Airworthiness Directives; Airbus Airplanes, 34885-34888 [2017-15558]
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Federal Register / Vol. 82, No. 143 / Thursday, July 27, 2017 / Proposed Rules
parties and other sources; to protect the
privacy of third parties; and to safeguard
classified information. Disclosure of
information to the subject of the inquiry
could also permit the subject to avoid
detection or apprehension.
In appropriate circumstances, when
compliance would not appear to
interfere with or adversely affect the law
enforcement purposes of this system
and the overall law enforcement
process, the applicable exemptions may
be waived on a case by case basis.
A notice of system of records for DHS/
ALL–039 Foreign Access Management
System of Records is also published in
this issue of the Federal Register.
List of Subjects in 6 CFR Part 5
Freedom of information, Privacy.
For the reasons stated in the
preamble, DHS proposes to amend
chapter I of title 6, Code of Federal
Regulations, as follows:
PART 5—DISCLOSURE OF RECORDS
AND INFORMATION
1. Revise the authority citation for part
5 to read as follows:
■
Authority: 6 U.S.C. 101 et seq.; Pub. L.
107–296, 116 Stat. 2135; 5 U.S.C. 301.
2. Amend appendix C to part 5 by
adding paragraph 78 to read as follows:
■
Appendix C to Part 5—DHS Systems of
Records Exempt From the Privacy Act
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*
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78. The DHS/ALL–039 Foreign Access
Management System of Records consists
of electronic and paper records and will
be used by DHS and its components.
The DHS/ALL–039 Foreign Access
Management System of Records is a
repository of information held by DHS
in connection with its several and
varied missions and functions,
including, but not limited to the
enforcement of civil and criminal laws;
investigations, inquiries, and
proceedings there under; and national
security and intelligence activities. The
DHS/ALL–039 Foreign Access
Management System of Records
contains information that is collected
by, on behalf of, in support of, or in
cooperation with DHS and its
components and may contain personally
identifiable information collected by
other federal, state, local, tribal, foreign,
or international government agencies.
The Secretary of Homeland Security,
pursuant to 5 U.S.C. 552a(k)(1), (k)(2),
and (k)(5), has exempted this system
from the following provisions of the
Privacy Act: 5 U.S.C. 552a(c)(3); (d);
(e)(1), (e)(4)(G), (e)(4)(H), (e)(4)(I); and
(f). When a record received from another
system has been exempted in that
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source system under 5 U.S.C. 552a(j)(2),
DHS will claim the same exemptions for
those records that are claimed for the
original primary systems of records from
which they originated and claims any
additional exemptions set forth here.
Exemptions from these particular
subsections are justified, on a case-bycase basis to be determined at the time
a request is made, for the following
reasons:
(a) From subsection (c)(3) (Accounting
for Disclosures) because release of the
accounting of disclosures could alert the
subject of an investigation of an actual
or potential criminal, civil, or regulatory
violation to the existence of that
investigation and reveal investigative
interest on the part of DHS as well as
the recipient agency. Disclosure of the
accounting would therefore present a
serious impediment to law enforcement
efforts and efforts to preserve national
security. Disclosure of the accounting
would also permit the individual who is
the subject of a record to impede the
investigation, to tamper with witnesses
or evidence, and to avoid detection or
apprehension, which would undermine
the entire investigative process. When
an investigation has been completed,
information on disclosures made may
continue to be exempted if the fact that
an investigation occurred remains
sensitive after completion.
(b) From subsection (d) (Access and
Amendment to Records) because access
to the records contained in this system
of records could inform the subject of an
investigation of an actual or potential
criminal, civil, or regulatory violation to
the existence of that investigation and
reveal investigative interest on the part
of DHS or another agency. Access to the
records could permit the individual
who is the subject of a record to impede
the investigation, to tamper with
witnesses or evidence, and to avoid
detection or apprehension. Amendment
of the records could interfere with
ongoing investigations and law
enforcement activities and would
impose an unreasonable administrative
burden by requiring investigations to be
continually reinvestigated. In addition,
permitting access and amendment to
such information could disclose
security-sensitive information that
could be detrimental to homeland
security.
