[Federal Register Volume 60, Number 2 (Wednesday, January 4, 1995)]
[Proposed Rules]
[Pages 384-386]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-59]



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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39

[Docket No. 94-NM-193-AD]


Airworthiness Directives; Airbus Model A300, A310, and A300-600 
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 all Airbus Model A300, A310, and 
A300-600 series airplanes. This proposal would require repetitive 
mechanical and electrical inspections to detect chafing of electrical 
wiring; and repair or replacement of discrepant parts, and 
repositioning the looms. This proposal is prompted by reports of wire 
chafing in the forward avionic compartment. The actions specified by 
the proposed AD are intended to prevent such chafing, which may lead to 
a short in the electrical circuits at the 104VU panel; this condition 
could result in unwanted depressurization, loss of wing de-icing, and 
loss of in-flight engine restart capability.

DATES: Comments must be received by February 13, 1995.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-103, 
Attention: Rules Docket No. 94-NM-193-AD, 1601 Lind Avenue SW., Renton, 
Washington 98055-4056. Comments may be inspected at this location 
between 9 a.m. and 3 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: Stephen Slotte, Aerospace Engineer, 
Standardization Branch, ANM-113, FAA, Transport Airplane Directorate, 
1601 Lind Avenue SW., Renton, Washington 98055-4056; telephone (206) 
227-2797; fax (206) 227-1320.

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 94-NM-193-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. 94-NM-193-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, recently notified the FAA that an 
unsafe condition may exist on all Airbus Model A300, A310, and A300-600 
series airplanes. The DGAC advises that it has received several reports 
of wire chafing in the forward avionic compartment. Investigation 
revealed that the chafing occurred at the top of the 104VU panel 
between the extending ladder in the avionic compartment (in the stowed 
position) and the 104VU wire bundles through the brown plastic cover; 
this cover protects the upper part of the 103VU/104VU/105VU panels. 
Investigation revealed that this chafing occurs when some of the 
attachment rivets of the ladder support shaft are sheared due to 
mishandling of the ladder. Model A310 and A300-600 series airplanes 
have significantly more wires in the subject area than Model A300 
series airplanes. These wire bundles are sometimes positioned very 
close to the ladder. As a result, if the protective cover is damaged or 
torn, there is a risk of the cable chafing, even without rivet damage, 
for Model A310 and A300-600 series airplanes. This risk is greater in a 
case of cable bundle ballooning or when tie-wraps are loose or missing.
    Chafing of the electrical wire cables between the upper part of the 
104VU panel and the extending ladder in the avionic compartment, if not 
corrected, may lead to a short in the electrical circuits at the 104VU 
panel, which could result in unwanted depressurization, loss of wing 
de-icing, and loss of in-flight engine restart capability.
    Airbus has issued All Operators Telex AOT 24-05, Revision 1, dated 
June 7, 1994, which describes procedures for repetitive mechanical and 
electrical inspections to detect discrepancies, repair or replacement 
of discrepant [[Page 385]] parts, and repositioning the looms. The 
mechanical inspections include an inspection of the protective cover, 
ladder support shaft, and attaching rivets. The electrical inspection 
includes an inspection of the electrical bundles, and an inspection to 
determine adequacy of clearance between the looms and the ladder. The 
DGAC classified this all operators telex as mandatory and issued French 
airworthiness directive 94-187-163(B), dated August 17, 1994, in order 
to assure the continued airworthiness of these airplanes in France.
    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 
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.
    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 repetitive 
mechanical and electrical inspections to detect discrepancies; and 
repair or replacement of discrepant parts, and repositioning the looms. 
The actions would be required to be accomplished in accordance with the 
all operators telex described previously.
    This is considered to be interim action. The manufacturer has 
advised that it currently is developing a modification that will 
positively address the unsafe condition addressed by this AD. Once this 
modification is developed, approved, and available, the FAA may 
consider additional rulemaking.
    As a result of recent communications with the Air Transport 
Association (ATA) of America, the FAA has learned that, in general, 
some operators may misunderstand the legal effect of AD's on airplanes 
that are identified in the applicability provision of the AD, but that 
have been altered or repaired in the area addressed by the AD. The FAA 
points out that all airplanes identified in the applicability provision 
of an AD are legally subject to the AD. If an airplane has been altered 
or repaired in the affected area in such a way as to affect compliance 
with the AD, the owner or operator is required to obtain FAA approval 
for an alternative method of compliance with the AD, in accordance with 
the paragraph of each AD that provides for such approvals. A note has 
been included in this notice to clarify this requirement.
    The FAA estimates that 69 airplanes of U.S. registry would be 
affected by this proposed AD, that it would take approximately 1 work 
hour per airplane to accomplish the proposed actions, and that the 
average labor rate is $60 per work hour. Based on these figures, the 
total cost impact of the proposed AD on U.S. operators is estimated to 
be $4,140, or $60 per airplane, per inspection cycle.
    The total cost impact figure discussed above is 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.
    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. App. 1354(a), 1421 and 1423; 49 U.S.C. 
106(g); and 14 CFR 11.89.


Sec. 39.13  [Amended]

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

Airbus Industrie: Docket 94-NM-193-AD.

    Applicability: All Model A300, A310, and A300-600 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 use the authority 
provided in paragraph (b) to request approval from the FAA. This 
approval may address either no action, if the current configuration 
eliminates the unsafe condition; or different actions necessary to 
address the unsafe condition described in this AD. Such a request 
should include an assessment of the effect of the changed 
configuration on the unsafe condition addressed by this AD. In no 
case does the presence of any modification, alteration, or repair 
remove any airplane from the applicability of this AD.

    Compliance: Required as indicated, unless accomplished 
previously.
    To prevent unwanted depressurization, loss of wing de-icing, and 
loss of in-flight engine restart capability, accomplish the 
following:
    (a) Within 600 flight hours or 6 months after the effective date 
of this AD, whichever occurs first, accomplish paragraphs (a)(1) and 
(a)(2) of this AD.
    (1) Perform mechanical inspections to detect discrepancies, in 
accordance with paragraph 4.2.1. of Airbus All Operators Telex AOT 
24-05, Revision 1, dated June 7, 1994. Repeat the inspection 
thereafter at intervals not to exceed 1,050 flight hours. If any 
discrepancy is detected, prior to further flight, repair or replace 
discrepant parts, and perform an electrical inspection in accordance 
with the AOT.
    (2) Perform an electrical inspection to detect discrepancies, in 
accordance with paragraph 4.2.2. of Airbus All Operators Telex AOT 
24-05, Revision 1, dated June 7, 1994. Repeat the inspection 
thereafter at intervals not to exceed 18 months. If any discrepancy 
is detected, prior to further flight, repair or replace discrepant 
parts, and reposition the looms, in accordance with the AOT.
    (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, Standardization Branch, ANM-113, 
FAA, Transport Airplane Directorate. Operators [[Page 386]] 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.

    (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.

    Issued in Renton, Washington, on December 28, 1994.
S.R. Miller,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 95-59 Filed 1-3-95; 8:45 am]
BILLING CODE 4910-13-U