Federal Register / Vol. 62, No. 19 / Wednesday, January 29, 1997 / Proposed Rules 4213

(a) Perform an initial inspection of the

areas behind the scuff plates below the

passenger/crew doors and bulk cargo door to

detect cracks and corrosion, in accordance

with Airbus Service Bulletin A300–53–6011,

Revision 3, dated February 4, 1991; at the

time specified in paragraph (a)(1), (a)(2), or

(a)(3) of this AD. If any crack or corrosion is

found during this inspection, prior to further

flight, repair in accordance with the service

bulletin. Accomplishment of this inspection

is not required for the mid and aft passenger/

crew doors if a steel doubler that covers the

entire inspection area is installed.

(1) For airplanes on which Modification

5382S6526 (for forward doors) and

Modification 5382D4741 (for all other doors)

have been accomplished prior to delivery of

the airplane: Perform the initial inspection

within 9 years since manufacture, or within

1 year after the effective date of this AD,

whichever occurs later.

(2) For airplanes on which Modification

5382S6526 (for forward doors) and

Modification 5382D4741 (for all other doors)

have not been accomplished; and on which

the procedures described in Airbus Service

Information Letter (SIL) A300–53–033,

Revision 2 (for all doors), dated November

23, 1984, have been accomplished: Perform

the initial inspection within 5 years after

accomplishment of the procedures described

in the SIL, or within 1 year after the effective

date of this AD, whichever occurs later.

(3) For airplanes on which Modification

5382S6526 (for forward doors), Modification

5382D4741 (for all other doors), and the

procedures described in Airbus SIL A300–

53–033, Revision 2, dated November 23,

1984, have not been accomplished: Perform

the initial inspection within 4 years since

manufacture, or within 1 year after the

effective date of this AD, whichever occurs

later.

(b) Perform repetitive inspections of the

areas behind the scuff plates below the

passenger/crew doors and bulk cargo door to

detect cracks and corrosion, in accordance

with Airbus Service Bulletin A300–53–6022,

dated February 4, 1991; at the applicable

times specified in paragraphs (b)(1) and (b)(2)

of this AD. Accomplishment of these

inspection is not required for the mid and aft

passenger/crew doors if a steel doubler that

covers the entire inspection area is installed.

(1) For the forward and mid passenger/

crew doors, the bulk cargo door, and the aft

passenger/crew doors, except the upper and

lower edges of the fail-safe ring and the

upper edges of the corner doubler: Perform

the first inspection within 5 years after

accomplishing the inspection required by

paragraph (a) of this AD; and repeat the

inspection thereafter at intervals not to

exceed 5 years.

(2) For the upper and lower edges of the

fail-safe ring and the upper edges of the

corner doubler of the aft passenger/crew

doors: Perform the first inspection within 5

years or 6,000 landings after accomplishing

the inspection required by paragraph (a) of

this AD, whichever occurs first; and repeat

the inspection thereafter at intervals not to

exceed 5 years or 6,000 landings, whichever

occurs first.

(c) If cracks are found as a result of any

inspection required by paragraph (b) of this

AD, prior to further flight, repair in

accordance with Airbus Service Bulletin

A300–53–6022, dated February 4, 1991.

Thereafter, perform the repetitive inspections

required by paragraph (b) of this AD at the

applicable times specified in paragraphs

(b)(1) and (b)(2) of this AD.

(d) If corrosion is found as a result of any

inspection required by paragraph (b) of this

AD, prior to further flight, repair in

accordance with Airbus Service Bulletin

A300–53–6022, dated February 4, 1991.

Thereafter, perform the repetitive inspections

required by paragraph (b) of this AD at the

applicable times specified in paragraphs

(d)(1) or (d)(2) of this AD.

(1) For the upper and lower edges of the

fail-safe ring and the upper edges of the

corner doubler of the aft passenger/crew

doors, and for the mid passenger/crew door:

Inspect at intervals not to exceed 5 years or

5,000 landings, whichever occurs first.

(2) For the forward passenger/crew doors

and bulk cargo doors: Inspect at intervals not

to exceed 5 years.

