[Federal Register Volume 60, Number 63 (Monday, April 3, 1995)]
[Proposed Rules]
[Pages 16813-16814]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-8078]



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Proposed Rules
                                                Federal Register
________________________________________________________________________

This section of the FEDERAL REGISTER contains notices to the public of 
the proposed issuance of rules and regulations. The purpose of these 
notices is to give interested persons an opportunity to participate in 
the rule making prior to the adoption of the final rules.

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Federal Register / Vol. 60, No. 63 / Monday, April 3, 1995 / Proposed 
Rules

[[Page 16813]]

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 95-NM-34-AD]


Airworthiness Directives; Airbus Model A300-B2 and -B4 Series 
Airplanes Equipped With General Electric CF6-50 Series Engines or Pratt 
& Whitney JT9D-59A Engines

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 A300-B2 and -
B4 series airplanes. This proposal would require an inspection to 
detect discrepancies of a certain thrust reverser control lever spring, 
an operational test to verify the integrity of the flight inhibition 
circuit of the thrust reverser system, and either correction of 
discrepancies or deactivation of the associated thrust reverser. This 
proposal is prompted by a report indicating that, due to broken and 
deformed thrust reverser control lever springs, an uncommanded movement 
of the thrust reverser lever to the unlock position and a ``reverser 
unlock'' amber warning occurred on one airplane. The actions specified 
by the proposed AD are intended to detect such broken or deformed 
control lever springs before they can lead to uncommanded deployment of 
a thrust reverser subsequent reduced controllability of the airplane.

DATES: Comments must be received by April 28, 1995.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-103, 
Attention: Rules Docket No. 95-NM-34-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 95-NM-34-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. 95-NM-34-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 certain Airbus Model A300-B2 and -B4 
series airplanes equipped with General Electric CF6-50 series engines 
or Pratt & Whitney JT9D-59A engines. The DGAC advises that it has 
received a report indicating that, during a simulated engine failure, 
an uncommanded movement of the thrust reverser lever to the unlock 
position and a ``reverser unlock'' amber warning occurred. 
Investigation revealed that these failures were caused by broken and 
deformed (not in original shape) thrust reverser lever springs. This 
condition, if not corrected, could result in uncommanded deployment of 
a thrust reverser and subsequent reduced controllability of the 
airplane.
    Airbus has issued All Operators Telex (AOT) 78-03, Revision 1, 
dated July 20, 1994, which describes procedures for:
    1. Performing a mechanical integrity inspection to detect 
discrepancies of the thrust reverser control lever spring having part 
number (P/N) A2791294520000;
    2. Performing an operational test to verify the integrity of the 
flight inhibition circuit of the thrust reverser system;
    3. Replacing the thrust reverser control lever spring with a new 
spring or deactivating the associated thrust reverser, if the control 
lever spring is found broken or out of tolerance; and
    4. Determining the origin of the malfunction, if the flight 
inhibition circuit of the thrust reverser system fails the operational 
test; and correcting discrepancies or deactivating the associated 
thrust reverser.
    The DGAC classified this All Operators Telex as mandatory and 
issued French airworthiness directive 94-205-166(B), dated September 
14, 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 
Sec. 21.29 of the Federal Aviation Regulations (14 CFR 21.29) 
[[Page 16814]] 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 a mechanical 
integrity inspection to detect discrepancies of the thrust reverser 
control lever spring having part number (P/N) A2791294520000, and an 
operational test to verify the integrity of the flight inhibition 
circuit of the thrust reverser system. It also requires the correction 
of discrepancies or deactivation of the associated thrust reverser. The 
actions are required to be accomplished in accordance with the All 
Operators Telex described previously.
    The FAA estimates that 21 airplanes of U.S. registry would be 
affected by this proposed AD, that it would take approximately 6 work 
hours per airplane to accomplish the proposed actions, and that the 
average labor rate is $60 per work hour. Required parts would cost 
approximately $55 per airplane. Based on these figures, the total cost 
impact of the proposed AD on U.S. operators is estimated to be $8,715, 
or $415 per airplane.
    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: Amendment 39-   . Docket 95-NM-34-AD.

    Applicability: Model A300-B2 and -B4 series airplanes, equipped 
with General Electric CF6-50 series engines or Pratt & Whitney JT9D-
59A engines; 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 ensure the detection of broken or deformed thrust reverser 
control lever springs that could lead to uncommanded deployment of a 
thrust reverser and subsequent reduced controllability of the 
airplane, accomplish the following:
    (a) Within 500 flight hours after the effective date of this AD, 
perform a mechanical integrity inspection to detect discrepancies of 
the thrust reverser control lever spring having part number (P/N) 
A2791294520000, and an operational test to verify the integrity of 
the flight inhibition circuit of the thrust reverser system, in 
accordance with Airbus All Operators Telex AOT 78-03, Revision 1, 
dated July 20, 1994.

    (1) If no discrepancies are detected, no further action is 
required by this AD.

    (2) If the control lever spring is found broken or out of 
tolerance, prior to further flight, replace it with a new control 
lever spring or deactivate the associated thrust reverser in 
accordance with the AOT.

    (3) If the flight inhibition circuit of the thrust reverser 
system fails the operational test, prior to further flight, 
determine the origin of the malfunction, in accordance with the AOT.

    (i) If the origin of the malfunction is identified, prior to 
further flight, repair the flight inhibition circuit in accordance 
with the AOT.

    (ii) If the origin of the malfunction is not identified, prior 
to further flight, replace the relay having P/N 125GB or 124GB, and 
repeat the operational test, in accordance with the AOT. If the 
malfunction is still present, prior to further flight, inspect and 
repair the wiring in accordance with the AOT. If the malfunction is 
still present following the inspection and repair, prior to further 
flight, deactivate the associated thrust reverser 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, FAA, 
Transport Airplane Directorate, ANM-113. Operators shall submit 
their requests through an appropriate FAA Principal Maintenance 
Inspector, who may add comments and then send it to the Manager, 
Standardization Branch, ANM-113.


    Note 2: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Standardization Branch, ANM-113.

    (c) Special flight permits may be issued in accordance with 
Secs. 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 March 27, 1995.
Darrell M. Pederson,

Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.

[FR Doc. 95-8078 Filed 3-31-95; 8:45 am]

BILLING CODE 4910-13-U