(f) From subsections (e)(4)(G),
(e)(4)(H), and (e)(4)(I) (Agency
Requirements) and (f) (Agency Rules),
because portions of this system are
exempt from the individual access
provisions of subsection (d) for the
reasons noted above, and therefore DHS
is not required to establish
requirements, rules, or procedures with
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34885
respect to such access. Providing notice
to individuals with respect to existence
of records pertaining to them in the
system of records or otherwise setting
up procedures pursuant to which
individuals may access and view
records pertaining to themselves in the
system would undermine investigative
efforts and reveal the identities of
witnesses, and potential witnesses, and
confidential informants.
Dated: July 20, 2017.
Jonathan R. Cantor,
Acting Chief Privacy Officer, Department of
Homeland Security.
[FR Doc. 2017–15751 Filed 7–26–17; 8:45 am]
BILLING CODE 9110–9B–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2017–0710; Directorate
Identifier 2017–NM–019–AD]
RIN 2120–AA64
Airworthiness Directives; Airbus
Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to adopt a new
airworthiness directive (AD) for certain
Airbus Model A300 B4–600R series
airplanes; Model A300 B4–603, B4–620,
and B4–622 airplanes; Model A300 C4–
605R Variant F airplanes; and Model
A300 F4–605R airplanes. This proposed
AD was prompted by a determination
that the top stringer joints at rib 18 are
an area of uniform stress distribution,
which indicates that cracks may
develop in adjacent stringers at the same
time. This proposed AD would require
an inspection of the upper wing skin
and top stringer joints, and modification
of the stringer joint couplings if
necessary. We are proposing this AD to
address the unsafe condition on these
products.
DATES: We must receive comments on
this proposed AD by September 11,
2017.
ADDRESSES: 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–
SUMMARY:
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Federal Register / Vol. 82, No. 143 / Thursday, July 27, 2017 / Proposed Rules
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE.,
Washington, DC 20590.
• Hand Delivery: Deliver to Mail
address above between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
For service information identified in
this NPRM, 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–2017–
0710; 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:
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Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposal. Send your comments to
an address listed under the ADDRESSES
section. Include ‘‘Docket No. FAA–
2017–0710; Directorate Identifier 2017–
NM–019–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
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substantive verbal contact we receive
about this proposed AD.
Discussion
Fatigue damage can occur locally, in
small areas or structural design details,
or globally, in widespread areas.
Multiple-site damage is widespread
damage that occurs in a large structural
element such as a single rivet line of a
lap splice joining two large skin panels.
Widespread damage can also occur in
multiple elements such as adjacent
frames or stringers. Multiple-site
damage and multiple-element damage
cracks are typically too small initially to
be reliably detected with normal
inspection methods. Without
intervention, these cracks will grow,
and eventually compromise the
structural integrity of the airplane. This
condition is known as widespread
fatigue damage (WFD). It is associated
with general degradation of large areas
of structure with similar structural
details and stress levels. As an airplane
ages, WFD will likely occur, and will
certainly occur if the airplane is
operated long enough without any
intervention.
The FAA’s WFD final rule (75 FR
69746, November 15, 2010) became
effective on January 14, 2011. The WFD
rule requires certain actions to prevent
structural failure due to WFD
throughout the operational life of
certain existing transport category
airplanes and all of these airplanes that
will be certificated in the future. For
existing and future airplanes subject to
the WFD rule, the rule requires that
DAHs establish a limit of validity (LOV)
of the engineering data that support the
structural maintenance program.
Operators affected by the WFD rule may
not fly an airplane beyond its LOV,
unless an extended LOV is approved.
The WFD rule (75 FR 69746,
November 15, 2010) does not require
identifying and developing maintenance
actions if the DAHs can show that such
actions are not necessary to prevent
WFD before the airplane reaches the
LOV. Many LOVs, however, do depend
on accomplishment of future
maintenance actions. As stated in the
WFD rule, any maintenance actions
necessary to reach the LOV will be
mandated by airworthiness directives
through separate rulemaking actions.
In the context of WFD, this action is
necessary to enable DAHs to propose
LOVs that allow operators the longest
operational lives for their airplanes, and
still ensure that WFD will not occur.
This approach allows for an
implementation strategy that provides
flexibility to DAHs in determining the
timing of service information
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development (with FAA approval),
while providing operators with certainty
regarding the LOV applicable to their
airplanes.
