Airworthiness Directives; Airbus Model A300 B2-1C, B2-203, B2K-3C, B4-103, B4-203, B4-2C Airplanes; Model A310 Series Airplanes; and Model A300 B4-601, B4-603, B4-605R, B4-620, B4-622, and B4-622R Airplanes, 11428-11433 [2010-5162]

Download as PDF 11428 Federal Register / Vol. 75, No. 47 / Thursday, March 11, 2010 / Rules and Regulations Federal Register previously approved the incorporation by reference of Bombardier Alert Service Bulletin A601R–30–032, including Appendix A and Appendix B, dated September 18, 2008; and Canadair (Bombardier) Temporary Revision RJ/155–6, dated September 17, 2008, to the Canadair Regional Jet Airplane Flight Manual, CSP A–012. (3) On September 7, 2005 (70 FR 49164, August 23, 2005), the Director of the Federal Register previously approved the incorporation by reference of Canadair Temporary Revision RJ/155, dated July 5, 2005, to the Canadair Regional Jet Airplane Flight Manual, CSP A–012; and Bombardier Service Bulletin 601R–30–029, Revision A, dated July 7, 2005, including Appendix A, dated June 17, 2005, and Appendix B, Revision A, dated July 7, 2005. (4) For service information identified in ˆ this AD, contact Bombardier, Inc., 400 Cote´ Vertu Road West, Dorval, Quebec H4S 1Y9, Canada; telephone 514–855–5000; fax 514– 855–7401; e-mail thd.crj@aero. bombardier.com; Internet https:// www.bombardier.com. (5) You may review copies of the service information at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington. For information on the availability of this material at the FAA, call 425–227–1221 or 425–227–1152. (6) You may also review copies of the service information that is incorporated by reference at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202–741–6030, or go to: https://www.archives.gov/federal_register/ code_of_federal_regulations/ ibr_locations.html. Issued in Renton, Washington, on October 19, 2009. Ali Bahrami, Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2010–5011 Filed 3–10–10; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2009–0789; Directorate Identifier 2008–NM–185–AD; Amendment 39–16228; AD 2010–06–04] jlentini on DSKJ8SOYB1PROD with RULES RIN 2120–AA64 Airworthiness Directives; Airbus Model A300 B2–1C, B2–203, B2K–3C, B4–103, B4–203, B4–2C Airplanes; Model A310 Series Airplanes; and Model A300 B4– 601, B4–603, B4–605R, B4–620, B4– 622, and B4–622R Airplanes AGENCY: Federal Aviation Administration (FAA), Department of Transportation (DOT). ACTION: Final rule. VerDate Nov<24>2008 16:21 Mar 10, 2010 Jkt 220001 SUMMARY: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Cracks have been found on pylon side panels (upper section) at rib 8 on Airbus A300, A310 and A300–600 aircraft equipped with General Electric engines. Investigation of these findings indicates that this problem is likely to affect aircraft of this type design with other engine installations. This condition, if not corrected, can lead to reduced strength [structural integrity] of the pylon primary structure. * * * * * The unsafe condition is reduced structural integrity of the pylon primary structure, which could cause detachment of the engine from the fuselage. We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective April 15, 2010. The Director of the Federal Register approved the incorporation by reference of certain publications listed in this AD as of April 15, 2010. ADDRESSES: You may examine the AD docket on the Internet at https:// www.regulations.gov or in person at the U.S. Department of Transportation, Docket Operations, M–30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue, SE., Washington, DC. FOR FURTHER INFORMATION CONTACT: Dan Rodina, Aerospace Engineer, International Branch, ANM–116, Transport Airplane Directorate, FAA, 1601 Lind Avenue, SW., Renton, Washington 98057–3356; telephone (425) 227–2125; fax (425) 227–1149. SUPPLEMENTARY INFORMATION: Discussion We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 to include an AD that would apply to the specified products. That NPRM was published in the Federal Register on September 21, 2009 (74 FR 48024). That NPRM proposed to correct an unsafe condition for the specified products. The MCAI states: Cracks have been found on pylon side panels (upper section) at rib 8 on Airbus A300, A310 and A300–600 aircraft equipped with General Electric engines. Investigation of these findings indicates that this problem is likely to affect aircraft of this type design with other engine installations. This condition, if not corrected, can lead to PO 00000 Frm 00010 Fmt 4700 Sfmt 4700 reduced strength [structural integrity] of the pylon primary structure. In order to detect any crack propagation at an early stage, thus avoiding an extensive repair, Airbus issued Service Bulletins (SB) A300–54–0075, A310–54–2018 