3204 Federal Register / Vol. 62, No. 14 / Wednesday, January 22, 1997 / Rules and Regulations

(c) Prior to further flight after the check

required by paragraph (b) of this AD, replace

any Cessna P/N S51–10 that has a diagonal

or spiral pattern external reinforcement wrap

with a Cessna P/N S51–10 hose that has a

criss-cross pattern external wrap.

Accomplish this replacement in accordance

with the ACCOMPLISHMENT

INSTRUCTIONS of the applicable service

bulletin in paragraph (b) of this AD.

Note 3: Cessna Model 208 airplanes (serial

number 20800241 through 20800258) and

Model 208B (serial number 208B0416

through 208B0560) had Cessna P/N S51–10

hoses with a diagonal or spiral external

reinforcement wrap installed at manufacture.

All other airplanes may have had the hose

installed by field approval. Cessna

determined that these hoses were available

for distribution between March 28, 1995 and

June 28, 1996.

(d) As of the effective date of this AD, no

person shall install a fuel, oil, or hydraulic

hose having Cessna P/N S51–10 with a

diagonal or spiral external reinforcement

wrap.

(e) The checks required by paragraphs (a)

and (b) of this AD may be performed by the

owner/operator holding at least a private

pilot certificate as authorized by section 43.7

of the Federal Aviation Regulations (14 CFR

43.7), and must be entered into the aircraft

records showing compliance with this AD in

accordance with section 43.11 of the Federal

Aviation Regulations (14 CFR 43.11).

(f) 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.

(g) An alternative method of compliance or

adjustment of the compliance times that

provides an equivalent level of safety may be

approved by the Manager, Wichita Aircraft

Certification Office, 1801 Airport Road,

Room 100, Mid-Continent Airport, Wichita,

Kansas 67209. The request shall be

forwarded through an appropriate FAA

Maintenance Inspector, who may add

comments and then send it to the Manager,

Wichita Aircraft Certification Office.

Note 4: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Wichita Aircraft

Certification Office.

(h) The hose check and replacement

required by this AD shall be done in

accordance with the following applicable

service bulletins:

—REIMS/CESSNA Service Bulletin (SB)

CAB96–21, dated October 18, 1996; Model

Affected: F406

—Cessna Aircraft Company SB CQB96–3,

dated October 18, 1996; Model Affected:

425

—Cessna Aircraft Company SB SEB96–15,

dated October 18, 1996; Models Affected:

150, 150A, 150B, 150C, 150D, 150E, 150F,

150G, 150H, 150J, 150K, 150L, 150M,

A150K, A150L, A150M, F150F, F150G,

F150H, F150J, F150K, F150L, F150M,

FA150K, FA150L, FRA150L, FRA150M,

152, A152, F152, FA152, 172, 172A, 172B,

172C, 172D, 172E, 172F, 172G, 172H, 172I,

172K, 172L, 172M, 172N, 172P, 172Q,

FP172, F172D, F172E, F172F, F172G,

F172H, F172K, F172L, F172M, F172N,

F172P, FR172E, FR172F, FR172G, FR172H,

FR172J, FR172K, 175, 175A, 175B, 175C,

P172D, R172E(T41), R172F(T41),

R172G(T41), R172H(T41), R172J, R172K,

172RG, 177, 177A, 177B, 177RG, F177RG,

180, 180A, 180B, 180C, 180D, 180E, 180F,

180G, 180H, 180J, 180K, 182, 182A, 182B,

182C, 182D, 182E, 182F, 182G, 182H, 182J,

182K, 182L, 182M, 182N, 182P, 182Q,

182R, F182P, F182Q, FR182, R182, T182,

TR182, 185, 185A, 185B, 185C, 185D,

185E, A185E, A185F, 188, 188A, 188B,

A188, A188A, A188B, T188C, 206, U206,

U206A, U206B, U206C, U206D, U206E,

U206F, U206G, TU206A, TU206B,

TU206C, TU206D, TU206E, TU206F,

TU206G, P206A, P206B, P206C, P206D,

P206E, TP206, TP206A, TP206B, TP206C,

TP206D, TP206E, 207, 207A, T207, T207A,

210, 210–5 (205), 210–5A, (205A), 210A,

210B, 210C, 210D, 210E, 210F, 210G,

210H, 210J, 210K, 210L, 210M, 210N,

210R, P210N, P210R, and T210F.