The European Aviation Safety Agency
(EASA), which is the Technical Agent
for the Member States of the European
Union, has issued EASA Airworthiness
Directive 2017–0023, dated February 10,
2017 (referred to after this as the
Mandatory Continuing Airworthiness
Information, or ‘‘the MCAI’’), to correct
an unsafe condition for certain Airbus
Model A300 B4–600R series airplanes;
Model A300 B4–603, B4–620, and B4–
622 airplanes; Model A300 C4–605R
Variant F airplanes; and Model A300
F4–605R airplanes. The MCAI states:
In response to the FAA Part 26 rule change
concerning Widespread Fatigue Damage
(WFD), all wing structural items of the A300–
600 design deemed potentially susceptible to
WFD were assessed. The top stringer joints
at Rib 18 were highlighted as an area of
uniform stress distribution, indicating that
cracks may develop in adjacent stringers at
the same time which is known as Multi
Element Damage (MED). Each affected
stringer joint consists of three main load
transferring parts: An overlapping flange, two
straps attached through the stringer web and
a strap on the top flange. All the components
of the joint are attached with fasteners. The
fastener holes were the subject of a MED
WFD analysis, which showed that cracking
could occur from a number of the holes in
the joint on stringers 11, 12, 13, 14, 15, 16,
17, and 18.
This condition, if not detected and
corrected, could reduce the structural
integrity of the wing.
Prompted by the conclusion of the WFD
analysis, Airbus issued Service Bulletin (SB)
A300–57–6118 to provide modification
instructions. The modification will both relife via oversizing and inspect via nondestructive test a defined number of stringer
joint fastener holes at Rib 18. This
modification will delay the onset of cracking
at the stringer joint, providing it is completed
at the specified time and will delay the
requirement for subsequent inspection.
For the reasons described above, this
[EASA] AD requires a detailed visual
inspection (DVI) [for damage, including
cracking] of the upper wing skin and the top
stringer joints at Rib 18, [and corrective
action if necessary] and modification of the
stringer joint couplings at Rib 18, on both
wings [as applicable].
The modification includes a related
investigative action, i.e., a special
detailed (roto-probe) inspection for
damage, including cracking, of the
fastener holes in the upper wing skin,
and corrective action if necessary.
Corrective actions include repairing any
damage. 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–2017–
0710.
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Federal Register / Vol. 82, No. 143 / Thursday, July 27, 2017 / Proposed Rules
Related Service Information Under 1
CFR Part 51
Airbus has issued Service Bulletin
A300–57–6118, Revision 01, dated
January 31, 2017. This service
information describes procedures for an
inspection of the upper wing skin and
top stringer joints at rib 18, and
modification of the stringer joint
couplings. 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.
Costs of Compliance
We estimate that this proposed AD
affects 65 airplanes of U.S. registry.
We estimate the following costs to
comply with this proposed AD:
ESTIMATED COSTS
Action
Labor cost
Inspections and modification ..........................
37 work-hours × $85 per hour = $3,145 ........
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.
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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;
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Parts cost
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.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive (AD):
■
Airbus: Docket No. FAA–2017–0710;
Directorate Identifier 2017–NM–019–AD.
(a) Comments Due Date
We must receive comments by September
11, 2017.
(b) Affected ADs
None.
(c) Applicability
This AD applies to Airbus Model A300 B4–
605R, B4–622R, B4–603, C4–605R Variant F,
B4–620, B4–622, and F4–605R airplanes,
certificated in any category, all serial
numbers except Model A300 F4–605R
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$4,770
Cost per
product
$7,915
Cost on U.S.
operators
$514,475
airplanes that have embodied Airbus
modification 12699 in production.
(d) Subject
Air Transport Association (ATA) of
America Code 57, Wings.
(e) Reason
This AD was prompted by a determination
that the top stringer joints at rib 18 are an
area of uniform stress distribution, which
indicates that cracks may develop in adjacent
stringers at the same time. We are issuing this
AD to detect and correct damage (including
cracking) at the stringer joints, which could
reduce the structural integrity of the wing.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Definitions
For the purposes of this AD, the definitions
in paragraphs (g)(1) through (g)(5) of this AD
apply.
(1) Group 1 airplanes are defined as Airbus
Model A300 B4–603, B4–605R, B4–620, B4–
622, and B4–622R airplanes.
(2) Group 2 airplanes are defined as Airbus
Model A300 C4–605 Variant F and F4–605R
(if in pre-modification 12699 configuration)
airplanes.
(3) Short range (SR) is defined as airplanes
with an average flight time of less than 1.5
flight hours per flight cycle.