and A300– 54–6015. * * * This AD requires the implementation of this * * * inspection programme. The unsafe condition is reduced structural integrity of the pylon primary structure, which could cause detachment of the engine from the fuselage. Required actions include repetitive detailed visual inspections, or repetitive eddy current and detailed visual inspections, to detect cracks, depending on the airplane configuration, and corrective actions if necessary. The corrective actions include repairing the cracking, and contacting Airbus for repair instructions and doing the repair, as applicable. You may obtain further information by examining the MCAI in the AD docket. Comments We gave the public the opportunity to participate in developing this AD. We considered the comments received. Request To Clarify Reporting Requirement American Airlines requests that we remove the requirement for reporting findings to Airbus. The commenter states that Appendix 1, 2, and 3 in Airbus Service Bulletin A300–54–6015 require findings to be reported; however, the proposed rule specifically excludes Appendix 1, 2, and 3 in Table 2 of this AD. American Airlines states the difference is not addressed in the proposed rule. The commenter also states that reporting findings within a specified time period has no effect on improving safety and should not be mandated by the proposed rule. We agree that reporting inspection findings to Airbus is not necessary in this AD for the reasons stated by the commenter. Since the MCAI requires reporting inspection findings to Airbus and it is not our intent to require those reports, we have added Note 2 in this AD to clarify that this AD does not include a reporting requirement. Request To Refer to Paragraph 3.B. in Airbus Mandatory Service Bulletin A300–54–6015, Revision 02, Dated June 26, 2008, for Inspection Task The commenter, R. L. Vernon, requests that paragraph (f)(1) of the NPRM refer to paragraph 3.B. of Airbus Mandatory Service Bulletin A300–54– 6015, Revision 02, dated June 26, 2008, rather than paragraph 3.E., for the inspection task. The commenter states E:\FR\FM\11MRR1.SGM 11MRR1 Federal Register / Vol. 75, No. 47 / Thursday, March 11, 2010 / Rules and Regulations that paragraph 3.E. incorrectly calls for the access panels to be removed, rather than installed. We concur with the request to refer to paragraph 3.B of Airbus Mandatory Service Bulletin A300–54–6015, Revision 02, dated June 26, 2008. It appears there is a typographical error in paragraph 3.E. of Airbus Mandatory Service Bulletin A300–54–6015, Revision 02, dated June 26, 2008, which instructs operators to remove access panels rather than to install access panels. We have revised paragraph (f) of this AD to refer to the specific section of the Accomplishment Instructions of Airbus Mandatory Service Bulletin A300–54–6015, Revision 02, dated June 26, 2008, for that action. We have also revised paragraphs (f)(4) and (f)(7) of this AD to refer to paragraph 3.C. rather than paragraph 3.B. of the Accomplishment Instructions. Request To Extend Grace Period FedEx requests that the grace period for the inspection to detect cracking be extended from 250 flight cycles to 350 flight cycles. FedEx states the inspection threshold/grace periods do not fit into their planned scheduled maintenance checks. FedEx states that 61 of 95 affected airplanes have exceeded the AD compliance threshold, and thus will be subject to the grace period of 250 flight cycles. FedEx states that the grace period of 250 flight cycles does not allow all airplanes to be inspected at a B-check (every 500 flight hours), thereby requiring the airplanes to be inspected at a special visit. We do not agree with the request to extend the grace period. An extension to the grace period cannot be provided easily and depends on the airplane and structure configuration, as well as the number of flight cycles and flight hours accumulated from repair embodiment or from first flight. Under the provisions of paragraph (g)(1) of the final rule, we will consider requests for approval of an extension of the grace period if sufficient data are submitted to substantiate that the new grace period would provide an acceptable level of safety. We have not changed the AD in this regard. jlentini on DSKJ8SOYB1PROD with RULES Request for Clarification of Table 1 of the NPRM FedEx requests that the compliance times listed in Table 1 of the NPRM be written more clearly. FedEx states that the 18,000-flight-cycle criterion appears to be arbitrary and adds confusion for the reader. FedEx provides an example that excludes the criterion of 18,000 flight cycles. VerDate Nov<24>2008 16:21 Mar 10, 2010 Jkt 220001 We disagree with the request to change Table 1 of the NPRM. The thresholds specified in the second column of that table were derived from the note in the Configuration 01 table in paragraph 1.E.