—Cessna Aircraft Company SB CAB96–15,

Revision 1, October 18, 1996; Models

Affected: 208 and 208B.

—Cessna Aircraft Company SB MEB96–10,

dated October 18, 1996; Models Affected:

T303, 310P, 310Q, 310R, T310P, 310Q,

310R, 335, 336, 337, 337A, 337B, 337C,

337D, 337E, 337F, 337G, 337H, F337E,

F337F, F337G, F337H, FT337E, FT337F,

FT337GP, FT337HP, FTB337, T337B,

T337C, T337D, T337E, T337F, T337G,

T337H, T337H–SP, M337B, P337H, 340,

340A, 401, 401A, 401B, 402, 402A, 402B,

402C, 404, 411, 411A, 414, 414A, 421,

421A, 421B, and 421C.

This incorporation by reference was

approved by the Director of the Federal

Register in accordance with 5 U.S.C. 552(a)

and 1 CFR part 51. Copies may be obtained

from Cessna Aircraft Company, Product

Support, P.O. Box 7706, Wichita, Kansas

67277. Copies may be inspected at the FAA,

Central Region, Office of the Assistant Chief

Counsel, Room 1558, 601 E. 12th Street,

Kansas City, Missouri, or at the Office of the

Federal Register, 800 North Capitol Street,

NW., suite 700, Washington, DC.

(i) This amendment (39–9884) becomes

effective on February 3, 1997.

Issued in Kansas City, Missouri, on January

7, 1997.

Henry A. Armstrong,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 97–815 Filed 1–21–97; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–NM–227–AD; Amendment

39–9888; AD 97–02–04]

RIN 2120–AA64

Airworthiness Directives; Airbus Model

A300, A300–600, A310, and A320

Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to certain Airbus Model

A300, A300–600, A310, and A320 series

airplanes, that currently requires an

inspection of the landing gear brakes for

wear, and replacement if the specified

wear limits are not met. That AD also

requires incorporation of the specified

wear limits into the FAA-approved

maintenance inspection program. This

amendment requires that certain wear

limits that are dependent on brake stack

weight be used in conjunction with

specified brake stack weights, and that

maximum allowable brake wear limits

for additional brake units be

incorporated into the FAA-approved

maintenance program. This amendment

is prompted by a report that some

brakes that are subject to the

requirements of the existing AD have

not been removed from service and by

the determination of the maximum

allowable brake wear limits for

additional brake unit part numbers. The

actions specified by this AD are

intended to prevent the loss of brake

effectiveness during a high energy

rejected takeoff.

EFFECTIVE DATE: February 26, 1997.

ADDRESSES: The service information that

pertains to this rulemaking action may

be obtained from Messier Services,

45635 Willow Pond Plaza, Sterling,

Virginia 20164; Allied Signal

Aerospace, Technical Publications,

Dept. 65–70, P.O. Box 52170, Phoenix,

Arizona 85072–2170; or BFGoodrich

Company, Aircraft Evacuation Systems,

Department 7916, Phoenix, Arizona

85040. This information may be

examined at the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, Rules Docket,

1601 Lind Avenue, SW., Renton,

Washington; or at the Office of the

Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: Joe

Jacobsen, Aerospace Engineer,

Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,
Federal Register / Vol. 62, No. 14 / Wednesday, January 22, 1997 / Rules and Regulations 3205

Washington 98055–4056; telephone

(206) 227–2011; fax (206) 227–1149.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 94–26–05,

amendment 39–9101 (59 FR 65927,

December 22, 1994), which is applicable

to certain Airbus Model A300, A300–

600, A310, and A320 series airplanes,

was published in the Federal Register

on June 13, 1996 (61 FR 29996). The

action proposed to continue to require

inspection of certain landing gear brakes

for wear, replacement of the brakes if

certain wear limits are not met, and

incorporation of the specified wear

limits into the FAA-approved

maintenance inspection program.

Additionally, the action proposed to:

1. Revise certain brake part numbers

and maximum brake wear information

specified in the existing AD;

2. Require that certain wear limits that

are dependent on brake stack weight be

used in conjunction with appropriate

brake stack weights specified in various

service documents; and

3. Require that maximum allowable

brake wear limits for additional brake

units be incorporated into the FAAapproved maintenance program.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

Support for the Proposal

Several commenters support the

proposed rule.