(e) Perform an inspection to detect cracking

of the holes of the corner doublers, the failsafe ring, and the door frames of the left- and

right-hand forward, mid, and aft passenger/

crew door structures, in accordance with

Airbus Service Bulletin A300–53–6018,

Revision 1, dated April 29, 1992, and at the

applicable times specified in paragraphs

(e)(1), (e)(2), (e)(3), or (e)(4) of this AD.

(1) For the upper corners of the forward

doors: Inspect prior to the accumulation of

20,000 total landings, or within 2,000

landings after the effective date of this AD,

whichever occurs later.

(2) For the lower corners of the forward

doors: Inspect prior to the accumulation of

20,000 total landings, or within 4,000

landings after the effective date of this AD,

whichever occurs later.

(3) For the upper and lower corners of the

mid doors: Inspect prior to the accumulation

of 20,000 total landings, or within 2,000

landings after the effective date of this AD,

whichever occurs later.

(4) For the upper and lower corners of the

aft doors, and for the parts underneath the

corners of the upper door frames: Inspect

prior to the accumulation of 20,000 total

landings, or within 4,000 landings after the

effective date of this AD, whichever occurs

later.

(f) Repeat the inspections required by

paragraph (e) of this AD at the applicable

times specified in paragraphs (f)(1), (f)(2),

(f)(3), (f)(4), and (f)(5).

(1) For the upper corners of the forward

doors: Inspect at intervals not to exceed 6,000

landings.

(2) For the lower corners of the forward

doors: Inspect at intervals not to exceed

10,000 landings.

(3) For the upper and lower corners of the

mid and aft doors on which an inspection

required by paragraph (e) of this AD was

accomplished using a Roto test technique:

Inspect at intervals not to exceed 8,000

landings.

(4) For the upper and lower corners of the

mid and aft doors on which an inspection

required by paragraph (e) of this AD was

accomplished using an X-ray technique:

Inspect at intervals not to exceed 3,500

landings.

(5) For the areas around the fasteners in the

vicinity of stringer 12 on the upper door

frames of the aft doors on which an

inspection required by paragraph (e) of this

AD was accomplished using a visual

technique: Inspect at intervals not to exceed

6,900 landings.

(g) If any crack is found during any

inspection required by paragraph (e) or (f) of

this AD: Prior to further flight, accomplish

the requirement of paragraph (g)(1) or (g)(2)

of this AD, as applicable.

(1) If any crack is found, and the crack can

be eliminated using the method specified in

Airbus Service Bulletin A300–53–6018,

Revision 1, dated April 29, 1992: Prior to

further flight, repair the crack in accordance

with that service bulletin.

(2) If any crack is found, and the crack

cannot be eliminated using the method

specified in Airbus Service Bulletin A300–

53–6018, Revision 1, dated April 29, 1992:

Prior to further flight, repair the crack in

accordance with a method approved by the

Manager, Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate.

(h) Modification of the passenger/crew

door frames in accordance with Airbus

Service Bulletin A300–53–6002, Revision 3,

dated February 22, 1992, constitutes

terminating action for the repetitive

inspections required by paragraph (f) of this

AD.

(i) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager,

Standardization Branch, ANM–113.

Operators shall submit their requests through

an appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, Standardization

Branch, ANM–113.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Standardization Branch,

ANM–113.

(j) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the airplane to

a location where the requirements of this AD

can be accomplished.

Issued in Renton, Washington, on January

23, 1997.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 97–2221 Filed 1–28–97; 8:45 am]

BILLING CODE 4910–13–P

14 CFR Part 39

[Docket No. 96–NM–43–AD]

RIN 2120–AA64

Airworthiness Directives; Airbus Model

A300 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.
4214 Federal Register / Vol. 62, No. 19 / Wednesday, January 29, 1997 / Proposed Rules

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

adoption of a new airworthiness

directive (AD) that is applicable to all

Airbus Model A300 series airplanes.