(4) Long range (LR) is defined as airplanes
with an average flight time equal to or higher
than 1.5 flight hours per flight cycle.
(5) For determining the ‘‘short range’’ and
‘‘long range’’ airplanes, the average flight
time is the total accumulated flight hours,
counted from take-off to touch-down, divided
by the total accumulated flight cycles at the
effective date of this AD.
(h) Inspection and Modification
Not before exceeding the applicable lower
thresholds as specified in table 1 to
paragraph (h) of this AD, and within the
compliance times specified in paragraphs
(h)(1), (h)(2), (h)(3), and (h)(4) of this AD, as
applicable: Accomplish a detailed visual
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Federal Register / Vol. 82, No. 143 / Thursday, July 27, 2017 / Proposed Rules
inspection for damage (including cracking) of
the upper wing skin and top stringer joints
at rib 18 on both wings, do all applicable
corrective actions, and do the applicable
modification, including related investigative
and corrective actions, in accordance with
the Accomplishment Instructions of Airbus
Service Bulletin A300–57–6118, Revision 01,
dated January 31, 2017, except as required by
paragraph (i) of this AD. Do all applicable
modifications, related investigative actions,
and corrective actions before further flight.
(1) For Group 1, LR airplanes: Inspect at
the time specified in paragraph (h)(1)(i) or
(h)(1)(ii) of this AD, whichever occurs later.
(i) Before exceeding 32,500 flight cycles or
70,300 flight hours, whichever occurs first
since first flight of the airplane.
(ii) Within 700 flight cycles, 1,500 flight
hours, or 12 months, whichever occurs first
after the effective date of this AD.
(2) For Group 1, SR airplanes: Inspect at
the time specified in paragraphs (h)(2)(i) or
(h)(2)(ii) of this AD, whichever occurs later.
(i) Before exceeding 35,100 flight cycles or
52,600 flight hours, whichever occurs first
since the first flight of the airplane.
(ii) Within 700 flight cycles or 1,000 flight
hours, or 12 months, whichever occurs first
after the effective date of this AD.
(3) For Group 2, LR airplanes: Inspect
before exceeding 35,000 flight cycles or
75,700 flight hours, whichever occurs first
since the first flight of the airplane.
(4) For Group 2, SR airplanes: Inspect
before exceeding 37,800 flight cycles or
56,700 flight hours, whichever occurs first
since the first flight of the airplane.
TABLE 1 TO PARAGRAPH (h) OF THIS
AD—COMPLIANCE TIME LOWER
THRESHOLDS
Applicable
airplanes
Group 1, LR
Group 1, SR
Group 2, LR
Group 2, SR
Compliance time flight cycles (FC) or
flight hours (FH), whichever occurs
first since first flight of the airplane
Not before exceeding
66,700 FH.
Not before exceeding
43,000 FH.
Not before exceeding
61,700 FH.
Not before exceeding
51,600 FH.
30,900 FC or
28,700 FC or
28,600 FC or
34,400 FC or
(i) Service Information Exception
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Where Airbus Service Bulletin A300–57–
6118, Revision 01, dated January 31, 2017,
specifies to contact Airbus for appropriate
action, and specifies that action as ‘‘RC’’
(Required for Compliance): Before further
flight, accomplish corrective actions in
accordance with the procedures specified in
paragraph (k)(2) of this AD.
(j) Credit for Previous Actions
This paragraph provides credit for actions
required by paragraph (h) of this AD, if those
actions were performed before the effective
date of this AD using Airbus Service Bulletin
A300–57–6118, dated June 30, 2015.
(k) Other FAA AD Provisions
The following provisions also apply to this
AD:
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(1) Alternative Methods of Compliance
(AMOCs): The Manager, International
Branch, ANM–116, 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 manager of the International Branch,
send it to the attention of the person
identified in paragraph (l)(2) of this AD.
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.
(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 Airbus’s EASA Design
Organization Approval (DOA). If approved by
the DOA, the approval must include the
DOA-authorized signature.
(3) Required for Compliance (RC): 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.
(l) Related Information
(1) Refer to Mandatory Continuing
Airworthiness Information (MCAI) EASA
Airworthiness Directive 2017–0023, dated
February 10, 2017, 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–2017–0710.
(2) For more information about this AD,
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.
(3) 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.
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Issued in Renton, Washington, on July 18,
2017.