Request for Clarification of Information

in TABLE 3

One commenter states that certain

information in TABLE 3 of the proposal

needs clarification to add the following

information:

1. Messier-Bugatti C20060–100 series

brakes can also be installed on Airbus

Model A300B4–200 series airplanes;

however, TABLE 3 indicates only the

Model A300–600 as having these brakes

installed.

2. Messier Bugatti C20175100 series

brakes should be included as brakes that

can be installed on Model A300–600

series airplanes.

3. Messier-Bugatti C20210500 series

brakes should be included as brakes that

can be installed on Model A300 B4–

600R series airplanes.

The commenter points out that these

brake models (and their applicable

brake wear limits) are included in the

referenced manufacturer’s Component

Maintenance Manual (CMM), but

TABLE 3 did not make it clear which

airplane models are equipped with

them.

The FAA concurs with the

commenters observations and has made

the appropriate revisions to both TABLE

3 and TABLE 4 accordingly.

Request to Increase Wear Pin Length

for Modified Brakes

One commenter requests that the

proposal be revised to increase the

allowable wear pin length for Messier

Bugatti C20210200 series brakes from

1.97 inches to 2.559 inches by

installation of a shim at the thrust plate.

The commenter states that this

provision is contained in Messier

Service Bulletin 470–32–675, Revision

1, dated September 26, 1994 (which is

cited in TABLE 4 under the brake wear

limit references for Model A300 B4–

600R series airplanes).

The FAA does not concur. The FAA

contacted the manufacturer, who

clarified this provision: When the shim

is added, the total wear of the heat pack

is increased. However, the wear pin

limit of 1.97 inches does not change. In

light of this, the FAA finds that the wear

limit of 1.97 inches, as indicated in the

notice, is correct.

Request for Addition of Wear Limits for

Brakes with Carbon /D3/ Heat Packs

One commenter requests that the

proposal be revised to specify what the

wear limits are for brakes equipped with

the latest version of Messier carbon /D3/

heat packs.

The FAA does not concur that a

revision is necessary. The manufacturer

has advised the FAA that, contrary to

what was previously assumed, some

/D3/ heat packs are still in service.

However, the manufacturer confirmed

that the allowable wear limits specified

in the notice are independent of

whether or not a /D3/ heat pack is used.

The wear limits, as stated in the notice,

are correct.

Request to Clarify Requirement to

Incorporate TABLE 3 Information

One commenter expresses confusion

concerning the requirements of

proposed paragraph (b)(1), which

appears to indicate that the entirety of

TABLE 3 must be incorporated into the

FAA-approved maintenance program,

regardless of the type of airplane an

operator may operate or the type of

brakes used. The commenter requests

that this be clarified.

The FAA concurs that clarification

may be necessary. In presenting the

information in the form of a table, the

FAA assumed that operators would

incorporate into their programs only the

specific information pertaining to the

airplanes that they actually operate,

rather than all of the information

contained in TABLE 3. The table format

was selected as a more convenient

method of displaying this information,

rather than designating individual

paragraphs applicable to each

individual airplane model and/or brake

models. Regardless of the format in

which this information is introduced,

operators are required to comply only

with those items that directly affect the

equipment that they operate. The FAA

has revised the wording of paragraph

(b)(1) of the final rule to make this more

precise.

Request to Clarify Provisions Regarding

Brake Stack Weights

One commenter requests that

proposed paragraph (b)(3) be clarified

with regard to its specific requirements.

That paragraph states first that the brake

wear is to be measured in accordance

with certain documents; it then states

that listed brake wear limits that are

identified in referenced service

documents as being dependent on brake

stack weights ‘‘shall be used in

conjunction with the brake stack

weights specified in that service

information.’’ The commenter considers

this to be ‘‘impossible to understand.’’

The FAA concurs that clarification

may be appropriate. The purpose of

paragraph (b)(3) is to direct operators to

service information that provides

specific procedures for measuring the

brake wear of each type of brake

addressed in this AD. As indicated in

that paragraph, these procedural

instructions are contained in the

following sources:

1. Chapter 32–42–27 of the Airplane

Maintenance Manual;

2. Chapter 32–32–( ) of the brake

manufacturers Component Maintenance

Manual; and/or

3. Service bulletins listed in TABLE 4

of this AD.