This proposal would require inspections

of the lower door surrounding structure

to detect cracks and corrosion, and

repair, if necessary. This proposal also

would require inspections to detect

cracking of the holes of the corner

doublers, the fail-safe ring, and the door

frames of the door structures; and

repair, if necessary. This proposal

would require modification of the

passenger/crew door frames, which,

when accomplished, terminates certain

inspections. This proposal is prompted

by reports indicating that corrosion was

found behind the scuff plates at exit and

cargo doors, and fatigue cracks

originated from certain fastener holes

located in adjacent structure. The

actions specified by the proposed AD

are intended to detect and correct such

corrosion and fatigue cracking, which

could result in reduced structural

integrity of the door surroundings.

DATES: Comments must be received by

March 10, 1997.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 96–NM–

43–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9:00 a.m. and 3:00

p.m., Monday through Friday, except

Federal holidays.

The service information referenced in

the proposed rule may be obtained from

Airbus Industrie, 1 Rond Point Maurice

Bellonte, 31707 Blagnac Cedex, France.

This information may be examined at

the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW.,

Renton, Washington.

FOR FURTHER INFORMATION CONTACT:

Charles Huber, Aerospace Engineer,

Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(206) 227–2589; fax (206) 227–1149.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested persons are invited to

participate in the making of the

proposed rule by submitting such

written data, views, or arguments as

they may desire. Communications shall

identify the Rules Docket number and

be submitted in triplicate to the address

specified above. All communications

received on or before the closing date

for comments, specified above, will be

considered before taking action on the

proposed rule. The proposals contained

in this notice may be changed in light

of the comments received.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the proposed rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report

summarizing each FAA-public contact

concerned with the substance of this

proposal will be filed in the Rules

Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this notice

must submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 96–NM–43–AD.’’ The

postcard will be date stamped and

returned to the commenter.

Availability of NPRMs

Any person may obtain a copy of this

NPRM by submitting a request to the

FAA, Transport Airplane Directorate,

ANM–103, Attention: Rules Docket No.

96–NM–43–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

The Direction Ge ́ne ́rale de l’Aviation

Civile (DGAC), which is the

airworthiness authority for France, has

notified the FAA that an unsafe

condition may exist on all Airbus Model

A300 series airplanes. The DGAC

advises that it received reports

indicating that corrosion was found

behind the scuff plates at passenger/

crew doors, emergency exits, and the

bulk cargo door. The DGAC also advises

that results of structural fatigue testing

have revealed that cracks were found on

the corner doublers of the forward, mid,

and aft passenger/crew door frames;

and, after various simulated flights, on

the fail-safe ring and frames 14 and 16A

of the forward passenger/crew door.

After 50,000 simulated flights, cracks

measuring between 8.0 mm and 109.0

mm were found on the forward door

frames and fail-safe ring. On the mid

door frame, a 53.0 mm crack was found

after 60,493 simulated flights. A crack

which measured 32.0 mm was found on

the aft door frame after 106,000

simulated flights. In all cases, the cracks

originated at the fastener holes. In

addition, cracks originating from corner

doubler edges were found at the aft

passenger/crew doors.

Such corrosion and fatigue cracking,

if not detected and corrected, could

result in reduced structural integrity of

the door surroundings.

Explanation of Relevant Service

Information

Airbus has issued Service Bulletin

A300–53–204, Revision 6, dated

October 11, 1993, which describes

procedures for a one-time inspection to

detect cracks and corrosion in the areas

behind the scuff plates at passenger/

crew doors, emergency exits, and the

bulk cargo door, and repair, if necessary.

Airbus also has issued Service Bulletin

A300–53–233, Revision 1, dated April

18, 1991, which describes procedures

for corresponding repetitive inspections

in these areas, and repair, if necessary.

In addition, Airbus has issued Service

Bulletin A300–53–227, Revision 1,

dated April 29, 1992. This service

bulletin describes procedures for

repetitive inspections to detect cracking

of the holes of the corner doublers, the

fail-safe ring, and the door frames at the

left- and right-hand forward, mid, and

aft passenger/crew door structures; and

repair, if necessary.

Airbus also has issued Service

Bulletin A300–53–192, Revision 7,

dated July 13, 1992, which describes

procedures for modification of the

passenger/crew door frames. This

modification consists of performing cold

expansion procedures on the fastener

holes in door frames, corner doublers,

and fail-safe rings; and installing

oversized Hi-Lok fasteners and

additional steel doublers at door frame

corners, where necessary, to improve

the fatigue life of the corner doublers,

fail-safe rings, and door frames.