Victor Wicklund,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2017–15558 Filed 7–26–17; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2017–0711; Directorate
Identifier 2017–NM–003–AD]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to adopt a new
airworthiness directive (AD) for certain
The Boeing Company Model 757–200,
–200CB, and –300 series airplanes. This
proposed AD was prompted by a report
of fatigue cracking found in a certain
fuselage frame, which severed the inner
chord and web. This proposed AD
would require inspecting the fuselage
frame for existing repairs, repetitive
inspections, and applicable repairs. We
are proposing this AD to address the
unsafe condition on these products.
DATES: We must receive comments on
this proposed AD by September 11,
2017.
SUMMARY:
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: Deliver to Mail
address above between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
For service information identified in
this NPRM, contact Boeing Commercial
Airplanes, Attention: Contractual & Data
Services (C&DS), 2600 Westminster
Blvd., MC 110–SK57, Seal Beach, CA
90740; telephone: 562–797–1717;
Internet: https://
www.myboeingfleet.com. You may view
this referenced service information at
ADDRESSES:
E:\FR\FM\27JYP1.SGM
27JYP1
]]>Agencies
[Federal Register Volume 82, Number 143 (Thursday, July 27, 2017)]
[Proposed Rules]
[Pages 34885-34888]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2017-15558]
=======================================================================
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2017-0710; Directorate Identifier 2017-NM-019-AD]
RIN 2120-AA64
Airworthiness Directives; Airbus Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: We propose to adopt a new airworthiness directive (AD) for
certain Airbus Model A300 B4-600R series airplanes; Model A300 B4-603,
B4-620, and B4-622 airplanes; Model A300 C4-605R Variant F airplanes;
and Model A300 F4-605R airplanes. This proposed AD was prompted by a
determination that the top stringer joints at rib 18 are an area of
uniform stress distribution, which indicates that cracks may develop in
adjacent stringers at the same time. This proposed AD would require an
inspection of the upper wing skin and top stringer joints, and
modification of the stringer joint couplings if necessary. We are
proposing this AD to address the unsafe condition on these products.
DATES: We must receive comments on this proposed AD by September 11,
2017.
ADDRESSES: 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-
[[Page 34886]]
30, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue
SE., Washington, DC 20590.
Hand Delivery: Deliver to Mail address above between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
For service information identified in this NPRM, 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-2017-
0710; 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 proposal. Send your comments to an address listed
under the ADDRESSES section. Include ``Docket No. FAA-2017-0710;
Directorate Identifier 2017-NM-019-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
Fatigue damage can occur locally, in small areas or structural
design details, or globally, in widespread areas. Multiple-site damage
is widespread damage that occurs in a large structural element such as
a single rivet line of a lap splice joining two large skin panels.
Widespread damage can also occur in multiple elements such as adjacent
frames or stringers. Multiple-site damage and multiple-element damage
cracks are typically too small initially to be reliably detected with
normal inspection methods. Without intervention, these cracks will
grow, and eventually compromise the structural integrity of the
airplane. This condition is known as widespread fatigue damage (WFD).
It is associated with general degradation of large areas of structure
with similar structural details and stress levels. As an airplane ages,
WFD will likely occur, and will certainly occur if the airplane is
operated long enough without any intervention.
The FAA's WFD final rule (75 FR 69746, November 15, 2010) became
effective on January 14, 2011. The WFD rule requires certain actions to
prevent structural failure due to WFD throughout the operational life
of certain existing transport category airplanes and all of these
airplanes that will be certificated in the future. For existing and
future airplanes subject to the WFD rule, the rule requires that DAHs
establish a limit of validity (LOV) of the engineering data that
support the structural maintenance program. Operators affected by the
WFD rule may not fly an airplane beyond its LOV, unless an extended LOV
is approved.
The WFD rule (75 FR 69746, November 15, 2010) does not require
identifying and developing maintenance actions if the DAHs can show
that such actions are not necessary to prevent WFD before the airplane
reaches the LOV. Many LOVs, however, do depend on accomplishment of
future maintenance actions. As stated in the WFD rule, any maintenance
actions necessary to reach the LOV will be mandated by airworthiness
directives through separate rulemaking actions.
In the context of WFD, this action is necessary to enable DAHs to
propose LOVs that allow operators the longest operational lives for
their airplanes, and still ensure that WFD will not occur. This
approach allows for an implementation strategy that provides
flexibility to DAHs in determining the timing of service information
development (with FAA approval), while providing operators with
certainty regarding the LOV applicable to their airplanes.