The second sentence of paragraph

(b)(3) addresses particular brakes that,

because of their lower (brake stack)

weight, have proven to be unable to

withstand maximum rejected takeoff

(RTO) energy when they are fully worn

to the limit that is specified in the

previously issued AD. If any of the

service bulletins listed in TABLE 4

indicates that the brake wear limit for a

specific brake is dependent on the brake

stack weight of that brake, then the

operator must verify that the brake wear

limit specified in TABLE 3 is being used

with the correct brake stack weight. The

FAA points to an incident that occurred

previously in which the brake wear

limit specified in the previously issued

AD was used with an incorrect brake
3206 Federal Register / Vol. 62, No. 14 / Wednesday, January 22, 1997 / Rules and Regulations

stack weight. This situation presented

an unsafe condition because the brake

wear limit being used was beyond what

the particular brake actually should

have been limited to in order to

maintain braking effectiveness during a

high energy RTO. The wording of

paragraph (b)(3) is an attempt to prevent

that error from occurring again.

The FAA has revised the wording of

paragraph (b)(3) in this final rule to

clarify the intent of that paragraph.

Conclusion

After careful review of the available

data, including the comments noted

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule with the changes

previously described. The FAA has

determined that these changes will

neither increase the economic burden

on any operator nor increase the scope

of the AD.

Cost Impact

There are approximately 165 Model

A300, A300–600, A310, and A320 series

airplanes of U.S. registry that will be

affected by this proposed AD.

Incorporation of the revision of the

FAA-approved maintenance inspection

program, which is currently required by

AD 94–26–05, takes approximately 20

work hours per operator (for 4 U.S.

operators) to accomplish, at an average

labor rate of $60 per work hour. Based

on these figures, the cost impact on U.S.

operators to accomplish this currently

required action is estimated to be

$4,800, or $1,200 per operator.

The inspection currently required by

AD 94–26–05 takes approximately 15

work hours per airplane to accomplish,

at an average labor rate of $60 per work

hour. The cost of required parts to

accomplish the change in wear limits

for these airplanes (that is, the cost

resulting from the requirement to

change the brakes before they are worn

to their previously approved limits for

a one-time change) will be

approximately $2,236 per airplane. The

FAA estimates that 46 of the 165

affected airplanes of U.S. registry will be

required to accomplish the inspection.

Based on these figures, the cost impact

on U.S. operators to accomplish the

currently required inspection is

estimated to be $144,256, or $3,136 per

airplane.

The new actions that are required in

this AD action will affect 1 U.S. operator

of 8 airplanes. The FAA estimates that

the new actions will take approximately

15 work hours per airplane to

accomplish, at an average labor rate of

$60 per work hour. Required parts will

cost approximately $2,236 per airplane.

Based on these figures, the cost impact

on the affected U.S. operator of the

requirements of this AD is estimated to

be $3,136 per airplane.

The cost impact figures discussed

above are based on assumptions that no

operator has yet accomplished any of

the 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 adopted herein will

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 final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

For the reasons discussed above, I

certify that this action (1) is not a

‘‘significant regulatory action’’ under

Executive Order 12866; (2) is not a

‘‘significant rule’’ under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979); and (3)

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 final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it may be obtained from 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.

Adoption of the Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration amends 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

removing amendment 39–9101 (59 FR

65927, December 22, 1994), and by

adding a new airworthiness directive

(AD), amendment 39–9888, to read as

follows:

97–02–04 Airbus Industrie: Amendment

39–9888. Docket 95–NM–227–AD.

Supersedes AD 94–26–05, Amendment

39–9101.

Applicability: Model A300, A300–600,

A310, and A320 series airplanes equipped

with Messier-Bugatti, BFGoodrich, Allied

Signal (ALS) Aerospace Company (Bendix),

or Aircraft Braking Systems (ABS) brakes;

certificated in any category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

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 (d) 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 prevent the loss of brake effectiveness

during a high energy rejected takeoff (RTO),

accomplish the following:

Restatement of Requirements of AD 94–26–

05

(a) Within 180 days after January 23, 1995

(the effective date of AD 94–26–05,

amendment 39–9101), accomplish

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

(1) Inspect main landing gear brakes having

the brake part numbers listed in TABLE 1,

below, for wear. Any brake worn more than

the maximum wear limit specified in TABLE

1, below, must be replaced, prior to further

flight, with a brake within that limit.