(2) of Airbus Service Bulletin A300–54–6015, Revision 02, dated June 26, 2008. The note states that the inspection is to be done within 2,000 flight cycles without exceeding 20,000 total flight cycles/40,000 total flight hours from first flight. The compliance times specified in Table 1 of this AD reflect the intent of Airbus Mandatory Service Bulletin A300–54– 6015, Revision 02, dated June 26, 2008. We have not changed the AD in this regard. Conclusion We reviewed the available data, including the comments received, and determined that air safety and the public interest require adopting the AD with the changes described previously. We determined that these changes will not increase the economic burden on any operator or increase the scope of the AD. Differences Between This AD and the MCAI or Service Information We have reviewed the MCAI and related service information and, in general, agree with their substance. But we might have found it necessary to use different words from those in the MCAI to ensure the AD is clear for U.S. operators and is enforceable. In making these changes, we do not intend to differ substantively from the information provided in the MCAI and related service information. We might also have required different actions in this AD from those in the MCAI in order to follow our FAA policies. Any such differences are highlighted in a NOTE within the AD. Explanation of Change of Costs of Compliance Since issuance of the original NPRM, we have increased the labor rate used in the Costs of Compliance from $80 per work-hour to $85 per work-hour. The Costs of Compliance information, below, reflects this increase in the specified hourly labor rate. Costs of Compliance We estimate that this AD will affect 230 products of U.S. registry. We also estimate that it will take about 4 workhours per product to comply with the basic requirements of this AD. The average labor rate is $85 per work-hour. Based on these figures, we estimate the cost of this AD to the U.S. operators to be $78,200, or $340 per product. PO 00000 Frm 00011 Fmt 4700 Sfmt 4700 11429 Authority for This Rulemaking Title 49 of the United States Code specifies the FAA’s authority to issue rules on aviation safety. Subtitle I, section 106, describes the authority of the FAA Administrator. ‘‘Subtitle VII: Aviation Programs,’’ describes in more detail the scope of the Agency’s authority. We are issuing this rulemaking under the authority described in ‘‘Subtitle VII, Part A, Subpart III, Section 44701: General requirements.’’ Under that section, Congress charges the FAA with promoting safe flight of civil aircraft in air commerce by prescribing regulations for practices, methods, and procedures the Administrator finds necessary for safety in air commerce. This regulation is within the scope of that authority because it addresses an unsafe condition that is likely to exist or develop on products identified in this rulemaking action. Regulatory Findings We determined that this AD will not have federalism implications under Executive Order 13132. This AD 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. For the reasons discussed above, I certify this AD: 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. 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. We prepared a regulatory evaluation of the estimated costs to comply with this AD and placed it in the AD docket. Examining the AD Docket You may examine the AD docket on the Internet at https:// www.regulations.gov; or in person at the Docket Operations office between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains the NPRM, the regulatory evaluation, any comments received, and other information. The street address for the Docket Operations office (telephone (800) 647–5527) is in the ADDRESSES section. Comments will be available in the AD docket shortly after receipt. E:\FR\FM\11MRR1.SGM 11MRR1 11430 Federal Register / Vol. 75, No. 47 / Thursday, March 11, 2010 / Rules and Regulations List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety. Adoption of the Amendment Accordingly, under the authority delegated to me by the Administrator, the FAA amends 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. The FAA amends § 39.13 by adding the following new AD: ■ 2010–06–04 Airbus: Amendment 39–16228. Docket No. FAA–2009–0789; Directorate Identifier 2008–NM–185–AD. Effective Date (a) This airworthiness directive (AD) becomes effective April 15, 2010. Affected ADs (b) None. Applicability (c) This AD applies to the airplanes, certificated in any category, identified in paragraphs (c)(1), (c)(2), and (c)(3) of this AD. (1) Airbus Model A300 