Airworthiness Directives; Airbus Model A300; A300 B4-600, B4-600R, and F4-600R (Collectively Called A300-600); and A310 Series Airplanes

[Federal Register Volume 67, Number 56 (Friday, March 22, 2002)]
[Rules and Regulations]
[Pages 13259-13262]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 02-6910]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2002-NM-75-AD; Amendment 39-12686; AD 2002-06-09]
RIN 2120-AA64


Airworthiness Directives; Airbus Model A300; A300 B4-600, B4-
600R, and F4-600R (Collectively Called A300-600); and A310 Series 
Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule; request for comments.

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SUMMARY: This amendment adopts a new airworthiness directive (AD) that 
is applicable to all Airbus Model A300; A300-600; and A310 series 
airplanes. This action requires certain inspections of the airplane 
(including the vertical stabilizer, horizontal stabilizer, pylons, 
wing, and fuselage areas) following an in-flight incident resulting in 
extreme lateral loading. This action is necessary to detect and correct 
reduced structural integrity of the airplane following any future 
event. This action is intended to address the identified unsafe 
condition.

DATES: Effective April 8, 2002. Comments for inclusion in the Rules 
Docket must be received on or before May 21, 2002.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-114, 
Attention: Rules Docket No. 2002-NM-75-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. Comments may be submitted via fax to (425) 227-1232. 
Comments may also be sent via the Internet using the following address: 
[email protected]. Comments sent via fax or the Internet must 
contain ``Docket No. 2000-NM-75-AD'' in the subject line and need not 
be submitted in triplicate. Comments sent via the Internet as attached 
electronic files must be formatted in Microsoft Word 97 for Windows or 
ASCII text.
    Information pertaining to this amendment may be examined at the 
FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, 
Washington.

FOR FURTHER INFORMATION CONTACT: Tim Backman, Aerospace Engineer, ANM-
116, International Branch, FAA, Transport Airplane Directorate, 1601 
Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425) 227-
2797; fax (425) 227-1149.

SUPPLEMENTARY INFORMATION: On November 12, 2001, an Airbus Model A300 
B4-600R series airplane was involved in an accident shortly after 
takeoff from John F. Kennedy Airport, Jamaica, New York. During the 
accident event, the vertical stabilizer and rudder departed the 
airplane. The cause of this accident is under investigation by the 
National Transportation Safety Board

[[Page 13260]]

(NTSB), and, although the NTSB has not determined the cause of the 
accident, information to date indicates that the vertical stabilizer 
was subjected to large aerodynamic structural loading during the 
accident event.
    A recent review of Airbus fleet data indicated that another Airbus 
Model A300-600 series airplane was involved in an upset event in 1997 
that may have subjected the airplane to lateral loads on the vertical 
stabilizer similar to those experienced on the airplane involved in the 
November 12, 2001, accident. The vertical stabilizer was recently 
removed from the airplane involved in the 1997 event, and the composite 
attachment lugs were subjected to ultrasonic nondestructive inspections 
(NDIs). The results of the NDI yielded indications consistent with 
composite delamination of the right-hand aft attachment lug. This type 
of delamination is characteristic of extreme lateral loading 
conditions.
    Following the event, the operator performed the inspections of the 
airplane specified in the Airplane Maintenance Manual (AMM) that are 
deemed necessary by the manufacturer after an in-flight incident. 
However, the AMM did not include inspections for damage of the vertical 
stabilizer caused by extreme lateral loading. Extreme lateral load 
factors can occur as a consequence of severe turbulence, loss of 
control of the airplane involving yaw and/or roll maneuvers, hazardous 
system failures or other rare flight conditions. Review of service 
history indicates that these events only occur rarely. Such conditions, 
if not corrected, could result in reduced structural integrity of the 
airplane.

U.S. Type Certification of the Airplane

    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. The FAA has 
coordinated this action with the Direction Generale de l'Aviation 
Civile (DGAC), which is the airworthiness authority for France. The 
DGAC plans to release a recommended bulletin to address this issue.

