determined that these 
minor changes:
     Are consistent with the intent that was proposed in the 
NPRM for correcting the unsafe condition; and
     Do not add any additional burden upon the public than was 
already proposed in the NPRM.

Related Service Information Under 1 CFR Part 51

    We reviewed the following service information.
     Airbus Service Bulletin A300-57-0257, excluding Appendix 
01 and including Appendix 02, dated April 4, 2014.
     Airbus Service Bulletin A300-57-6115, dated April 4, 2014.

The service information describes procedures for repetitive inspections 
for cracking of the fasteners and of the fitting around the fastener 
holes at the FR40 lower wing location. 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.

Costs of Compliance

    We estimate that this AD affects 166 airplanes of U.S. registry.
    We also estimate that it takes about 12 work-hours per product to 
comply with the basic requirements of this AD. The average labor rate 
is $85 per work-hour. Based on these figures, we estimate the cost of 
this AD on U.S. operators to be $169,320, or $1,020 per product.
    We have received no definitive data that would enable us to provide 
a cost estimate for the on-condition actions specified in this 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 AD will not have federalism implications 
under Executive Order 13132. This AD will not have a substantial direct 
effect on the States, on the relationship between the national 
government and the States, or on the distribution of power and 
responsibilities among the various levels of government.
    For the reasons discussed above, I certify that this AD:
    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.

Adoption of the Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA amends 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 adding the following new airworthiness 
directive (AD):

2016-13-08 Airbus: Amendment 39-18572. Docket No. FAA-2015-8134; 
Directorate Identifier 2014-NM-256-AD.

(a) Effective Date

    This AD becomes effective August 9, 2016.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to all Airbus airplanes identified in paragraphs 
(c)(1) and (c)(2) of this AD, certificated in any category.
    (1) Airbus Model A300 B2-1A, B2-1C, B2K-3C, B2-203, B4-2C, B4-
103, and B4-203 airplanes.
    (2) Airbus Model A300 B4-601, B4-603, B4-620, B4-622, B4-605R, 
B4-622R, F4-605R, F4-622R, and C4-605R Variant F airplanes.

(d) Subject

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

(e) Reason

    This AD was prompted by a report of cracking of the lower 
tension bolt area at rib one junction (both sides) of the lower 
wing. We are issuing this AD to detect and correct crack initiation 
of the fittings of the frame (FR) 40 lower wing locations, which 
could result in reduced structural integrity of the airplane.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

(g) Repetitive High Frequency Eddy Current (HFEC) Inspections

    Within 1,000 flight hours after the effective date of this AD: 
Do an HFEC inspection for cracking of fasteners 1 through 3 at the 
left-hand and right-hand sides of the FR40 lower junction, and of 
the fitting around the fastener holes, in accordance with the 
Accomplishment Instructions of Airbus Service Bulletin A300-57-0257, 
excluding Appendix 01 and including Appendix 02, dated April 4, 2014 
(for Model A300 B2-1A, B2-1C, B2K-3C, B2-203, B4-2C, B4-103, and B4-
203 airplanes); or Airbus Service Bulletin A300-57-6115, dated April 
4, 2014 (for Model A300 B4-601, B4-603, B4-620, B4-622, B4-605R, B4-
622R, F4-605R, F4-622R, and C4-605R Variant F airplanes). If no 
cracking is found, repeat the HFEC inspection at intervals not to 
exceed 1,000 flight hours until a rototest inspection required by 
paragraph (h)(2) of this AD has been done. Where Airbus Service 
Bulletin

[[Page 43475]]

A300-57-6115, dated April 4, 2014, refers to Structural Repair 
Manual (SRM) 51-40-13 for applying special protection, the correct 
reference is SRM 51-23-20; and to SRM 51-40-12 for applying paint 
coatings, the correct reference is SRM 51-23-10.