B2–1C, A300 B2– 203, A300 B2K–3C, A300 B4–103, A300 B4– 203, and A300 B4–2C airplanes, all serial numbers incorporating Airbus Modification 02434 or 03599; (2) Airbus Model A310–203, A310–204, A310–221, A310–222, A310–304, A310–322, A310–324, and A310–325 airplanes, all serial numbers, except airplanes incorporating Airbus Modification 10432; (3) Airbus Model A300 B4–601, A300 B4– 603, A300 B4–605R, A300 B4–620, A300 B4– 622, and A300 B4–622R airplanes, all serial numbers, except airplanes incorporating Airbus Modification 10432. ‘‘In order to detect any crack propagation at an early stage, thus avoiding an extensive repair, Airbus issued Service Bulletins (SB) A300–54–0075, A310–54–2018 and A300– 54–6015. * * * ‘‘This AD requires the implementation of this * * * inspection programme.’’ The unsafe condition is reduced structural integrity of the pylon primary structure, which could cause detachment of the engine from the fuselage. Required actions include repetitive detailed visual inspections, or repetitive eddy current and detailed visual inspections, to detect cracks, depending on the airplane configuration, and corrective actions if necessary. The corrective actions include repairing the cracking, and contacting Airbus for repair instructions and doing the repair, as applicable. Subject (d) Air Transport Association (ATA) of America Code 54: Nacelles/Pylons. Actions and Compliance Reason (e) The mandatory continuing airworthiness information (MCAI) states: ‘‘Cracks have been found on pylon side panels (upper section) at rib 8 on Airbus A300, A310 and A300–600 aircraft equipped with General Electric engines. Investigation of these findings indicates that this problem is likely to affect aircraft of this type design with other engine installations. This condition, if not corrected, can lead to reduced strength [structural integrity] of the pylon primary structure. (f) Unless already done, do the following actions. (1) For Configuration 01 airplanes as identified in the applicable service bulletin identified in Table 2 of this AD: At the applicable time specified in Table 1 of this AD, except as required by paragraphs (f)(2) and (f)(3) of this AD, perform a detailed visual inspection of the pylons 1 and 2 side panels (upper section) at rib 8, in accordance with paragraph 3.B. of the Accomplishment Instructions of the applicable service bulletin identified in Table 2 of this AD. Repeat the inspection at the time specified in Table 1 of this AD. TABLE 1—COMPLIANCE TIMES FOR CONFIGURATION 1 Whichever occurs later For model— That have accumulated— Inspect before the accumulation of— Or within— And repeat the inspection at intervals not to exceed— ≤17,500 total flight cycles.1 .. 5,350 total flight cycles .... 2,500 flight cycles.2 .......... 4,300 flight cycles. >17,500 total flight.1 ............. 4,300 flight cycles. ≤18,000 total flight cycles.1 .. 20,000 total flight cycles or 40,000 total flight hours, whichever occurs first. 5,350 total flight cycles .... 250 flight cycles.2 ............. A300 B4–103, B4–203, and B4–2C airplanes. A300 B4–103, B4–203, and B4–2C airplanes. jlentini on DSKJ8SOYB1PROD with RULES A300 B2–1C, B2–203, and B2K–3C airplanes. A300 B2–1C, B2–203, and B2K–3C airplanes. 2,000 flight cycles.2 .......... 4,300 flight cycles. 250 flight cycles.2 ............. 4,300 flight cycles. A300 B4–601, B4–603, B4–605R, B4–620, B4– 622, and B4–622R airplanes. A300 B4–601, B4–603, B4–605R, B4–620, B4– 622, and B4–622R airplanes. A310–200 airplanes with GE CF6–80A3 or Pratt & Whitney engines. A310–200 airplanes with GE CF6–80A3 or Pratt & Whitney engines. ≤18,000 total flight cycles.1 .. 20,000 total flight cycles or 40,000 total flight hours, whichever occurs first. 4,200 total flight cycles .... 2,000 flight cycles.2 .......... 3,600 flight cycles. 250 flight cycles.2 ............. 3,600 flight cycles. 1,500 flight cycles.2 .......... 6,700 flight cycles or 13,400 flight hours, whichever occurs first. 6,700 flight cycles or 13,400 flight hours, whichever occurs first. A310–200 airplanes with GE CF6–80C2 engines. ≤18,000 total flight cycles.1 .. 20,000 total flight cycles or 40,000 total flight hours, whichever occurs first. 9,700 total flight cycles or 19,400 total flight hours, whichever occurs first. 19,500 total flight cycles or 55,500 total flight hours, whichever occurs first. 7,800 total flight cycles or 15,600 total flight hours, whichever occurs first. VerDate Nov<24>2008 >18,000 total flight cycles.1 .. >18,000 total flight cycles.1 .. ≤18,000 total flight cycles.1 .. >18,000 total flight cycles.1 .. 16:21 Mar 10, 2010 Jkt 220001 PO 00000 Frm 00012 Fmt 4700 Sfmt 4700 250 flight cycles.2 ............. 