29996 Federal Register / Vol. 61, No. 115 / Thursday, June 13, 1996 / Proposed Rules

Models Serial No.

99, 99A, A99A, B99, and C99 ............................ U–1 through U–239.

100 and A100 ..................................................... B–1 through B–94 and B–100 through B–247.

A100 (U–21F) ..................................................... B–95 through B–99.

A100–1 (U–21J) .................................................. BB–3, BB–4, and BB–5.

B100 .................................................................... BE–1 through BE–137.

200 and B200 ..................................................... BB–2 and BB–6 through BB–1440.

200C and B200C ................................................ BL–1 through BL–72 and BL–124 through BL–137.

200CT and B200CT ............................................ BN–1 through BN–4.

200T and B200T ................................................. BT–1 through BT–34.

A200 (C–12A, C–12C) ........................................ BD–1 through BD–30, and BC–1 through BC–75.

A200 (UC–12B) ................................................... BJ–1 through BJ–66.

A200CT (C–12D) ................................................ BP–1, BP–22, and BP–24 through BP–51.

A200CT(FWD–12D) ............................................ BP–7 through BP–11.

A200CT (RC–12D) .............................................. GR–1 through GR–13.

A200CT (C–12F) ................................................. BP–52 through BP–63.

A200CT (RC–12G) ............................................. FC–1, FC–2, and FC–3.

A200CT (RC–12H) .............................................. GR–14 through GR–19.

A200CT (RC–12K) .............................................. FE–1 through FE–23.

B200C (C–12F) ................................................... BL–73 through BL–112, and BL–118 through BL–123.

B200C (UC–12F) ................................................ BU–1 through BU–10.

B200C (RC–12F) ................................................ BU–11 and BU–12.

B200C (UC–12M) ............................................... BV–1 through BV–10.

B200C (RC–12M) ............................................... BV–11 and BV–12.

B200CT (FWD–12D) ........................................... FG–1 and FG–2.

B200CT (C–12F) ................................................. BP–64 through BP–71.

1900 .................................................................... UA–1, UA–2, and UA–3.

1900C .................................................................. UB–1 through UB–74, and UC–1 through UC–174.

1900C (C–12) ..................................................... UD–1 through UD–6.

1900D .................................................................. UE–1 through UE–17.

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 within the next 150

hours time-in-service after the effective date

of this AD, unless already accomplished.

To prevent inadvertent movement of the

pilot or copilot chair, which could result in

loss of control of the airplane if it occurs

during a critical flight maneuver, accomplish

the following:

(a) Inspect the pilot and copilot chairs to

ensure that the locking pins will fully engage

in the seat tracks in accordance with the

ACCOMPLISHMENT INSTRUCTIONS

section of Beech Service Bulletin (SB) No.

2444, Revision II, dated May 1995. Prior to

further flight, modify any chair where any

locking pin fails to fully engage or is

misaligned in accordance with the

maintenance manual as specified in Beech

SB No. 2444, Revision II, dated May 1995.

(b) The inspection and modification

required by paragraph (a) of this AD are still

mandatory even if the actions were

previously accomplished in accordance with

Beech SB No. 2444, dated April 1992, or

Beech SB No. 2444, Revision I, dated

September 1992.

(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) An alternative method of compliance or

adjustment of the compliance time that

provides an equivalent level of safety may be

approved by the Manager, Wichita Aircraft

Certification Office (ACO), 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 ACO. Alternative methods of

compliance approved in accordance with AD

92–27–10 (superseded by this action) are not

considered approved as alternative methods

of compliance with this AD.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Wichita ACO.

(e) All persons affected by this directive

may obtain copies of the document referred

to herein upon request to the Beech Aircraft

Corporation, P.O. Box 85, Wichita, Kansas

67201–0085; or may examine this document

at the FAA, Central Region, Office of the

Assistant Chief Counsel, Room 1558, 601 E.

12th Street, Kansas City, Missouri 64106.

(f) This amendment supersedes AD 92–27–

10, Amendment 39–8444.

Issued in Kansas City, Missouri, on June 4,

1996.

Henry A. Armstrong,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 96–14989 Filed 6–12–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–NM–227–AD]

RIN 2120–AA64

Airworthiness Directives; Airbus Model

A300, A300–600, A310, and A320

Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

supersedure of 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 FAAapproved maintenance inspection

program. This action would require that

certain wear limits that are dependent

on brake stack weight be used in

conjunction with specified brake stack

weights, and that maximum allowable
Federal Register / Vol. 61, No. 115 / Thursday, June 13, 1996 / Proposed Rules 29997

brake wear limits for additional brake

units be incorporated into the FAAapproved maintenance program. This

proposal 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 the proposed AD

are intended to prevent the loss of brake

effectiveness during a high energy

rejected takeoff.

DATES: Comments must be received by

July 22, 1996.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 95–NM–

227–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9:00 a.m. and 3:00

p.m., Monday through Friday, except

Federal holidays.

