[Federal Register Volume 62, Number 223 (Wednesday, November 19, 1997)]
[Proposed Rules]
[Pages 61704-61706]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 97-30330]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 96-NM-184-AD]
RIN 2120-AA64


Airworthiness Directives; Airbus Model A320-111, -211, and -231 
Series Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This document proposes the adoption of a new airworthiness 
directive (AD) that is applicable to certain Airbus Model A320-111, -
211, and -231 series airplanes. This proposal would require repetitive 
inspections for cracking in the transition and pick-up angles in the 
lower part of the center fuselage area, and corrective action, if 
necessary. This proposal would also provide for an optional terminating 
modification for the repetitive inspection requirements. This proposal 
is prompted by the issuance of mandatory continuing airworthiness 
information by a foreign civil airworthiness authority. The actions 
specified by the proposed AD are intended to detect and correct fatigue 
cracking in the transition and pick-up angles of the lower part of the 
center fuselage, which could result in reduced structural integrity of 
the wing-fuselage support and fuselage pressure vessel.

DATES: Comments must be received by December 19, 1997.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-103, 
Attention: Rules Docket No. 96-NM-184-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

[[Page 61705]]

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: International Branch, ANM-116, FAA, 
Transport Airplane Directorate, 1601 Lind Avenue SW, Renton, Washington 
98055-4056; telephone (425) 227-2110; fax (425) 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-184-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-184-AD, 1601 Lind Avenue, SW., Renton, Washington 
98055-4056.

Discussion

    The Direction Generale de l'Aviation Civile (DGAC), which is the 
airworthiness authority for France, notified the FAA that an unsafe 
condition may exist on certain Airbus Model A320-111, -211, and -231 
series airplanes. The DGAC advises that, during a full-scale fatigue 
test on a Model A320 test article, cracking was found on the transition 
and pick-up angles between frames 35 and 36. Such cracking is 
attributed to fatigue-related stress as a result of fastener movement 
during vibration and loading. Fatigue-related cracking in the pick-up 
and transition angles in the lower part of the center fuselage, if not 
detected and corrected in a timely manner, could result in reduced 
structural integrity of the wing-fuselage support and fuselage pressure 
vessel.

Explanation of Relevant Service Information

    Airbus has issued Service Bulletin A320-53-1028, dated March 1, 
1994, which describes procedures for performing repetitive visual 
inspections of the transition angle between frames 35 and 36, just 
below left- and right-hand stringer 30; and repetitive rotating probe 
inspections of the fastener holes of the left- and right-hand pick-up 
angles.
    For structure that is free of cracking, Airbus has also issued 
Service Bulletin A320-53-1027, dated March 1, 1994; Revision 1, dated 
September 5, 1994; and Revision 2, dated June 8, 1995. The service 
bulletin describes procedures for modification of the center fuselage. 
The modification involves the installation of additional washers 
between the transition angle and fasteners, and the cold-expansion of 
the most fatigue-sensitive fastener holes. Accomplishment of this 
modification would eliminate the need for the repetitive inspections 
for structure that was free of cracking.
    The DGAC classified Airbus Service Bulletin A300-53-1028 as 
mandatory and issued French airworthiness directive 95-097-065(B), 
dated May 24, 1995, in order to assure the continued airworthiness of 
these airplanes in France. The DGAC also approved Airbus Service 
Bulletin A320-53-1027, Revision 2, dated June 8, 1995.

FAA's Conclusions

    These airplane models are manufactured in France and are 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 
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 accomplishment of 
the actions specified in the service bulletins described previously; 
except where cracking is detected and it is 1.9 mm or greater in 
length, in which case the repair would be required to be accomplished 
in accordance with a method approved by the FAA.

Differences Between the Proposal and the Related French AD

    The proposed AD would differ from the parallel French airworthiness 
directive in that the proposed AD would not permit further flight with 
cracking detected in the transition or pick-up angles of the wing-
fuselage support. The FAA has determined that, due to safety 
implications and consequences associated with such cracking, the 
subject transition and pick-up angles that are found to be cracked must 
be repaired prior to further flight.