Explanation of the Requirements of the Rule

    Since an unsafe condition has been identified that is likely to 
exist or develop on other airplanes of the same type design, this AD is 
being issued to detect and correct reduced structural integrity of the 
airplane following an in-flight incident resulting in extreme lateral 
loading. This AD requires certain inspections of the airplane 
(including the vertical stabilizer, horizontal stabilizer, pylons, 
wing, and fuselage areas), immediately following such an incident.
    This AD requires inspections for extreme lateral loads exceeding 
0.3g. Because no such inspection methods were defined previously, these 
inspections must be approved by the Manager, International Branch, ANM-
116, FAA, Transport Airplane Directorate.
    This AD also requires reporting of these inspection results to the 
manufacturer, including information regarding the extreme lateral 
loading event. Based on this information, the manufacturer will develop 
any appropriate additional inspections. Upon FAA approval, these 
inspections are also required.
    Inspections are not required for extreme lateral loading events 
that occur on the ground (landing, taxiing). On the ground an extreme 
lateral load would not be transmitted to the airplane through the 
vertical stabilizer.

Determination of Rule's Effective Date

    Since a situation exists that requires the immediate adoption of 
this regulation, it is found that notice and opportunity for prior 
public comment hereon are impracticable, and that good cause exists for 
making this amendment effective in less than 30 days.

Comments Invited

    Although this action is in the form of a final rule that involves 
requirements affecting flight safety and, thus, was not preceded by 
notice and an opportunity for public comment, comments are invited on 
this rule. Interested persons are invited to comment on this 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 under the caption ADDRESSES. All 
communications received on or before the closing date for comments will 
be considered, and this rule may be amended in light of the comments 
received. Factual information that supports the commenter's ideas and 
suggestions is extremely helpful in evaluating the effectiveness of the 
AD action and determining whether additional rulemaking action would be 
needed.
    Submit comments using the following format:
    <bullet> Organize comments issue-by-issue. For example, discuss a 
request to change the compliance time and a request to change the 
service bulletin reference as two separate issues.
    <bullet> For each issue, state what specific change to the AD is 
being requested.
    <bullet> Include justification (e.g., reasons or data) for each 
request.
    Comments are specifically invited on the overall regulatory, 
economic, environmental, and energy aspects of the rule that might 
suggest a need to modify the 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 that 
summarizes each FAA-public contact concerned with the substance of this 
AD will be filed in the Rules Docket.
    Commenters wishing the FAA to acknowledge receipt of their comments 
submitted in response to this rule must submit a self-addressed, 
stamped postcard on which the following statement is made: ``Comments 
to Docket Number 2002-NM-75-AD.'' The postcard will be date stamped and 
returned to the commenter.

Regulatory Impact

    The regulations adopted herein will not have a substantial direct 
effect 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, it 
is determined that this final rule does not have federalism 
implications under Executive Order 13132.
    The FAA has determined that this regulation is an emergency 
regulation that must be issued immediately to correct an unsafe 
condition in aircraft, and that it is not a ``significant regulatory 
action'' under Executive Order 12866. It has been determined further 
that this action involves an emergency regulation under DOT Regulatory 
Policies and Procedures (44 FR 11034, February 26, 1979). If it is 
determined that this emergency regulation otherwise would be 
significant under DOT Regulatory Policies and Procedures, a final 
regulatory evaluation will be prepared and placed in the Rules Docket. 
A copy of it, if filed, 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

[[Page 13261]]

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.


Sec. 39.13  [Amended]

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

2002-06-09  Airbus Industrie: Amendment 39-12686. Docket 2002-NM-75-
AD.