The service information referenced in

the proposed rule may be obtained from

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

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington.

FOR FURTHER INFORMATION CONTACT: Joe

Jacobsen, Aerospace Engineer,

Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(206) 227–2011; fax (206) 227–1149.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested persons are invited to

participate in the making of the

proposed rule by submitting such

written data, views, or arguments as

they may desire. Communications shall

identify the Rules Docket number and

be submitted in triplicate to the address

specified above. All communications

received on or before the closing date

for comments, specified above, will be

considered before taking action on the

proposed rule. The proposals contained

in this notice may be changed in light

of the comments received.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the proposed rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report

summarizing each FAA-public contact

concerned with the substance of this

proposal will be filed in the Rules

Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this notice

must submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 95–NM–227–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–227–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

On December 14, 1994, the FAA

issued AD 94–26–05, amendment 39–

9101 (59 FR 65927, December 22, 1994),

applicable to certain Airbus Model

A300, A300–600, A310, and A320 series

airplanes, to require an inspection of

certain 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. That

action was prompted by an accident in

which a transport category airplane

executed a rejected takeoff (RTO) and

was unable to stop on the runway due

to worn brakes, and subsequent review

of allowable brake wear limits for all

transport category airplanes. The

requirements of that AD are intended to

prevent the loss of brake effectiveness

during a high energy RTO.

Actions Since Issuance of Previous Rule

Since the issuance of that AD, the

airplane manufacturer and one brake

unit manufacturer have advised the

FAA that certain brake part numbers

and maximum brake wear information

provided to the FAA and specified in

AD 94–26–05 was incorrect and must be

revised. The FAA finds that this

information must be revised in order to

ensure that any brake worn beyond its

maximum wear limit is replaced with a

brake within that limit.

Additionally, the FAA has been

advised that some brakes that are

subject to the requirements of AD 94–

26–05 have not been removed from

service. These particular brakes are

unable to withstand maximum RTO

energy with the wear pin limit specified

in the existing AD due to lower brake

stack weights. Consequently, the FAA

has determined that a requirement that

certain wear limits that are dependent

on brake stack weight must be used in

conjunction with appropriate brake

stack weights specified in the brake

manufacturer’s Component

Maintenance Manual (CMM), certain

service bulletins, or the Airplane

Maintenance Manual.

Further, additional brake unit part

numbers that were not addressed in AD

94–26–05 have since been evaluated,

and the maximum allowable brake wear

limits for these brake units have been

determined in accordance with a

methodology approved by the FAA. The

newly identified maximum brake wear

limits must be applied to these brake

configurations in order to ensure their

braking effectiveness. The FAA has

determined that airplanes equipped

with these brake units are currently

subject to the same unsafe condition

addressed in the existing AD.

The FAA also finds that references to

certain brake part numbers that were

specified in the existing AD must be

clarified to indicate that the listing

refers to a ‘‘series’’of brake part

numbers.

Additionally, the FAA has

determined that certain service

information specified in the existing AD

must be revised to specify issuance

dates and revision levels.

Type Certification of the Affected

Airplanes

These airplane models are

manufactured in France and are type

certificated for operation in the United

States under the provisions of section

21.29 of the Federal Aviation

Regulations (14 CFR 21.29) and the

applicable bilateral airworthiness

agreement.

Explanation of Requirements of

Proposed Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other airplanes that are of

the same type design, that are equipped

with the subject brake configurations,

and that are registered in the United

States, the proposed AD would

supersede AD 94–26–05. This proposed

AD would 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 proposed AD would:
29998 Federal Register / Vol. 61, No. 115 / Thursday, June 13, 1996 / Proposed Rules

• Revise certain brake part numbers

and maximum brake wear information

specified in the existing AD;

• 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

• Require that maximum allowable

brake wear limits for additional brake

units be incorporated into the FAAapproved maintenance program.

Cost Impact

There are approximately 165 Model

A300, A300–600, A310, and A320 series

airplanes of U.S. registry that would 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 proposed in

this AD action would affect one U.S.

operator of 8 airplanes. The FAA

estimates that the new actions would

take approximately 15 work hours per

airplane to accomplish, at an average

labor rate of $60 per work hour.

Required parts would cost

approximately $2,236 per airplane.

Based on these figures, the cost impact

on the affected U.S. operator of the

proposed 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 current or proposed requirements of

this AD action, and that no operator

would accomplish those actions in the

future if this AD were not adopted.

Regulatory Impact

The regulations proposed herein

would not have substantial direct effects

on the States, on the relationship

between the national government and

the States, or on the distribution of

power and responsibilities among the

various levels of government. Therefore,

in accordance with Executive Order

12612, it is determined that this

proposal would not have sufficient

federalism implications to warrant the

preparation of a Federalism Assessment.