The European Aviation Safety Agency (EASA), which is the Technical
Agent for the Member States of the European Union, has issued EASA
Airworthiness Directive 2017-0023, dated February 10, 2017 (referred to
after this as the Mandatory Continuing Airworthiness Information, or
``the MCAI''), to correct an unsafe condition for certain Airbus Model
A300 B4-600R series airplanes; Model A300 B4-603, B4-620, and B4-622
airplanes; Model A300 C4-605R Variant F airplanes; and Model A300 F4-
605R airplanes. The MCAI states:
In response to the FAA Part 26 rule change concerning Widespread
Fatigue Damage (WFD), all wing structural items of the A300-600
design deemed potentially susceptible to WFD were assessed. The top
stringer joints at Rib 18 were highlighted as an area of uniform
stress distribution, indicating that cracks may develop in adjacent
stringers at the same time which is known as Multi Element Damage
(MED). Each affected stringer joint consists of three main load
transferring parts: An overlapping flange, two straps attached
through the stringer web and a strap on the top flange. All the
components of the joint are attached with fasteners. The fastener
holes were the subject of a MED WFD analysis, which showed that
cracking could occur from a number of the holes in the joint on
stringers 11, 12, 13, 14, 15, 16, 17, and 18.
This condition, if not detected and corrected, could reduce the
structural integrity of the wing.
Prompted by the conclusion of the WFD analysis, Airbus issued
Service Bulletin (SB) A300-57-6118 to provide modification
instructions. The modification will both re-life via oversizing and
inspect via non-destructive test a defined number of stringer joint
fastener holes at Rib 18. This modification will delay the onset of
cracking at the stringer joint, providing it is completed at the
specified time and will delay the requirement for subsequent
inspection.
For the reasons described above, this [EASA] AD requires a
detailed visual inspection (DVI) [for damage, including cracking] of
the upper wing skin and the top stringer joints at Rib 18, [and
corrective action if necessary] and modification of the stringer
joint couplings at Rib 18, on both wings [as applicable].
The modification includes a related investigative action, i.e., a
special detailed (roto-probe) inspection for damage, including
cracking, of the fastener holes in the upper wing skin, and corrective
action if necessary. Corrective actions include repairing any damage.
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-2017-
0710.
[[Page 34887]]
Related Service Information Under 1 CFR Part 51
Airbus has issued Service Bulletin A300-57-6118, Revision 01, dated
January 31, 2017. This service information describes procedures for an
inspection of the upper wing skin and top stringer joints at rib 18,
and modification of the stringer joint couplings. 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.
Costs of Compliance
We estimate that this proposed AD affects 65 airplanes of U.S.
registry.
We estimate the following costs to comply with this proposed AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost per Cost on U.S.
Action Labor cost Parts cost product operators
----------------------------------------------------------------------------------------------------------------
Inspections and modification.......... 37 work-hours x $85 per $4,770 $7,915 $514,475
hour = $3,145.
----------------------------------------------------------------------------------------------------------------
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 adding the following new airworthiness
directive (AD):
Airbus: Docket No. FAA-2017-0710; Directorate Identifier 2017-NM-
019-AD.
(a) Comments Due Date
We must receive comments by September 11, 2017.
(b) Affected ADs
None.
(c) Applicability
This AD applies to Airbus Model A300 B4-605R, B4-622R, B4-603,
C4-605R Variant F, B4-620, B4-622, and F4-605R airplanes,
certificated in any category, all serial numbers except Model A300
F4-605R airplanes that have embodied Airbus modification 12699 in
production.
(d) Subject
Air Transport Association (ATA) of America Code 57, Wings.
(e) Reason
This AD was prompted by a determination that the top stringer
joints at rib 18 are an area of uniform stress distribution, which
indicates that cracks may develop in adjacent stringers at the same
time. We are issuing this AD to detect and correct damage (including
cracking) at the stringer joints, which could reduce the structural
integrity of the wing.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Definitions
For the purposes of this AD, the definitions in paragraphs
(g)(1) through (g)(5) of this AD apply.
(1) Group 1 airplanes are defined as Airbus Model A300 B4-603,
B4-605R, B4-620, B4-622, and B4-622R airplanes.
(2) Group 2 airplanes are defined as Airbus Model A300 C4-605
Variant F and F4-605R (if in pre-modification 12699 configuration)
airplanes.