Cost Impact

    The FAA estimates that 24 airplanes of U.S. registry would be 
affected by this proposed AD.
    It would take approximately 9 work hours per airplane to accomplish 
the proposed inspections at an average labor rate of $60 per work hour. 
Based on these figures, the cost impact of the inspections proposed by 
this AD on U.S. operators is estimated to be $12,960, or $540 per 
airplane, per inspection cycle.
    It would take approximately 10 work hours per airplane to 
accomplish the proposed modification, at an average labor rate of $60 
per work hour. Required parts would cost approximately $2,895 per 
airplane. Based on these figures, the cost impact of the modification 
proposed by this AD on U.S. operators is estimated to be $83,880, or 
$3,495 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,

[[Page 61706]]

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.


Sec. 39.13  [Amended]

    2. Section 39.13 is amended by adding the following new 
airworthiness directive:

Airbus Industrie: Docket 96-NM-184-AD.

    Applicability: Model A320-111, -211, and -231 series airplanes, 
manufacturer's serial numbers 002 through 008 inclusive, 010 through 
014 inclusive, 016 through 078 inclusive, and 080 through 107 
inclusive; 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 (b) 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 reduced structural integrity of the wing-
fuselage support and fuselage pressure vessel resulting from 
structural fatigue cracking in the transition and pick-up angles, 
accomplish the following:
    (a) Prior to the accumulation of 16,000 total landings, or 
within 6 months after the effective date of this AD, whichever 
occurs later, accomplish paragraphs (a)(1) and (a)(2) of this AD, in 
accordance with Airbus Service Bulletin A320-53-1028, dated March 1, 
1994.
    (1) Perform a visual inspection to detect cracks of the 
transition angle, in accordance with the service bulletin.
    (i) If no crack is detected during the visual inspection 
required by paragraph (a)(1) of this AD, accomplish either paragraph 
(a)(1)(i)(A) or paragraph (a)(1)(i)(B) of this AD.
    (A) Repeat the visual inspection thereafter at intervals not to 
exceed 12,000 landings. Or
    (B) Prior to further flight, modify the center fuselage in 
accordance with Airbus Service Bulletin A320-53-1027, dated March 1, 
1994; Revision 1, dated September 5, 1994; or Revision 2, dated June 
8, 1995. Accomplishment of the modification constitutes terminating 
action for the repetitive inspection requirements of paragraph 
(a)(1)(i)(A) of this AD.
    (ii) If any crack is detected during the visual inspection 
required by paragraph (a)(1) of this AD, prior to further flight, 
replace the transition angle with a new transition angle, in 
accordance with Airbus Service Bulletin A320-53-1027, dated March 1, 
1994; Revision 1, dated September 5, 1994; or Revision 2, dated June 
8, 1995.
    (2) Perform a rotating probe inspection to detect cracks of the 
pick-up angle, in accordance with the service bulletin.
    (i) If no crack is detected during the rotating probe inspection 
required by paragraph (a)(2) of this AD, accomplish either paragraph 
(a)(2)(i)(A) or (a)(2)(i)(B) of this AD.
    (A) Repeat the visual and rotating probe inspections thereafter 
at intervals not to exceed 12,000 landings. Or
    (B) Prior to further flight, modify the center fuselage in 
accordance with Airbus Service Bulletin A320-53-1027, dated March 1, 
1994; Revision 1, dated September 5, 1994; or Revision 2, dated June 
8, 1995. Accomplishment of the modification constitutes terminating 
action for the repetitive inspection requirements of paragraph 
(a)(2)(i)(A) of this AD.
    (ii) If any crack is detected and it is less than 1.9 mm in 
length, prior to further flight, accomplish the applicable 
corrective actions specified in the service bulletin. For holes that 
have not been modified in accordance with the service bulletin, 
repeat the rotating probe inspection thereafter at intervals not to 
exceed 12,000 landings.
    (iii) If any crack is detected and it is 1.9 mm or greater in 
length, prior to further flight, repair it in accordance with the 
method approved by the Manager, International Branch, ANM-116, FAA, 
Transport Airplane Directorate.
    (b) 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, International Branch, ANM-116, 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, International 
Branch, ANM-116.

    Note 2: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Manager, International Branch, ANM-116, FAA, 
Transport Airplane Directorate.

    (c) 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.

    Note 3: The subject of this AD is addressed in French 
airworthiness directive 95-097-065(B), dated May 24, 1995.

    Issued in Renton, Washington, on November 13, 1997.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 97-30330 Filed 11-18-97; 8:45 am]
BILLING CODE 4910-13-P