Accomplishment of the modification

eliminates the need for the repetitive

inspections specified in Airbus Service

Bulletin A300–53–227.

The DGAC classified the inspection

service bulletins as mandatory and

issued French airworthiness directive

(CN) 91–132–124(B), dated June 26,

1991, as amended by a Correction, dated

August 21, 1991, in order to assure the

continued airworthiness of these

airplanes in France. (The DGAC did not

classify the modification service

bulletin as mandatory.)

FAA’s Conclusions

This airplane model is manufactured

in France and is type certificated for

operation in the United States under the

provisions of section 21.29 of the

Federal Aviation Regulations (14 CFR

21.29) and the applicable bilateral

airworthiness agreement. Pursuant to

this bilateral airworthiness agreement,

the DGAC has kept the FAA informed
Federal Register / Vol. 62, No. 19 / Wednesday, January 29, 1997 / Proposed Rules 4215

of the situation described above. The

FAA has examined the findings of the

DGAC, reviewed all available

information, and determined that AD

action is necessary for products of this

type design that are certificated for

operation in the United States.

Explanation of Requirements of

Proposed Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other airplanes of the same

type design registered in the United

States, the proposed AD would require

inspections of the lower door

surrounding structure to detect cracks

and corrosion, and repair, if necessary.

The proposed AD also would require

inspections to detect cracking of the

holes of the corner doublers, the failsafe ring, and the door frames of the

door structures; and repair, if necessary.

In addition, the proposed AD would

require modification of the passenger/

crew door frames, which, when

accomplished, constitutes terminating

action for certain inspections. The

actions would be required to be

accomplished in accordance with the

service bulletins described previously.

Differences Between Proposed Rule and

Parallel French CN

Operators should note that the French

CN does not mandate modification of

the passenger/crew door frames.

However, the FAA finds that, since the

design of Model A300 series airplanes is

not damage tolerant, accomplishment of

the modification described in Airbus

Service Bulletin A300–53–192 must be

required.

Additionally, the FAA considers that

long term continued operational safety

will be better assured by actual

modification of the airframe to remove

the source of the problem, rather than

by repetitive inspections. Long term

inspections may not be providing the

degree of safety assurance necessary for

the transport airplane fleet. This has led

the FAA to consider placing less

emphasis on special procedures and

more emphasis on design

improvements. The proposed

modification requirement is in

consonance with this consideration.

Cost Impact

The FAA estimates that 4 airplanes of

U.S. registry would be affected by this

proposed AD.

It would take approximately 700 work

hours per airplane to accomplish the

proposed inspections, and that the

average labor rate is $60 per work hour.

Based on these figures, the cost impact

of the proposed inspections on U.S.

operators is estimated to be $168,000, or

$42,000 per airplane.

The FAA estimates that it would take

approximately 330 work hours per

airplane to accomplish the proposed

modification, and that the average labor

rate is $60 per work hour. Required

parts would cost approximately $1,055

per airplane. Based on these figures, the

cost impact of the proposed

modification on U.S. operators is

estimated to be $83,420, or $20,855 per

airplane.

The cost impact figures discussed

above are based on assumptions that no

operator has yet accomplished any of

the proposed requirements of this AD

action, and that no operator would

accomplish those actions in the future if

this AD were not adopted.

Regulatory Impact

The regulations proposed herein

would not have substantial direct effects

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. Therefore,

in accordance with Executive Order

12612, it is determined that this

proposal would not have sufficient

federalism implications to warrant the

preparation of a Federalism Assessment.

For the reasons discussed above, I

certify that 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); and (3) if

promulgated, 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. A copy of the draft

regulatory evaluation prepared for this

action is contained in the Rules Docket.

A copy of it may be obtained by

contacting the Rules Docket at the

location provided under the caption

ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Safety.

The Proposed Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration proposes to amend part

39 of the Federal Aviation Regulations

(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. Section 39.13 is amended by

adding the following new airworthiness

directive:

Airbus: Docket 96–NM–43–AD.