    Applicability: All Model A300; A300 B4-600, B4-600R, and F4-600R 
(collectively called A300-600); and A310 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 accordance with paragraph (f) 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 detect and correct reduced structural integrity of the 
airplane following an extreme lateral loading event, accomplish the 
following:

Lateral Load Factor Determination

    (a) As of the effective date of this AD, before further flight 
following an in-flight incident that results in extreme lateral 
loading, determine whether the lateral load factor (Ny) equaled or 
exceeded 0.3g. Extreme lateral loading can occur as a consequence of 
severe turbulence, loss of control of the aircraft involving yaw 
and/or roll maneuvers, hazardous systems failures, or other rare 
flight conditions. Then do the inspections specified in paragraph 
(b) or (c) of this AD, as applicable, at the time specified.

    Note 2: Acceptable methods for determining if the lateral load 
factor equaled or exceeded 0.3g include but are not limited to: 
Aircraft Communication Addressing and Reporting System (ACARS), 
Digital Flight Data Recorder (DFDR) readout, or Quick Access 
Recorder (QAR). A pilot report of extreme lateral acceleration in-
flight can be used to assess whether one of the previous methods 
should be used to determine the lateral load factor.


    Note 3: The inspections specified in paragraphs (b) and (c) of 
this AD are not necessary if lateral load factors exceed 0.3g when 
the airplane is on the ground (landing, taxiing).

Inspections for Certain Lateral Load Factors

    (b) For airplanes on which the lateral load factor (Ny) is 
greater than or equal to 0.3g, but less than 0.35g, accomplish the 
following actions:
    (1) Before further flight, do the detailed inspections specified 
in paragraph (d) of this AD.

Reporting Requirement

    (2) Within 5 days after accomplishing the inspections required 
by paragraph (b)(1) of this AD: Submit a report to Airbus, including 
the DFDR recording (or equivalent) of the portion of the flight when 
the extreme lateral loading event occurred, and other relevant 
information necessary to fully describe the event and develop the 
actual loads, including but not limited to, airplane weight, 
weather, and flight crew report. Submit a report of the inspection 
results (both positive and negative findings) to AI/SE-D32 Technical 
Data and Documentation Services, Airbus Industrie Customer Services 
Directorate, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex 
France; fax (+33) 5 61 93 28 06. Information collection requirements 
contained in this regulation have been approved by the Office of 
Management and Budget (OMB) under the provisions of the Paperwork 
Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been 
assigned OMB Control Number 2120-0056.

    Note 4: Following accomplishment of the requirements of 
paragraphs (b)(1), (b)(2) and, if necessary, (e) of this AD, the 
airplane may be returned to service before accomplishing the 
inspections required by paragraph (b)(3) of this AD.

Supplementary Inspections

    (3) The manufacturer will develop an airplane loads assessment 
and recommend, if necessary, supplementary inspections of the 
applicable areas of the airplane (including the vertical stabilizer, 
horizontal stabilizer pylons, wing, and fuselage areas). Within 30 
days after the extreme lateral loading event, do the supplementary 
inspections of the airplane according to a method approved by the 
Manager, International Branch, ANM-116, FAA, Transport Airplane 
Directorate.

    Note 5: The loads assessment, and if necessary, supplementary 
inspections required by paragraph (b)(3) of this AD, will be 
developed and proposed by the manufacturer based on the 
manufacturer's analysis of the report required by paragraph (b)(2) 
of this AD.

Inspections for Certain Other Lateral Load Factors

    (c) For airplanes on which the lateral load factor (Ny) is 
greater than or equal to 0.35g, accomplish the following:
    (1) Before further flight, do the detailed inspections specified 
in paragraph (d) of this AD.