(3) Short range (SR) is defined as airplanes with an average
flight time of less than 1.5 flight hours per flight cycle.
(4) Long range (LR) is defined as airplanes with an average
flight time equal to or higher than 1.5 flight hours per flight
cycle.
(5) For determining the ``short range'' and ``long range''
airplanes, the average flight time is the total accumulated flight
hours, counted from take-off to touch-down, divided by the total
accumulated flight cycles at the effective date of this AD.
(h) Inspection and Modification
Not before exceeding the applicable lower thresholds as
specified in table 1 to paragraph (h) of this AD, and within the
compliance times specified in paragraphs (h)(1), (h)(2), (h)(3), and
(h)(4) of this AD, as applicable: Accomplish a detailed visual
[[Page 34888]]
inspection for damage (including cracking) of the upper wing skin
and top stringer joints at rib 18 on both wings, do all applicable
corrective actions, and do the applicable modification, including
related investigative and corrective actions, in accordance with the
Accomplishment Instructions of Airbus Service Bulletin A300-57-6118,
Revision 01, dated January 31, 2017, except as required by paragraph
(i) of this AD. Do all applicable modifications, related
investigative actions, and corrective actions before further flight.
(1) For Group 1, LR airplanes: Inspect at the time specified in
paragraph (h)(1)(i) or (h)(1)(ii) of this AD, whichever occurs
later.
(i) Before exceeding 32,500 flight cycles or 70,300 flight
hours, whichever occurs first since first flight of the airplane.
(ii) Within 700 flight cycles, 1,500 flight hours, or 12 months,
whichever occurs first after the effective date of this AD.
(2) For Group 1, SR airplanes: Inspect at the time specified in
paragraphs (h)(2)(i) or (h)(2)(ii) of this AD, whichever occurs
later.
(i) Before exceeding 35,100 flight cycles or 52,600 flight
hours, whichever occurs first since the first flight of the
airplane.
(ii) Within 700 flight cycles or 1,000 flight hours, or 12
months, whichever occurs first after the effective date of this AD.
(3) For Group 2, LR airplanes: Inspect before exceeding 35,000
flight cycles or 75,700 flight hours, whichever occurs first since
the first flight of the airplane.
(4) For Group 2, SR airplanes: Inspect before exceeding 37,800
flight cycles or 56,700 flight hours, whichever occurs first since
the first flight of the airplane.
Table 1 to Paragraph (h) of This AD--Compliance Time Lower Thresholds
------------------------------------------------------------------------
Compliance time flight cycles (FC)
or flight hours (FH), whichever
Applicable airplanes occurs first since first flight of
the airplane
------------------------------------------------------------------------
Group 1, LR....................... Not before exceeding 30,900 FC or
66,700 FH.
Group 1, SR....................... Not before exceeding 28,700 FC or
43,000 FH.
Group 2, LR....................... Not before exceeding 28,600 FC or
61,700 FH.
Group 2, SR....................... Not before exceeding 34,400 FC or
51,600 FH.
------------------------------------------------------------------------
(i) Service Information Exception
Where Airbus Service Bulletin A300-57-6118, Revision 01, dated
January 31, 2017, specifies to contact Airbus for appropriate
action, and specifies that action as ``RC'' (Required for
Compliance): Before further flight, accomplish corrective actions in
accordance with the procedures specified in paragraph (k)(2) of this
AD.
(j) Credit for Previous Actions
This paragraph provides credit for actions required by paragraph
(h) of this AD, if those actions were performed before the effective
date of this AD using Airbus Service Bulletin A300-57-6118, dated
June 30, 2015.
(k) Other FAA AD Provisions
The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager,
International Branch, ANM-116, 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 manager of the
International Branch, send it to the attention of the person
identified in paragraph (l)(2) of this AD. 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.
(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 Airbus's EASA Design
Organization Approval (DOA). If approved by the DOA, the approval
must include the DOA-authorized signature.
(3) Required for Compliance (RC): 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.
(l) Related Information
(1) Refer to Mandatory Continuing Airworthiness Information
(MCAI) EASA Airworthiness Directive 2017-0023, dated February 10,
2017, 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-2017-0710.
(2) For more information about this AD, 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.
(3) 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 July 18, 2017.
Victor Wicklund,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2017-15558 Filed 7-26-17; 8:45 am]
BILLING CODE 4910-13-P