Applicability: All Model A300 series

airplanes, certificated in any category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

otherwise modified, altered, or repaired in

the area subject to the requirements of this

AD. For airplanes that have been modified,

altered, or repaired so that the performance

of the requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance in

accordance with paragraph (h) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To detect and correct corrosion behind the

scuff plates at exit and cargo doors, and

fatigue cracking in certain fastener holes

located in adjacent structure, which could

result in reduced structural integrity of the

door surroundings, accomplish the following:

(a) Perform an initial inspection of the

areas behind the scuff plates below the

passenger/crew doors and bulk cargo door to

detect cracks and corrosion, in accordance

with Airbus Service Bulletin A300–53–204,

Revision 6, dated October 11, 1993; at the

applicable time specified in paragraph (a)(1),

(a)(2), (a)(3), or (a)(4) of this AD. If any crack

or corrosion is found during this inspection,

prior to further flight, repair in accordance

with the service bulletin. Accomplishment of

this inspection is not required for the mid

and aft passenger/crew doors if a steel

doubler that covers the entire inspection area

is installed.

(1) For airplanes on which Modifications

5382S6526 (for forward doors), 3690S4613

(for forward doors), and 5382D4741 (for all

other doors) have been accomplished prior to

delivery of the airplane: Perform the initial

inspection within 9 years since manufacture,

or within 1 year after the effective date of this

AD, whichever occurs later.

(2) For airplanes on which the procedures

described in Airbus Service Information

Letter (SIL) A300–53–033, Revision 2 (for all

doors), dated November 23, 1984; or Airbus

Service Bulletin A300–53–169 (for forward

doors), Revision 2, dated May 14, 1985; have

been accomplished: Perform the initial

inspection within 5 years after

accomplishment of the SIL or the service

bulletin, or within 1 year after the effective

date of this AD, whichever occurs later.

(3) For airplanes on which the procedures

described in Airbus Service Bulletin A300–

53–116 (for all doors), Revision 4, dated June

30, 1983, have been accomplished: Perform

the initial inspection within 2 years after

accomplishment of the procedures in

accordance with that service bulletin, or
4216 Federal Register / Vol. 62, No. 19 / Wednesday, January 29, 1997 / Proposed Rules

within 1 year after the effective date of this

AD, whichever occurs later.

(4) For airplanes on which Modifications

5382S6526 (for forward doors), 3690S4613

(for forward doors), and 5382D4741 (for all

other doors); and the procedures described in

Airbus Service Bulletin A300–53–116,

Revision 4, dated June 30, 1983; or Service

Information Letter (SIL) A300–53–033,

Revision 2, dated November 23, 1984; have

not been accomplished: Perform the initial

inspection within 1 year after the effective

date of this AD.

(b) Perform repetitive inspections of the

areas behind the scuff plates below the

passenger/crew doors and bulk cargo door to

detect cracks and corrosion, in accordance

with Airbus Service Bulletin A300–53–233,

Revision 1, dated April 18, 1991, at the

applicable times specified in paragraphs

(b)(1) and (b)(2) of this AD. Accomplishment

of these inspections is not required for the

mid and aft passenger/crew doors if a steel

doubler that covers the entire inspection area

is installed.

(1) For the forward and mid passenger/

crew doors, the bulk cargo doors, the

emergency exits, and the aft passenger/crew

doors, except for the upper and lower edges

of the fail-safe ring and the upper edges of

the corner doubler: Perform the first

inspection within 5 years after accomplishing

the inspection required by paragraph (a) of

this AD; and repeat the inspection thereafter

at intervals not to exceed 5 years following

the immediately preceding inspection.

(2) For the upper and lower edges of the

fail-safe ring and the upper edges of the

corner doubler of the aft passenger/crew

doors: Perform the first inspection within 5

years or 10,000 landings after accomplishing

the inspection required by paragraph (a) of

this AD, whichever occurs first; and repeat

the inspection thereafter at intervals not to

exceed 5 years or 10,000 landings, whichever

occurs first.

(c) If any crack is found during any

inspection required by paragraph (b) of this

AD, prior to further flight, repair in

accordance with Airbus Service Bulletin

A300–53–233, Revision 1, dated April 18,

1991. Thereafter, perform the repetitive

inspections required by paragraph (b) of this

AD at the applicable times specified in

paragraphs (b)(1) and (b)(2) of this AD.