(h) Repetitive Rototest Inspections

    Within 36 months after the effective date of this AD: Remove the 
fasteners and measure the diameter of the fastener holes; and, 
before further flight, do the applicable actions required by 
paragraph (h)(1) or (h)(2) of this AD, in accordance with the 
Accomplishment Instructions of Airbus Service Bulletin A300-57-0257, 
excluding Appendix 01 and including Appendix 02, dated April 4, 2014 
(for Model A300 B2-1A, B2-1C, B2K-3C, B2-203, B4-2C, B4-103, and B4-
203 airplanes); or Airbus Service Bulletin A300-57-6115, dated April 
4, 2014 (for Model A300 B4-601, B4-603, B4-620, B4-622, B4-605R, B4-
622R, F4-605R, F4-622R, and C4-605R Variant F airplanes).
    (1) If one or more of the hole diameters is outside the 
tolerance of the nominal diameter, and outside the tolerance of the 
first and second oversize: Do the applicable corrective actions 
required by paragraph (i) of this AD.
    (2) If all of the hole diameters are within the tolerance of the 
nominal diameter or the first or second oversize: Do detailed and 
rototest inspections for cracking of the fastener holes at the left-
hand and right-hand sides of the FR40 lower junction, in accordance 
with the Accomplishment Instructions of Airbus Service Bulletin 
A300-57-0257, excluding Appendix 01 and including Appendix 02, dated 
April 4, 2014 (for Model A300 B2-1A, B2-1C, B2K-3C, B2-203, B4-2C, 
B4-103, and B4-203 airplanes); or Airbus Service Bulletin A300-57-
6115, dated April 4, 2014 (for Model A300 B4-601, B4-603, B4-620, 
B4-622, B4-605R, B4-622R, F4-605R, F4-622R, and C4-605R Variant F 
airplanes). If no cracking is found, before further flight, install 
new fasteners of the same diameter in special clearance fit for 
fasteners 1 through 3 of the FR40 lower junction, in accordance with 
the Accomplishment Instructions of Airbus Service Bulletins A300-57-
0257, excluding Appendix 01 and including Appendix 02, dated April 
4, 2014; or Airbus Service Bulletin A300-57-6115, dated April 4, 
2014. Repeat the rototest inspection thereafter at intervals not to 
exceed 7,000 flight cycles. Accomplishment of a rototest inspection 
required by this paragraph terminates the repetitive HFEC 
inspections required by paragraph (g) of this AD.

(i) Corrective Actions

    If, during any inspection required by this AD, any crack is 
found, or one or more of the hole diameters is outside the tolerance 
of the nominal diameter, and outside the tolerance of the first and 
second oversize: Repair before further flight in accordance with a 
method approved by the Manager, International Branch, ANM-116, 
Transport Airplane Directorate, FAA; or the European Aviation Safety 
Agency (EASA); or Airbus's EASA Design Organization Approval (DOA).

(j) 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. 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 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 (i) 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 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.

(k) Related Information

    Refer to Mandatory Continuing Airworthiness Information (MCAI) 
EASA Airworthiness Directive 2014-0272, dated December 12, 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-2015-8134.

(l) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the 
incorporation by reference (IBR) of the service information listed 
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) You must use this service information as applicable to do 
the actions required by this AD, unless this AD specifies otherwise.
    (i) Airbus Service Bulletin A300-57-0257, excluding Appendix 01 
and including Appendix 02, dated April 4, 2014.
    (ii) Airbus Service Bulletin A300-57-6115, dated April 4, 2014.
    (3) For Airbus service information identified in this final 
rule, 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.
    (4) 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.
    (5) You may view this service information that is incorporated 
by reference at the National Archives and Records Administration 
(NARA). For information on the availability of this material at 
NARA, call 202-741-6030, or go to: https://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued in Renton, Washington, on June 21, 2016.
Dorr M. Anderson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2016-15356 Filed 7-1-16; 8:45 am]
 BILLING CODE 4910-13-P
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