1,500 flight cycles.2 .......... E:\FR\FM\11MRR1.SGM 11MRR1 5,800 flight cycles or 11,600 flight hours, whichever occurs first. Federal Register / Vol. 75, No. 47 / Thursday, March 11, 2010 / Rules and Regulations 11431 TABLE 1—COMPLIANCE TIMES FOR CONFIGURATION 1—Continued Whichever occurs later For model— That have accumulated— A310–200 airplanes with GE CF6–80C2 engines. >18,000 total flight cycles.1 .. A310–300 SR 3 airplanes with Pratt & Whitney JT9D engines. A310–300 SR 3 airplanes with Pratt & Whitney JT9D engines. ≤18,000 total flight cycles.1 .. A310–300 SR 3 airplanes with GE engines. ≤18,000 total flight cycles.1 .. A310–300 SR 3 airplanes with GE engines. >18,000 total flight cycles.1 .. A310–300 SR 3 airplanes with Pratt & Whitney 4000 engines. A310–300 SR 3 airplanes with Pratt & Whitney 4000 engines. ≤18,000 total flight cycles.1 .. A310–300 LR 4 airplanes with Pratt & Whitney JT9D engines. A310–300 LR 4 airplanes with Pratt & Whitney JT9D engines. ≤18,000 total flight cycles.1 .. A310–300 LR 4 airplanes with GE engines. ≤18,000 total flight cycles.1 .. A310–300 LR 4 airplanes with GE engines. >18,000 total flight cycles.1 .. A310–300 LR 4 airplanes with Pratt & Whitney 4000 engines. A310–300 LR 4 airplanes with Pratt & Whitney 4000 engines. ≤18,000 total flight cycles.1 .. >18,000 total flight cycles.1 .. >18,000 total flight cycles.1 .. >18,000 total flight cycles.1 .. >18,000 total flight cycles.1 .. And repeat the inspection at intervals not to exceed— Inspect before the accumulation of— Or within— 19,500 total flight cycles or 55,500 total flight hours, whichever occurs first. 8,600 total flight cycles or 24,000 total flight hours, whichever occurs first. 19,500 total flight cycles or 55,500 total flight hours, whichever occurs first. 7,000 total flight cycles or 19,600 total flight hours, whichever occurs first. 19,500 total flight cycles or 55,500 total flight hours, whichever occurs first. 7,000 total flight cycles or 19,600 total flight hours, whichever occurs first. 19,500 total flight cycles or 55,500 total flight hours, whichever occurs first. 5,900 total flight cycles or 29,500 total flight hours, whichever occurs first. 19,500 total flight cycles or 55,500 total flight hours, whichever occurs first. 4,800 total flight cycles or 24,100 total flight hours, whichever occurs first. 19,500 total flight cycles or 55,500 total flight hours, whichever occurs first. 4,800 total flight cycles or 24,000 total flight hours, whichever occurs first. 19,500 total flight cycles or 55,500 total flight hours, whichever occurs first. 250 flight cycles.2 ............. 5,800 flight cycles or 11,600 flight hours, whichever occurs first. 1,500 total flight cycles.2 .. 6,700 flight cycles or 18,700 flight hours, whichever occurs first. 6,700 flight cycles or 18,700 flight hours, whichever occurs first. 250 flight cycles.2 ............. 1,500 flight cycles.2 .......... 250 flight cycles.2 ............. 1,500 flight cycles.2 .......... 250 flight cycles.2 ............. 1,500 flight cycles.2 .......... 250 flight cycles.2 ............. 1,500 flight cycles.2 .......... 250 flight cycles.2 ............. 1,500 flight cycles.2 .......... 250 flight cycles.2 ............. 5,700 flight cycles or 15,900 flight hours, whichever occurs first. 5,700 flight cycles or 15,900 flight hours, whichever occurs first. 5,800 flight cycles or 16,200 flight hours, whichever occurs first. 5,800 flight cycles or 16,200 flight hours, whichever occurs first. 6,000 flight cycles or 30,300 flight hours, whichever occurs first. 6,000 flight cycles or 30,300 flight hours, whichever occurs first. 5,100 flight cycles or 25,500 flight hours, whichever occurs first. 5,100 flight cycles or 25,500 flight hours, whichever occurs first. 5,200 flight cycles or 26,300 flight hours, whichever occurs first. 5,200 flight cycles or 26,300 flight hours, whichever occurs first. 1 As of the effective date of this AD. the effective date of this AD. 3 ‘‘SR’’ applies to airplanes with average flights less than 4 flight hours. 4 ‘‘LR’’ refers to airplanes with average flights of 4 or more flight hours. jlentini on DSKJ8SOYB1PROD with RULES 2 After (2) For Model A300 and A300–600 airplanes that have accumulated more than 40,000 total flight hours as of the effective date of this AD: Within 250 flight cycles after the effective date of this AD, do the actions specified in paragraph (f)(1) of this AD. (3) For Model A310 airplanes that have accumulated more than 55,500 total flight hours as of the effective date of this AD: Within 250 flight cycles after the effective date of this AD, do the actions specified in paragraph (f)(1) of this AD. (4) For Configuration 01 airplanes, as identified in the applicable service bulletin identified in Table 2 of this AD: If a crack is found during any inspection required by VerDate Nov<24>2008 16:21 Mar 10, 2010 Jkt 220001 this AD, before further flight, install a doubler, in accordance with paragraph 3.C. of the Accomplishment Instructions of the applicable service bulletin identified in Table 2 of this AD. (5) For Configuration 02 airplanes, as identified in the applicable service bulletin identified in Table 2 of this AD: At the applicable time specified in paragraph 1.E.