(d) If any corrosion is found during any

inspection required by paragraph (b) of this

AD, prior to further flight, repair in

accordance with Airbus Service Bulletin

A300–53–233, Revision 1, dated April 18,

1991. Thereafter, perform the repetitive

inspections required by paragraph (b) of this

AD at the applicable times specified in

paragraphs (d)(1) and (d)(2) of this AD.

(1) For the upper and lower edges of the

fail-safe ring and the upper edges of the

corner doubler of the aft passenger/crew

doors, and for the mid passenger/crew doors:

Inspect at intervals not to exceed 5 years or

8,000 landings, whichever occurs first.

(2) For the forward passenger/crew doors,

bulk cargo door, and emergency exits: Inspect

at intervals not to exceed 5 years.

(e) Perform inspections to detect cracking

of the holes of the corner doublers, the failsafe ring, and the door frames of the left- and

right-hand forward, mid, and aft passenger/

crew door structures, in accordance with

Airbus Service Bulletin A300–53–227,

Revision 1, dated April 29, 1992. Perform the

inspections at the times specified in

paragraphs (e)(1), (e)(2), and (e)(3) of this AD,

as applicable. If any cracking is found, prior

to further flight, repair in accordance with

the service bulletin; or, if cracks cannot be

eliminated in accordance with the service

bulletin, repair in accordance with a method

approved by the Manager, Standardization

Branch, ANM–113, FAA, Transport Airplane

Directorate.

(1) Except as provided by paragraph (e)(2)

of this AD, for the left- and right-hand

forward and mid passenger/crew door

structures of all airplanes: Inspect at the time

specified in paragraph (e)(1)(i), (e)(1)(ii),

(e)(1)(iii), or (e)(1)(iv) of this AD, as

applicable.

(i) For airplanes that have accumulated less

than 20,000 total landings as of the effective

date of this AD: Inspect prior to the

accumulation of 20,000 total landings, or

within 1,250 landings after the effective date

of this AD, whichever occurs later.

(ii) For airplanes that have accumulated

20,000 total landings or more, but less than

21,000 landings as of the effective date of this

AD: Inspect prior to the accumulation of

21,000 total landings, or within 1,000

landings after the effective date of this AD,

whichever occurs later.

(iii) For airplanes that have accumulated

21,000 total landings or more, but less than

22,000 landings as of the effective date of this

AD: Inspect prior to the accumulation of

22,000 total landings, or within 500 landings

after the effective date of this AD, whichever

occurs later.

(iv) For airplanes that have accumulated

22,000 total landings or more as of the

effective date of this AD: Inspect within 250

landings after the effective date of this AD.

(2) For the left-hand mid passenger/crew

door structures of Model A300 C4 and F4

series airplanes: Inspect at the time specified

in paragraph (e)(2)(i), (e)(2)(ii), (e)(2)(iii), or

(e)(2)(iv) of this AD, as applicable.

(i) For airplanes that have accumulated less

than 12,000 total landings as of the effective

date of this AD: Inspect prior to the

accumulation of 12,000 total landings, or

within 1,250 landings after the effective date

of this AD, whichever occurs later.

(ii) For airplanes that have accumulated

12,000 total landings or more, but less than

13,000 landings as of the effective date of this

AD: Inspect prior to the accumulation of

13,000 total landings, or within 1,000

landings after the effective date of this AD,

whichever occurs later.

(iii) For airplanes that have accumulated

13,000 total landings or more, but less than

14,000 landings as of the effective date of this

AD: Inspect prior to the accumulation of

14,000 total landings, or within 500 landings

after the effective date of this AD, whichever

occurs later.

(iv) For airplanes that have accumulated

14,000 total landings or more as of the

effective date of this AD: Inspect within 250

landings after the effective date of this AD.

(3) For the left- and right-hand aft

passenger/crew door structures of all

airplanes: Inspect prior to the accumulation

of 24,000 total landings, or within 250

landings after the effective date of this AD,

whichever occurs later.