Reporting Requirement

    (2) Before further flight after accomplishing the inspections 
required by paragraph (c)(1) of this AD: Submit a report to Airbus, 
including the DFDR recording (or equivalent) of the portion of the 
flight when the extreme lateral loading event occurred, and other 
relevant information necessary to fully describe the event and 
develop the actual loads, including but not limited to, airplane 
weight, weather, and flight crew report. Submit a report of the 
inspection results (both positive and negative findings) to AI/SE-
D32 Technical Data and Documentation Services, Airbus Industrie 
Customer Services Directorate, 1 Rond Point Maurice Bellonte, 31707 
Blagnac Cedex France; fax (+33) 5 61 93 28 06. Information 
collection requirements contained in this regulation have been 
approved by the Office of Management and Budget (OMB) under the 
provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et 
seq.) and have been assigned OMB Control Number 2120-0056.

Supplementary Inspections

    (3) The manufacturer will develop an airplane loads assessment 
and recommend, if necessary, supplementary inspections of the 
applicable areas of the airplane (including the vertical stabilizer, 
horizontal stabilizer pylons, wing, and fuselage areas). Before 
further flight, do the supplementary inspections of the airplane 
according to a method approved by the Manager, International Branch, 
ANM-116, FAA, Transport Airplane Directorate.

    Note 6: The loads assessment, and if necessary, supplementary 
inspections required by paragraph (c)(3) of this AD, will be 
developed and proposed by the manufacturer based on the 
manufacturer's analysis of the report required by paragraph (c)(2) 
of this AD.

Detailed Inspections

    (d) Do the following detailed inspections at the time specified 
in paragraph (b)(1) or (c)(1) of this AD, as applicable:
    (1) Do the inspections as specified in and per Chapter 05-51-17 
(Inspections After Flight in Excessive Turbulence or In Excess of 
VMO/MMO) of Airbus A300, A300-600 or A310 Airplane Maintenance 
Manual (AMM), as applicable. Extend the areas for these inspections 
as specified in paragraphs (d)(1)(i) and (d)(1)(ii) of this AD.
    (i) Extend the wing inspection area to include rib 22 through 
rib 29.
    (ii) Extend the fuselage inspection area from the inside to 
include frame 84 through 87 above stringer 23, and all areas of 
frame 91.
    (2) Do detailed inspections to find damage of the areas 
specified in paragraphs (d)(2)(i), (d)(2)(ii), and (d)(2)(iii) of 
this AD, according to a method approved by the Manager, 
International Branch, ANM-116.
    (i) Inspect the fuselage external surface under the vertical 
stabilizer to fuselage fairing, including side load fittings and 
lower surface of rib 1 of the vertical stabilizer.
    (ii) Inspect the rudder hinge arms and support fittings 1 
through 7, and the actuator support fittings of the vertical 
stabilizer.
    (iii) Inspect the rudder hinge fittings 1 through 7, and the 
actuator support fittings of the vertical stabilizer.

    Note 7: For the purposes of this AD, a detailed inspection is 
defined as: ``An intensive visual examination of a specific

[[Page 13262]]

structural area, system, installation, or assembly to detect damage, 
failure, or irregularity. Available lighting is normally 
supplemented with a direct source of good lighting at intensity 
deemed appropriate by the inspector. Inspection aids such as mirror, 
magnifying lenses, etc., may be used. Surface cleaning and elaborate 
access procedures may be required.''

Corrective Actions

    (e) If any damage is found during any inspection required by 
this AD: Before further flight, repair according to the method 
specified in the Airbus structural repair manual or according to a 
method approved by the Manager, International Branch, ANM-116, or by 
the Direction Generale de l'Aviation Civile or its delegated agent.

Alternative Methods of Compliance

    (f) 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. 
Operators shall submit their requests through an appropriate FAA 
Principal Maintenance Inspector, which may add comments and then 
send it to the Manager, International Branch, ANM-116.

    Note 8: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the International Branch, ANM-116.

Special Flight Permits

    (g) 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.

Effective Date

    (h) This amendment becomes effective on April 8, 2002.

    Issued in Renton, Washington, on March 15, 2002.
Vi L. Lipski,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 02-6910 Filed 3-21-02; 8:45 am]
BILLING CODE 4910-13-P

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