(2) of the applicable service bulletin identified in Table 2 of this AD, or within 250 flight cycles after the effective date of this AD, whichever occurs later, perform a detailed visual inspection of the pylons 1 and 2 side panels (upper section) at rib 8, in accordance with paragraph 3.B. of the Accomplishment PO 00000 Frm 00013 Fmt 4700 Sfmt 4700 Instructions of the applicable service bulletin identified in Table 2 of this AD. (6) For Configuration 03 airplanes, as identified in the applicable service bulletin identified in Table 2 of this AD: At the applicable time specified in paragraph 1.E.(2) of the applicable service bulletin identified in Table 2 of this AD, or within 250 flight cycles after the effective date of this AD, whichever occurs later, perform a detailed visual inspection, and a high frequency eddy current inspection as applicable, of the pylons 1 and 2 side panels (upper section) at rib 8, in accordance with paragraph 3.B. of the Accomplishment Instructions of the E:\FR\FM\11MRR1.SGM 11MRR1 11432 Federal Register / Vol. 75, No. 47 / Thursday, March 11, 2010 / Rules and Regulations applicable service bulletin identified in Table 2 of this AD. (7) For Configuration 02 and 03 airplanes, as identified in the applicable service bulletin identified in Table 2 of this AD: If a crack is found during any inspection required by paragraph (f)(1), (f)(5), or (f)(6) of this AD, before further flight, repair in accordance with paragraph 3.C. of the Accomplishment Instructions of the applicable service bulletin identified in Table 2 of this AD. (8) For all airplanes, except those in Configuration 01, as identified in the applicable service bulletin identified in Table 2 of this AD: Repeat the inspection specified in paragraph (f)(1), (f)(5), or (f)(6) of this AD, as applicable, at the intervals specified in paragraph 1.E.(2) of the applicable service bulletin identified in Table 2 of this AD. TABLE 2—SERVICE BULLETINS For model— Use Airbus Mandatory Service Bulletin— A300 B2–1C, B2–203, B2K–3C, B4–103, B4–203, and B4–2C airplanes A300 B4–601, B4–603, B4–605R, B4–620, B4–622, and B4–622R airplanes A310 series airplanes .................................................... A300–54–0075, excluding Appendices 1, 2, and 3 ...... 02 June 26, 2008. A300–54–6015, excluding Appendices 1, 2, and 3 ...... 02 June 26, 2008. A310–54–2018, excluding Appendices 1, 2, and 3 ...... 02 June 26, 2008. (9) Inspections and corrective actions accomplished prior to the effective date of this AD in accordance with the service bulletins identified in Table 3 of this AD, as applicable, are acceptable for compliance Revision— Dated— with the corresponding requirements of this AD. TABLE 3—PREVIOUS SERVICE INFORMATION Service Bulletin— Revision— Dated— Airbus Airbus Airbus Airbus Airbus Airbus 01 .......................................................... 01 .......................................................... 01 .......................................................... Original .................................................. Original .................................................. Original .................................................. November 9, 2007. November 9, 2007. November 16, 2007. August 11, 1993. August 11, 1993. August 11, 1993. Mandatory Service Bulletin A300–54–0075 .............................................. Mandatory Service Bulletin A300–54–6015 .............................................. Mandatory Service Bulletin A310–54–2018 .............................................. Service Bulletin A300–54–0075 ................................................................. Service Bulletin A300–54–6015 ................................................................. Service Bulletin A310–54–2018 ................................................................. FAA AD Differences Note 1: This AD differs from the MCAI and/or service information as follows: (1) Although the MCAI/service information allows further flight after cracks are found during compliance with certain actions, this AD requires that you repair the crack(s) before further flight. (2) Although the MCAI specifies to send all inspection results to Airbus, this AD does not include that requirement. Other FAA AD Provisions (g) The following provisions also apply to this AD: (1) Alternative Methods of Compliance (AMOCs): The Manager, International