36832 Federal Register / Vol. 63, No. 130 /Wednesday, July 8, 1998 /Rules and Regulations

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 correct cracking in the axle adapter of

the shock absorber of the NLG, which could

cause failure of the NLG and consequent

damage to the airplane structure, accomplish

the following:

(a) Within 300 flight hours after the

effective date of this AD, perform a one-time

visual inspection to detect cracking in the

axle adapter of the NLG shock absorber, in

accordance with Dornier Service Bulletin

SB–328–32–213, dated April 16, 1997.

(1) If no cracking is detected, no further

action is required by this AD.

(2) If any cracking is detected, prior to

further flight, remove the NLG shock

absorber and replace it with a new or

serviceable part, in accordance with the

service bulletin.

Note 2: Dornier Service Bulletin SB–328–

32–213, dated April 16, 1997, references

Messier-Dowty Service Bulletin 800–32–027,

dated May 7, 1997, as an additional source

of service information to accomplish the

inspection, removal, and repair.

(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 request through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, International Branch,

ANM–116.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the International Branch,

ANM–116.

(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.

(d) The actions shall be done in accordance

with Dornier Service Bulletin SB–328–32–

213, dated April 16, 1997. 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 FAIRCHILD DORNIER,

DORNIER Luftfahrt GmbH, P.O. Box 1103, D–

82230 Wessling, Germany. Copies may be

inspected at the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW., Renton,

Washington; or at the Office of the Federal

Register, 800 North Capitol Street, NW., suite

700, Washington, DC 20401.

Note 4: The subject of this AD is addressed

in German airworthiness directive 97–142,

dated May 22, 1997.

(e) This amendment becomes effective on

August 12, 1998.

Issued in Renton, Washington, on June 29,

1998.

Vi L. Lipski,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–17913 Filed 7–7–98; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–NM–132–AD; Amendment

39–10646; AD 98–14–13]

RIN 2120–AA64

Airworthiness Directives; Airbus Model

A300, A310, A300–600 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Airbus Model

A300, A310, and A300–600 series

airplanes. This amendment requires a

one-time operational test and repetitive

functional tests of the free fall control

mechanism of the landing gear to ensure

proper release of the main landing gear

(MLG), and corrective action, if

necessary. This amendment also

requires eventual modification of the

free fall control mechanism of the

landing gear, which constitutes

terminating action for the repetitive

functional tests. This amendment is

prompted by issuance of mandatory

continuing airworthiness information by

a foreign civil airworthiness authority.

The actions specified by this AD are

intended to prevent malfunction of the

free fall control mechanism of the

landing gear, which could result in the

inability to extend the MLG in the event

of failure of the hydraulic extension

system.

DATES: Effective August 12, 1998.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of August 12,

1998.

ADDRESSES: The service information

referenced in this AD may be obtained

from Airbus Industrie, 1 Rond Point

Maurice Bellonte, 31707 Blagnac Cedex,

France. 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:

Norman B. Martenson, Manager,

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: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an airworthiness directive (AD)

that is applicable to certain Airbus

Model A300, A310, and A300–600

series airplanes was published in the

Federal Register on May 14, 1998 (63

FR 26742). That action proposed to

require a one-time operational test and

repetitive functional tests of the free fall

control mechanism of the landing gear

to ensure proper release of the main

landing gear (MLG), and corrective

action, if necessary. That action also

proposed to require eventual

modification of the free fall control

mechanism of the landing gear, which

constitutes terminating action for the

repetitive functional tests.

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. No

comments were submitted in response

to the proposal or the FAA’s

determination of the cost to the public.

Conclusion

The FAA has determined that air

safety and the public interest require the

adoption of the rule as proposed.

Cost Impact

The FAA estimates that 24 Model

A300 series airplanes, 41 Model A310

series airplanes, and 61 Model A300–

600 series airplanes of U.S. registry will

be affected by this AD.

It will take approximately 3 work

hours per airplane to accomplish the

required operational test, at an average

labor rate of $60 per work hour. Based

on these figures, the cost impact of the

required operational test on U.S.

operators is estimated to be $22,680, or

$180 per airplane.

It will take approximately 2 work

hours per airplane to accomplish the

required functional test, at an average

labor rate of $60 per work hour. Based

on these figures, the cost impact of the

required functional test on U.S.

operators is estimated to be $15,120, or

$120 per airplane, per test cycle.

It will take approximately 26 work

hours per airplane to accomplish the

required modification on the Model

A300 and A300–600 series airplanes, at

an average labor rate of $60 per work

hour. Required parts will cost
Federal Register / Vol. 63, No. 130 /Wednesday, July 8, 1998 /Rules and Regulations 36833

approximately $2,630 per airplane.

Based on these figures, the cost impact

of the required modification on U.S.

operators of Model A300 or A300–600

series airplanes is estimated to be

$356,150, or $4,190 per airplane.

It will take approximately 28 work

hours per airplane to accomplish the

required modification on the Model

A310 series airplanes, at an average

labor rate of $60 per work hour.

Required parts will cost approximately

$3,710 per airplane. Based on these

figures, the cost impact of the required

modification on U.S. operators of Model

A310 series airplanes is estimated to be

$220,990, or $5,390 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, Incorporation by reference,

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

adding the following new airworthiness

directive:

98–14–13 Airbus Industrie: Amendment

39–10646. Docket 98–NM–132–AD.