TABLE 1

[Airbus Industrie Model A300, A300–600, A310, and A320 Series Airplanes Equipped with Messier-Bugatti, BFGoodrich, Allied Signal (ALS)

Aerospace Company (Bendix), or Aircraft Braking Systems (ABS) Brakes]

Airplane model/series Brake manufacturer Brake part No. Maximum brake wear

limit (inch/mm)

A300 B2–100 ............................................................................................ Messier-Bugatti 286349–115 0.98′′(25.0 mm).
Federal Register / Vol. 62, No. 14 / Wednesday, January 22, 1997 / Rules and Regulations 3207

TABLE 1—Continued

[Airbus Industrie Model A300, A300–600, A310, and A320 Series Airplanes Equipped with Messier-Bugatti, BFGoodrich, Allied Signal (ALS)

Aerospace Company (Bendix), or Aircraft Braking Systems (ABS) Brakes]

Airplane model/series Brake manufacturer Brake part No. Maximum brake wear

limit (inch/mm)

A300 B2–100 ............................................................................................ Messier-Bugatti 286349–115 0.98′′(25.0 mm).

A300 B2–100 ............................................................................................ BFGoodrich 2–1449 1.4′′(35.6 mm).

A300 B2–100 ............................................................................................ BFGoodrich 2–1449 1.1′′(27.9 mm) S.C.*

A300 B2–100 ............................................................................................ Messier-Bugatti A21329–41–7 1.1′′(28.0 mm).

A300 B4–100 ............................................................................................ Messier-Bugatti A21329–41–17 1.1′′(28.0 mm).

A300 B4–100 ............................................................................................ ALS (Bendix) 2606802–3/–4/–5 0.9′′(22.9 mm).

A300 B4–100 ............................................................................................ ALS (Bendix) 2606802–3/–4/–5 1.48′′(37.6 mm) S.C.*

A300 B4–100 ............................................................................................ BFGoodrich 2–1449 1.4′′(35.6 mm).

A300 B4–100 ............................................................................................ BFGoodrich 2–1449 1.1′′(27.9 mm) S.C.*

A300 B4–200 ............................................................................................ Messier-Bugatti C20060–100 1.1′′(28.0 mm).

A300–600 ................................................................................................. Messier-Bugatti C20060–100 1.1′′(28.0 mm).

A300–600 ................................................................................................. ALS (Bendix) 2607932–1 0.9′′(22.9 mm).

A300–600 ................................................................................................. ALS (Bendix) 2607932–1 1.48′′(37.6 mm) S.C.*

A300 B4–600R ......................................................................................... Messier-Bugatti C20210000 1.97′′(50.0 mm).

A300 B4–600R ......................................................................................... Messier-Bugatti C20210200 1.97′′(50.0 mm).

A310–200 ................................................................................................. Messier-Bugatti C20089000 1.1′′(28.0 mm).

A310–200 ................................................................................................. ALS (Bendix) 2606822–1 1.26′′(32.0 mm).

A310–200 ................................................................................................. ALS (Bendix) 2606822–1 1.5′′(38.2 mm) S.C.*

A310–300 ................................................................................................. Messier-Bugatti C20194000 1.97′′(50.0 mm).

A310–300 ................................................................................................. Messier-Bugatti C20194200 1.97′′(50.0 mm).

A310–300 ................................................................................................. ABS 5010995 1.97′′(50.0 mm).

A320 ......................................................................................................... Messier-Bugatti C20225000 1.97′′(50.0 mm).

A320 ......................................................................................................... Messier-Bugatti C20225200 1.97′′(50.0 mm).

A320 ......................................................................................................... BFGoodrich 2–1526–2 1.97′′(50.0 mm).

A320 ......................................................................................................... BFGoodrich 2–1526–3/–4 2.68′′(68.0 mm).

*S.C. represents ‘‘Service Configured’’ brakes, which are marked according to the instructions provided in the brake manufacturer’s Component Maintenance Manual (CMM).

Note 2: Measuring instructions that must be revised to accommodate the new brake wear limits specified in TABLE 1, above,

can be found in Chapter 32–42–27 of the Airplane Maintenance Manual (AMM), in Chapter 32–32–( ) or 32–44–( ) of the brake

manufacturer’s CMM, or in certain service bulletins (SB), as listed in TABLE 2, below:

TABLE 2

Brake manufacturer Part No. Document/Chapter Date/Revision (or later revisions)

For Model A300 B2–100 Series Airplanes:

Messier-Bugatti ........................... 286349–115 ....................................... CMM 32–42–27 ............. April 1991.