(f) Repeat the inspections required by

paragraph (e) of this AD at the times

specified in paragraphs (f)(1), (f)(2), (f)(3),

(f)(4), (f)(5), (f)(6), (f)(7), (f)(8), (f)(9), and

(f)(10), as applicable, until the modification

required by paragraph (g) of this AD is

accomplished.

(1) For the forward passenger/crew door

structure of airplanes on which Airbus

Modification No. 1282/S1862 has not been

accomplished: Inspect at the intervals

specified in paragraphs (f)(1)(i) and (f)(1)(ii),

as applicable.

(i) For the upper corners of the door

structure: At intervals not to exceed 4,000

landings.

(ii) For the lower corners of the door

structure: At intervals not to exceed 7,500

landings.

(2) For the forward passenger/crew door

structure of airplanes on which Airbus

Modification No. 1282/S1862 has been

accomplished: Inspect at the intervals

specified in paragraphs (f)(2)(i) and (f)(2)(ii),

as applicable.

(i) For the upper corners of the door

structure: At intervals not to exceed 6,000

landings.

(ii) For the lower corners of the door

structure: At intervals not to exceed 10,000

landings.

(3) For the forward passenger/crew door

structure of the airplane having

manufacturer’s serial number 063, on which

Airbus Modification No. 1282/S1862 has

been accomplished partially: Inspect at the

intervals specified in paragraph (f)(3)(i) or

(f)(3)(ii), as applicable.

(i) For the upper corners of the door

structure: At intervals not to exceed 4,000

landings.

(ii) For the lower corners of the door

structure: At intervals not to exceed 7,500

landings.

(4) For the left- and right-hand mid

passenger/crew door structure on Model

A300 B1, B2, and B4 series airplanes; and for

the right-hand mid passenger/crew door

structure on Model A300 C4 and F4 series

airplanes; on which an inspection required

by paragraph (e) of this AD was

accomplished using a Roto test technique:

Inspect at intervals not to exceed 8,000

landings.

(5) For the left- and right-hand mid

passenger/crew door structure on Model

A300 B1, B2, and B4 series airplanes; and for

the right-hand mid passenger/crew door

structure on Model A300 C4 and F4 series

airplanes; on which an inspection required

by paragraph (e) of this AD was

accomplished using an X-ray technique:

Inspect at intervals not to exceed 3,500

landings.

(6) For the left-hand mid passenger/crew

door structure on Model A300 C4 and F4

series airplanes on which an inspection

required by paragraph (e) of this AD was

accomplished using a Roto test technique:

Inspect at intervals not to exceed 5,200

landings.

(7) For the left-hand mid passenger/crew

door structure on Model A300 C4 and F4
Federal Register / Vol. 62, No. 19 / Wednesday, January 29, 1997 / Proposed Rules 4217

series airplanes on which an inspection

required by paragraph (e) of this AD was

accomplished using an X-ray technique:

Inspect at intervals not to exceed 2,300

landings.

(8) For the aft passenger/crew door

structure on which an inspection required by

paragraph (e) of this AD was accomplished

using a Roto test technique: Inspect at

intervals not to exceed 8,000 landings.

(9) For the aft passenger/crew door

structure on which an inspection required by

paragraph (e) of this AD was accomplished

using an X-ray technique: Inspect at intervals

not to exceed 3,500 landings.

(10) For the areas around the fasteners in

the vicinity of stringer 12 on the aft

passenger/crew door structure on which an

inspection required by paragraph (e) of this

AD was accomplished using a visual

technique: Inspect at intervals not to exceed

6,900 landings.

(g) Prior to the accumulation of 20,000 total

landings, or within 1 year after the effective

date of this AD, whichever occurs later:

Modify the passenger/crew door structures in

accordance with Airbus Service Bulletin

A300–53–192, Revision 7, dated July 13,

1992. Accomplishment of this modification

constitutes terminating action for the

repetitive inspections required by paragraph

(f) of this AD.

(h) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager,

Standardization Branch, ANM–113, FAA,

Transport Airplane Directorate. Operators

shall submit their requests through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, Standardization

Branch, ANM–113.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Standardization Branch,

ANM–113.