Branch, ANM–116, Transport Airplane Directorate, FAA, has the authority to approve AMOCs for this AD, if requested using the procedures found in 14 CFR 39.19. Send information to ATTN: Dan Rodina, Aerospace Engineer, International Branch, ANM–116, Transport Airplane Directorate, FAA, 1601 Lind Avenue, SW., Renton, Washington 98057–3356; telephone (425) 227–2125; fax (425) 227–1149. Before using any approved AMOC on any airplane to which the AMOC applies, notify your appropriate principal maintenance inspector (PMI) or principal avionics inspector (PAI), as appropriate, or lacking a principal inspector, your local Flight Standards District Office. The AMOC approval letter must specifically reference this AD. (2) Airworthy Product: For any requirement in this AD to obtain corrective actions from a manufacturer or other source, use these actions if they are FAA-approved. Corrective actions are considered FAA-approved if they are approved by the State of Design Authority (or their delegated agent). You are required to assure the product is airworthy before it is returned to service. (3) Reporting Requirements: For any reporting requirement in this AD, under the provisions of the Paperwork Reduction Act (44 U.S.C. 3501 et seq.), the Office of Management and Budget (OMB) has approved the information collection requirements and has assigned OMB Control Number 2120–0056. Related Information (h) Refer to MCAI European Aviation Safety Agency Airworthiness Directive 2008– 0181, dated October 1, 2008, and the applicable service bulletins identified in Table 2 of this AD, for related information. Material Incorporated by Reference (i) You must use the service information specified in Table 4 of this AD, as applicable, to do the actions required by this AD, unless the AD specifies otherwise. TABLE 4—SERVICE INFORMATION Revision— Dated— A300–54–0075, excluding Appendices 1, 2, and 3 .............................................. A300–54–6015, excluding Appendices 1, 2, and 3 .............................................. A310–54–2018, excluding Appendices 1, 2, and 3 .............................................. jlentini on DSKJ8SOYB1PROD with RULES Airbus Mandatory Service Bulletin— 02 .......................................................... 02 .......................................................... 02 .......................................................... June 26, 2008. June 26, 2008. June 26, 2008. (1) The Director of the Federal Register approved the incorporation by reference of this service information under 5 U.S.C. 552(a) and 1 CFR part 51. (2) For service information identified in this AD, contact Airbus SAS—EAW VerDate Nov<24>2008 16:21 Mar 10, 2010 Jkt 220001 (Airworthiness Office), 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; fax +33 5 61 93 44 51; e-mail: account.airwortheas@airbus.com; Internet https:// www.airbus.com. PO 00000 Frm 00014 Fmt 4700 Sfmt 4700 (3) You may review copies of the service information at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington. For information on the availability of this material at the FAA, call 425–227–1221 or 425–227–1152. E:\FR\FM\11MRR1.SGM 11MRR1 Federal Register / Vol. 75, No. 47 / Thursday, March 11, 2010 / Rules and Regulations (4) You may also review copies of the service information that is incorporated by reference at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202–741–6030, or go to: https://www.archives.gov/federal_register/ code_of_federal_regulations/ ibr_locations.html. Issued in Renton, Washington on March 4, 2010. Suzanne Masterson, Acting Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2010–5162 Filed 3–10–10; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2009–1176; Directorate Identifier 2009–CE–062–AD; Amendment 39–16226; AD 2010–06–02] RIN 2120–AA64 Airworthiness Directives; Hawker Beechcraft Corporation Model G58 Airplanes jlentini on DSKJ8SOYB1PROD with RULES AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final rule. SUMMARY: We are adopting a new airworthiness directive (AD) for certain Hawker Beechcraft Corporation Model G58 airplanes. This AD requires inspecting the installation of stand-off hardware between the heater fuel line and the heater over-temperature sensor wires and also brake reservoir tubing and the heater fuel pump wiring for minimum clearance and installing acceptable stand-off hardware if standoff hardware is missing or inadequate. This AD results from reports received of a power wire shorting out on the brake reservoir tube. We are issuing this AD to detect and correct inadequate clearance of the brake reservoir tubing and the heater fuel pump wiring, which could result in chafing and shorting out of the electrical wiring and chafing of the tubing carrying flammable fluids. This