Applicability: Model A300, A310, and

A300–600 series airplanes; on which Airbus

Industrie Modification 02781 has been

accomplished, and on which Airbus

Industrie Modification 03433 or 04443 has

not been accomplished; 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 (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 malfunction of the free fall

control mechanism of the landing gear,

which could result in the inability to extend

the main landing gear (MLG) in the event of

failure of the hydraulic extension system,

accomplish the following:

(a) Within 600 flight hours after the

effective date of this AD, perform a one-time

operational test of the free fall control

mechanism of the landing gear to ensure

proper release of the MLG for extension by

free fall, in accordance with Airbus Industrie

All Operator Telex (AOT) 32–14, dated

February 3, 1997, or Revision 01, dated

March 13, 1997. If any discrepancy is

detected in the functioning of the free fall

control mechanism of the landing gear, prior

to further flight, readjust the mechanism, and

repeat the operational test in accordance with

the AOT. If any discrepancy is detected in

the second operational test, prior to further

flight, rerig the free fall control mechanism

in accordance with the AOT, and accomplish

the actions required by paragraph (b) of this

AD.

(b) Within 10 months after the effective

date of this AD, perform a functional test of

the free fall control mechanism of the landing

gear to ensure proper release of the MLG for

extension by free fall, in accordance with

Airbus Industrie AOT 32–14, dated February

3, 1997, or Revision 01, dated March 13,

1997. Thereafter, repeat the functional test of

the free fall control mechanism of the landing

gear at intervals not to exceed 12 months,

until the modification required by paragraph

(c) of this AD has been accomplished. During

any test performed in accordance with

paragraph (b) of this AD, if the free fall

control mechanism of the landing gear fails

to fully extend the MLG, prior to further

flight, readjust or rerig the mechanism in

accordance with the AOT.

(c) Within 66 months after the effective

date of this AD, modify the free fall control

mechanism of the landing gear in accordance

with Airbus Industrie Service Bulletin A300–

32–0425, Revision 01 (for Model A300 series

airplanes); A310–32–2111, Revision 01 (for

Model A310 series airplanes); or A300–32–

6072, Revision 01 (for Model A300–600

series airplanes); all dated October 10, 1997;

as applicable. Accomplishment of the

modification constitutes terminating action

for the repetitive functional tests required by

paragraph (b) of this AD.

(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,

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 International Branch,

ANM–116.

(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) The actions shall be done in accordance

with the following Airbus Industrie service

information, as applicable:

• All Operator Telex (AOT) 32–14, dated

February 3, 1997;

• All Operator Telex (AOT) 32–14,

Revision 01, dated March 13, 1997;

• Service Bulletin A300–32–0425,

Revision 01, dated October 10, 1997;

• Service Bulletin A310–32–2111,

Revision 01, dated October 10, 1997; or

• Service Bulletin A300–32–6072,

Revision 01, dated October 10, 1997.

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 Airbus Industrie, 1 Rond Point Maurice

Bellonte, 31707 Blagnac Cedex, France.

Copies may be inspected at the FAA,

Transport Airplane Directorate, 1601 Lind

Avenue, SW., Renton, Washington; or at the

Office of the Federal Register, 800 North

Capitol Street, NW., suite 700, Washington,

DC.

Note 3: The subject of this AD is addressed

in French airworthiness directive 97–113–

221(B)R1, dated December 3, 1997.

(g) This amendment becomes effective on

August 12, 1998.
36834 Federal Register / Vol. 63, No. 130 /Wednesday, July 8, 1998 /Rules and Regulations

Issued in Renton, Washington, on June 29,

1998.

Vi L. Lipski,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–17912 Filed 7–7–98; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–NM–93–AD; Amendment

39–10644; AD 98–14–11]

RIN 2120–AA64

Airworthiness Directives; Airbus Model

A319, A320, and A321 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to all Airbus Model A319,

A320, and A321 series airplanes, that

requires repetitive inspections for

discrepancies of the lock bolt for the

pintle pin on the main landing gear

(MLG), and follow-on corrective actions,

if necessary. This amendment is

prompted by issuance of mandatory

continuing airworthiness information by

a foreign civil airworthiness authority.

The actions specified by this AD are

intended to detect and correct a rotated,

damaged, or missing lock bolt, which

could result in disengagement of the

pintle pin from the bearing, and

consequent collapse of the MLG during

landing.

DATES: Effective August 12, 1998.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of August 12,

1998.

ADDRESSES: The service information

referenced in this AD may be obtained

from Airbus Industrie, 1 Rond Point

Maurice Bellonte, 31707 Blagnac Cedex,

France. 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:

Norman B. Martenson, Manager,

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: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an airworthiness directive (AD)

that is applicable to all Airbus Model

A319, A320, and A321 series airplanes

was published in the Federal Register

on May 12, 1998 (63 FR 26111). That

action proposed to require repetitive

inspections for discrepancies of the lock

bolt for the pintle pin on the main

landing gear (MLG), and follow-on

corrective actions, if necessary.

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

The commenters support the

proposed rule.

Explanation of Changes Made to This

Final Rule

In the proposal, the FAA

inadvertently omitted reference to

Revision 1, dated June 13, 1994, of

Airbus Service Bulletin A320–32–1119.

Therefore, the FAA has revised the final

rule accordingly.

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 change

previously described. The FAA has

determined that this change will neither

increase the economic burden on any

operator or increase the scope of the AD.

Interim Action

This is considered to be interim

action until final action is identified, at

which time the FAA may consider

further rulemaking.

Cost Impact

The FAA estimates that 120 airplanes

of U.S. registry will be affected by this

AD. It will take approximately 1 work

hour per airplane to accomplish the

required inspection, at an average labor

rate of $60 per work hour. Based on

these figures, the cost impact of the

inspection required by this AD on U.S.

operators is estimated to be $7,200, or

$60 per airplane, per inspection cycle.

The cost impact figure discussed

above is 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, Incorporation by reference,

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

adding the following new airworthiness

directive:

98–14–11 Airbus Industrie: Amendment

39–10644. Docket 98–NM–93–AD.

Applicability: All Model A319, A320, and

A321 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

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