Messier-Bugatti ........................... 286349–116 ....................................... CMM 32–42–27 ............. April 1991.

BF Goodrich ................................ 2–1449 and S.C.* .............................. CMM 32–44–37 ............. January 1993.

SB 567, (2–1449–32–4) January 30, 1993.

For Model A300 B4–100 Series Airplanes:

ALS (Bendix) ............................... 2606802–3 ......................................... CMM 32–42–02 ............. September 1993.

2606802–4, 2606802–5, and S.C.* ... SB 2606802– 32–003 .... March 31, 1993.

BF Goodrich ................................ 2–1449 and S.C.* .............................. CMM 32–44–37 ............. January 1993.

SB 567 (2–1449–32–4) January 30, 1993.

For Model A300 B4–200 and A300–

600 Series Airplanes:

ALS (Bendix) ............................... 2607932–1 and S.C.* ........................ CMM 32–42–27 ............. September 1993.

SB 2607932–32–002 ..... March 31,1993, and Revision 1 October 1, 1993.

For Model A300 B4–600R Series Airplanes:

Messier-Bugatti ........................... C20210000 and C20210200 ............. Airbus SB 470–32–675 April 6, 1990.

For Model A310–200 Series Airplanes:

ALS (Bendix) ............................... 2606822–1 and S.C.* ........................ CMM 32–42–03 ............. September 1993.

SB 2606822–32-002 ...... March 31, 1993.

For Model A310–300 Series Airplanes:

Messier-Bugatti ........................... C20225000 and C20225200 ............. Airbus SB 470–32–675 April 6, 1990.

*S.C. represents ‘‘Service Configured’’ brakes, which are marked according to the instructions provided in the brake manufacturer’s CMM.

(2) Incorporate into the FAA-approved maintenance inspection program the maximum brake wear limits specified in paragraph

(a)(1) of this AD.
3208 Federal Register / Vol. 62, No. 14 / Wednesday, January 22, 1997 / Rules and Regulations

Note 3: Once an operator has complied with the requirements of paragraphs (a)(1) and (a)(2) of this AD, those paragraphs do

not require that operators subsequently record accomplishment of those requirements each time a brake is inspected or overhauled

in accordance with that operator’s FAA-approved maintenance inspection program.

New Requirements of This AD

(b) Within 90 days after the effective date of this AD, revise the FAA-approved maintenance program to include the requirements

of paragraphs (b)(1), (b)(2), (b)(3), and (b)(4) of this AD. Accomplishment of these requirements terminates the requirements of paragraph

(a) of this AD. (1) Incorporate into the FAA-approved maintenance program the maximum brake wear limits specified in paragraph TABLE 3

of this AD for the applicable airplane model. (2) Comply with those measurements thereafter.

(3) Measure the brake wear in accordance with Chapter 32–42–27 of the AMM; or Chapter 32–32–( ) of the brake manufacturer’s

CMM; or the service bulletins (SB) listed in TABLE 4, below. Note that the brake wear limits specified in TABLE 3 may be dependent

on brake stack weight. In those cases, refer to the service information specified in TABLE 4 to verify that the correct brake stack

weight is being used. (4) If any brake has measured wear beyond the maximum wear limits specified in TABLE 3 of this AD, prior to further flight,

replace it with a brake that is within the wear limits specified in TABLE 3.

TABLE 3

[Airbus Industrie Model A300, A300–600, A310, and A320 Series Airplanes Equipped with Messier-Bugatti, BFGoodrich, Allied Signal (ALS)

Aerospace Company (Bendix), or Aircraft Braking Systems (ABS) Brakes]

Airplane model/Series Brake manufacturer Brake part No.

Maximum brake wear

limit

(inch/mm)

A300 B2–100 ............................................................................................ Messier-Bugatti 286349–115 0.98′′ (25.0 mm).

A300 B2–100 ............................................................................................ Messier-Bugatti 286349–116 0.98′′ (25.0 mm).

A300 B2–100 ............................................................................................ BFGoodrich 2–1449 1.4′′ (35.6 mm).

A300 B2–100 S.C.* .................................................................................. BFGoodrich 2–1449 1.1′′ (27.9 mm).

A300 B4–100 ............................................................................................ Messier-Bugatti A21329–41–7 1.1′′ (28.0 mm).