(i) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the airplane to

a location where the requirements of this AD

can be accomplished.

Issued in Renton, Washington, on January

23, 1997.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 97–2220 Filed 1–28–97; 8:45 am]

BILLING CODE 4910–13–P

14 CFR Part 39

[Docket No. 96–SW–30–AD]

Airworthiness Directives; McDonnell

Douglas Helicopter Systems Model

MD–900 Series Helicopters

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

adoption of a new airworthiness

directive (AD) that is applicable to

McDonnell Douglas Helicopter Systems

(MDHS) Model MD–900 series

helicopters. This proposal would

require removing certain serialnumbered main rotor swashplate

bearings (bearings) and replacing them

with airworthy bearings. This proposal

is prompted by reports that inspections

of several helicopters revealed that the

outer bearing race had been rotating

relative to the swashplate assembly,

which was evidenced by wear marks in

the rotating swashplate. The actions

specified by the proposed AD are

intended to prevent possible heat

accumulation and resulting damage to

the bearing caused by the bearing races

rotating relative to the bearing seat,

which could result in degraded

helicopter response to pilot control

input and possible loss of control of the

helicopter.

DATES: Comments must be received by

March 31, 1997.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Office of the

Assistant Chief Counsel, Attention:

Rules Docket No. 96–SW–30–AD, 2601

Meacham Blvd., Room 663, Fort Worth,

Texas 76137. Comments may be

inspected at this location between 9:00

a.m. and 3:00 p.m., Monday through

Friday, except Federal holidays.

FOR FURTHER INFORMATION CONTACT: Mr.

Greg DiLibero, Aerospace Engineer,

FAA, Los Angeles Aircraft Certification

Office, 3960 Paramount Blvd.,

Lakewood, California 90712, telephone

(310) 627–5231, fax (310) 627–5210.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested persons are invited to

participate in the making of the

proposed rule by submitting such

written data, views, or arguments as

they may desire. Communications

should identify the Rules Docket

number and be submitted in triplicate to

the address specified above. All

communications received on or before

the closing date for comments, specified

above, will be considered before taking

action on the proposed rule. The

proposals contained in this notice may

be changed in light of the comments

received.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the proposed rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report

summarizing each FAA-public contact

concerned with the substance of this

proposal will be filed in the Rules

Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this notice

must submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket No. 96–SW–30–AD. The

postcard will be date stamped and

returned to the commenter.

Availability of NPRMs

Any person may obtain a copy of this

NPRM by submitting a request to the

FAA, Office of the Assistant Chief

Counsel, Attention: Rules Docket No.

96–SW–30–AD, 2601 Meacham Blvd.,

Room 663, Fort Worth, Texas 76137.

Discussion

This document proposes the adoption

of a new AD that is applicable to MDHS

Model MD–900 series helicopters. This

proposal would require, before further

flight, inspecting the bearing, part

number (P/N) 900C3010100–101, to

determine if a bearing having a serial

number (S/N) of S/N 059150–E0019,

S/N 059150–E0020, S/N 059150–E0021,

S/N 059150–E0022, S/N 059150–E0023,

S/N 059150–E0024, S/N 059150–E0025,

S/N 059150–E0026, S/N 059150–E0027,

S/N 059150–E0028, S/N 059150–E0029,

or S/N 059150–E0030 is installed, and

if so, removing and replacing the

bearing with an airworthy bearing. This

proposal is prompted by reports of

inspections of several helicopters that

indicated the outer bearing race had

been rotating relative to the swashplate

assembly, which was evidenced by wear

marks in the rotating swashplate. An

investigation revealed that 12 nonconforming bearings had been released

to production. Some of the 12 bearings

have been located. The actions specified

by the proposed AD are intended to

prevent possible heat accumulation and

resulting damage to the bearing caused

by the bearing races rotating relative to

the bearing seat, which could result in

degraded helicopter response to pilot

control input and possible loss of

control of the helicopter.

Since an unsafe condition has been

identified that is likely to exist or

develop on other MDHS Model MD–900

series helicopters of the same type

design, the proposed AD would require,

before further flight, inspecting the

bearing, P/N 900C3010100–101, to

determine if a bearing having S/N