For the reasons discussed above, I

certify that this proposed regulation (1)

is not a ‘‘significant regulatory action’’

under Executive Order 12866; (2) is not

a ‘‘significant rule’’ under the DOT

Regulatory Policies and Procedures (44

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

promulgated, will not have a significant

economic impact, positive or negative,

on a substantial number of small entities

under the criteria of the Regulatory

Flexibility Act. A copy of the draft

regulatory evaluation prepared for this

action is contained in the Rules Docket.

A copy of it may be obtained by

contacting the Rules Docket at the

location provided under the caption

ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Safety.

The Proposed Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration proposes to amend part

39 of the Federal Aviation Regulations

(14 CFR part 39) as follows:

PART 39—AIRWORTHINESS

DIRECTIVES

1. The authority citation for part 39

continues to read as follows:

Authority: 49 U.S.C. 106(g), 40113, 44701.

§ 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), to read as follows:

Airbus Industrie: 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).

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

A300 B4–100 Messier-Bugatti A21329–41–7 1.1′′ (28.0 mm).
Federal Register / Vol. 61, No. 115 / Thursday, June 13, 1996 / Proposed Rules 29999

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 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

and 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.

BFGoodrich 2–1449 and S.C.* CMM 32–44–37

SB 567 (2–1449–32–4)

January 1993.

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.

BFGoodrich 2–1449 and S.C.* CMM 32–44–37

SB 567 (2–1449–32–4)

January 1993.

January 30, 1993.

FOR MODEL A300 B4–200 AND A300–600 SERIES AIRPLANES:

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

SB 2607932–32–002

September 1993.

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 & S.C.* CMM 32–42–03

SB 2606822–32–002

September 1993.

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.

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.
30000 Federal Register / Vol. 61, No. 115 / Thursday, June 13, 1996 / Proposed Rules

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 the maximum wear pin limits specified in Table 3 of this AD into the FAA-approved maintenance program.

(2) Comply with those measurements thereafter.

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

CMM, or with certain service bulletins (SB), as listed in Table 4, below. Brake wear limits specified in Table 3, below, that are

identified in the service information specified in Table 4, below, as being dependent on brake stack weights shall be used in conjunction

with the brake stack weights specified in that service information.

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

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.*

A300–600 Messier-Bugatti C20060–100 Series 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 Series 1.97′′ (50.0 mm).

A300 B4–600R Messier-Bugatti C20210200 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

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 and S.C.* CMM 32–44–37

SB 567 (2–1449–32–4)

January 30, 1993.

January 30,1993.

FOR MODEL A300 B4–100 SERIES AIRPLANES:

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

ALS (Bendix) 2606802–3

2606802–4

2606802–5 and S.C.*

CMM 32–42–02

SB 2606802–32–003

Revision 7/April 30, 1995.

March 31, 1993, and

Revision 1/October 1, 1993.

BFGoodrich 2–1449 and S.C.* CMM 32–44–37

SB 567 (2–1449–32–4)

January 30, 1993.

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

2606802–4

2606802–5 and S.C.*

CMM 32–42–02

SB 2606802–32–003

Revision 7/April 30, 1995.

March 31, 1993, and

Revision 1/October 1, 1993.
Federal Register / Vol. 61, No. 115 / Thursday, June 13, 1996 / Proposed Rules 30001

TABLE 4—Continued

Brake manufacturer Part No. Document/chapter Date/revision (or later revisions)

FOR MODEL A300–600 SERIES AIRPLANES:

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

ALS (Bendix) 2607932–1 and S.C.* CMM 32–42–05

SB 2607932–32-002

SB 2607932–32–003

Revision 4/February 15,1992.

March 31,1993, and

Revision 1/October 1, 1993.

May 31, 1995.

FOR MODEL A300 B4–600R SERIES AIRPLANES:

Messier-Bugatti C20210000

and

C20210200 Series

CMM 32–44–51

SB 470–32–675

August 31, 1994.

Revision 1/

September 26, 1994.

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

SB 2606822–32–002

Revision 5/

January 31, 1991.

March 31, 1993.

FOR MODEL A310–300 SERIES AIRPLANES:

Messier-Bugatti C20194000 and

C20194200 Series

CMM 32–46–37

SB 470–32–675

August 31, 1994.

Revision 1/

September 26, 1994.

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

FOR MODEL A320 SERIES AIRPLANES:

Messier-Bugatti C20225000 and

C20225200 Series

CMM 32–47–20

SB 580–32–3042

January 31, 1995.

Revision 1/June 30, 1995.

BFGoodrich 2–1526/–2/–5

2–1526–3/–4

2–1572

CMM 32–44–38

CMM 32–44–38

CMM 32–41–63

March 15, 1993.

March 15, 1993.

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 FAA-approved 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. Issued in

Renton, Washington, on June 6, 1996.

James V. Devany,

Acting Manager, Transport Airplane Directorate, Aircraft Certification Service.

[FR Doc. 96–14988 Filed 6–12–96; 8:45 am]

BILLING CODE 4910–13–U