A300 B4–100 ............................................................................................ Messier-Bugatti A21329–41–17 1.1′′ (28.0 mm).

A300 B4–100/-200 ................................................................................... ALS (Bendix) 2606802–3/-4/-5 0.9′′ (22.9 mm).

A300 B4–100/-200 ................................................................................... ALS (Bendix) 2606802–3/-4/-5 1.48′′ (37.6 mm)

S.C.*

A300–B4–100 ........................................................................................... BFGoodrich 2–1449 1.4′′ (35.6 mm).

A300–B4–100 ........................................................................................... BFGoodrich 2–1449 1.1′′ (27.9 mm) S.C.*

A300–B4–200 ........................................................................................... Messier-Bugatti C20060–100 Series 1.1′′ (28.0 mm).

A300–600 ................................................................................................. Messier-Bugatti C20060–100 Series 1.1′′ (28.0 mm).

A300–600 ................................................................................................. Messier-Bugatti C20175100 1.1′′ (50.0 mm).

A300–600 ................................................................................................. ALS (Bendix) 2607932–1 0.9′′ (22.9 mm).

A300–600 ................................................................................................. ALS (Bendix) 2607932–1 1.48′′ (37.6 mm)

S.C.*

A300 B4–600R ......................................................................................... Messier-Bugatti C20210000 Series 1.97′′ (50.0 mm).

A300 B4–600R ......................................................................................... Messier-Bugatti C20210200 Series 1.97′′ (50.0 mm).

A300 B4–600R ......................................................................................... Messier-Bugatti C20210500 Series 1.97′′ (50.0 mm).

A310–200 ................................................................................................. Messier-Bugatti C20089000 Series 1.1′′ (28.0 mm).

A310–200 ................................................................................................. ALS (Bendix) 2606822–1 1.26′′ (32.0 mm).

A310–200 ................................................................................................. ALS (Bendix) 2606822–1 1.5′′ (38.2 mm) S.C.*

A310–300 ................................................................................................. Messier-Bugatti C20194000 Series 1.97′′ (50.0 mm).

A310–300 ................................................................................................. Messier-Bugatti C20194200 Series 1.97′′ (50.0 mm).

A310–300 ................................................................................................. ABS 5010995 2.22′′ (56.39 mm).

A320 ......................................................................................................... Messier-Bugatti C20225000 Series 1.97′′ (50.0 mm).

A320 ......................................................................................................... Messier-Bugatti C20225200 Series 1.97′′ (50.0 mm).

A320 ......................................................................................................... BFGoodrich 2–1526 1.97′′ (50.0 mm).

A320 ......................................................................................................... BFGoodrich 2–1526–2 1.97′′ (50.0 mm).

A320 ......................................................................................................... BFGoodrich 2–1526–5 1.97′′ (50.0 mm).

A320 ......................................................................................................... BFGoodrich 2–1526–3/-4 2.68′′ (68.0 mm).

A320 ......................................................................................................... BFGoodrich 2–1572 2.68′′ (68.0 mm).

A320 ......................................................................................................... ABS 5011075 2.14′′ (54.36 mm).

* S.C. represents ‘‘Service Configured’’ brakes, which are marked according to the instructions provided in the brake manufacturer’s CMM.

TABLE 4

[Service information sources containing measuring instructions that must be revised to accommodate the new brake wear limits specified in

TABLE 3. (Refer to paragraph (b)(3) of this AD.)]

Brake manufacturer Part No. Document/Chapter Date/Revision (or later revisions)

For Model A300 B2–100 Series Airplanes:

Messier-Bugatti ........................... 286349–115 ....................................... CMM 32–42–27 April 30, 1991.

Messier-Bugatti ........................... 286349–116 ....................................... CMM 32–42–27 April 30, 1991.

BFGoodrich ................................. 2–1449 ............................................... CMM 32–44–37 January 30, 1993.

and S.C.* ........................................... SB 567 (2–1449–32–4) January 30, 1993.

For Model A300 B4–100 Series Airplanes:
Federal Register / Vol. 62, No. 14 / Wednesday, January 22, 1997 / Rules and Regulations 3209

TABLE 4—Continued

[Service information sources containing measuring instructions that must be revised to accommodate the new brake wear limits specified in

TABLE 3. (Refer to paragraph (b)(3) of this AD.)]

Brake manufacturer Part No. Document/Chapter Date/Revision (or later revisions)

Messier-Bugatti ........................... A21329–41–17 ................................... CMM 32–44–37 January 30, 1993.

ALS (Bendix) ............................... 2606802–3 ......................................... CMM 32–42–02 Revision 7/April 30, 1995.

2606802–4 ......................................... SB 2606802–32–003 March 31, 1993, and Revision 1/October 1, 1993.

2606802–5 and S.C.* ........................

BFGoodrich ................................. 2–1449 ............................................... CMM 32–44–37 January 30, 1993.

and S.C.* ........................................... SB 567 (2–1449–32–4) January 30, 1993.

For Model A300 B4–200 Series Airplanes:

Messier-Bugatti ........................... C20060–100 Series ........................... CMM 32–44–24 December 31, 1991.

ALS (Bendix) ............................... 2606802–3 ......................................... CMM 32–42–02; Revision 7/April 30, 1995.

2606802–4, 2606802–5 and S.C.* .... SB 2606802–32–003 March 31, 1993, and Revision 1/October 1, 1993.

For Model A300–600 Series Airplanes:

Messier-Bugatti ........................... C20060–100 Series ........................... CMM 32–44–24 December 31, 1991.

Messier-Bugatti ........................... C20175100 ........................................ CMM 32–44–50 November 30, 1991.

ALS (Bendix) ............................... 2607932–1 and S.C.* ........................ CMM 32–42–05; Revision 4/February 15,1992.

SB 2607932–32–002; March 31,1993, and Revision 1/October 1, 1993.

SB 2607932–32–003 May 31, 1995.

For Model A300 B4–600R Series Airplanes:

Messier-Bugatti ........................... C20210000 ........................................ CMM 32–44–51 August 31, 1994.

and C20210200 Series ...................... SB 470–32–675 Revision 1/September 26, 1994.

Messier-Bugatti ........................... C20210500 Series ............................. CMM 32–44–68 November 30, 1995.

For Model A310–200 Series Airplanes:

Messier-Bugatti ........................... C20089000 Series ............................. CMM 32–46–23 January 31, 1992.

ALS (Bendix) ............................... 2606822–1 and S.C. .......................... CMM 32–42–03 Revision 5/January 31, 1991.

SB 2606822–32–002 March 31, 1993.

For Model A310–300 Series Airplanes:

Messier-Bugatti ........................... C20194000 ........................................ CMM 32–46–37 August 31, 1994.

and C20194200 Series ...................... SB 470–32–675 Revision 1/September 26, 1994.

ABS ............................................. 5010995 ............................................. CMM 32–43–97 February 28, 1991.

For Model A320 Series Airplanes:

Messier-Bugatti ........................... C20225000 ........................................ CMM 32–47–20 January 31, 1995.

and C20225200 Series ...................... SB 580–32–3042 Revision 1/June 30, 1995.

BFGoodrich ................................. 2–1526/–2/–5 ..................................... CMM 32–44–38 March 15, 1993.

2–1526–3/–4 ...................................... CMM 32–44–38 March 15, 1993.

2–1572 ............................................... CMM 32–41–63 April 29, 1994.

ABS ............................................. 5011075 ............................................. CMM 32–41–18 February 28, 1991.

*S.C. represents ‘‘Service Configured’’ brakes, which are marked according to the instructions provided in the brake manufacturer’s CMM.

Note 4: Once an operator has complied

with the requirement of paragraph (b) of this

AD, that paragraph does not require that the

operator subsequently record

accomplishment of those requirements each

time a brake is inspected or overhauled in

accordance with that operator’s FAAapproved maintenance inspection program.

(c) Prior to installation of any brake having

a part number other than those specified in

TABLE 3 of this AD, revise the FAAapproved maintenance program to include

the provisions specified in paragraph (b) of

this AD for that part number brake, that have

been approved by the Manager,

Standardization Branch, ANM–113, FAA,

Transport Airplane Directorate.

(d) 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 5: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Standardization Branch,

ANM–113.

(e) 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.

(f) This amendment becomes effective on

February 26, 1997.

Issued in Renton, Washington, on January

7, 1997.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 97–810 Filed 1–21–97; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–NM–201–AD; Amendment

39–9891; AD 96–25–06 R1]

RIN 2120–AA64

Airworthiness Directives; Saab Model

SAAB SF340A and SAAB 340B Series

Airplanes

AGENCY: Federal Aviation

Administration, DOT.