condition could lead to a fire in the nose wheel well. DATES: This AD becomes effective on April 15, 2010. On April 15, 2010, the Director of the Federal Register approved the incorporation by reference of certain publications listed in this AD. ADDRESSES: To get the service information identified in this AD, VerDate Nov<24>2008 16:21 Mar 10, 2010 Jkt 220001 contact Hawker Beechcraft Corporation, P.O. Box 85, Wichita, Kansas 67201– 0085; telephone: 1 (800) 429–5372 or (316) 676–3140; fax: (316) 676–3340; Internet: https:// www.hawkerbeechcraft.com. To view the AD docket, go to U.S. Department of Transportation, Docket Operations, M–30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue, SE., Washington, DC 20590, or on the Internet at https:// www.regulations.gov. The docket number is FAA–2009–1176; Directorate Identifier 2009–CE–062–AD. FOR FURTHER INFORMATION CONTACT: Kevin Schwemmer, Aerospace Engineer, FAA Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Wichita, Kansas 67209; telephone: (316) 946–4174; fax: (316) 946–4107. SUPPLEMENTARY INFORMATION: Discussion On December 8, 2009, we issued a proposal to amend part 39 of the Federal Aviation Regulations (14 CFR part 39) to include an AD that would apply to certain Hawker Beechcraft Corporation Model G58 airplanes. This proposal was published in the Federal Register as a notice of proposed rulemaking (NPRM) on December 17, 2009 (74 FR 66930). The NPRM proposed to require inspecting the installation of stand-off hardware between the heater fuel line and the heater over-temperature sensor wires and also brake reservoir tubing and the heater fuel pump wiring for minimum clearance and installing acceptable stand-off hardware if standoff hardware is missing or inadequate. Comments We provided the public the opportunity to participate in developing this AD. The following presents the comments received on the proposal and FAA’s response to each comment: Comment Issue No. 1: Effective Date Mr. Busby states we should make the effective date of the AD immediate. The FAA disagrees. We carefully reviewed the data for this safety concern to assess the risk level of this particular event. After reviewing the data, we compared this safety concern with similar safety concerns in the past. Then, we assigned a level of risk for this particular event equivalent to the level of risk assigned to the similar past safety concerns we used for comparison. With the information we have at this time, we set the time frame to comply with the actions for this AD similar to the time frame that was set for similar safety PO 00000 Frm 00015 Fmt 4700 Sfmt 4700 11433 concerns that had equivalent risk levels. Without additional information to increase the risk level of this safety concern we have determined that the time frame set for complying with this safety concern is in line with past precedent. We are not changing the final rule AD action based on this comment. Comment Issue No. 2: Work-Hours Mr. Busby states that the work-hours allotted to do the proposed inspection are not enough. We infer the commenter wants us to increase the work-hours to do the proposed inspection to relieve the pressure on mechanics. The FAA disagrees. For this AD, we derived the work-hours from the Hawker Beechcraft Corporation service information. Those work-hours were used to calculate the estimated cost impact on the owners/operators of the affected airplanes. The FAA uses that cost estimate in the economic analysis to determine if the AD will have a substantial impact on small entities. In general, the direct cost to an operator is the most significant economic consideration of an AD. Since the workhours in the AD are estimates for determining cost impact to the operator, maintenance personnel may take more or less time to do the inspection and/or maintenance as is necessary for that particular aircraft or task. Moderately increasing the estimated work-hours for the initial inspection does not significantly increase the cost impact on the operator. We are not changing the final rule AD action based on this comment. Conclusion We have carefully reviewed the available data and determined that air safety and the public interest require adopting the AD as proposed except for minor editorial corrections. We have determined that these minor corrections: • Are consistent with the intent that was proposed in the NPRM for correcting the unsafe condition; and • Do not add any additional burden upon the public than was already proposed in the NPRM. Costs of Compliance We estimate that this AD affects 71 airplanes in the U.S. registry. We estimate the following costs to do the inspection of the heater fuel line, the heater over-temperature sensor wires, the brake reservoir line, and the fuel heater power wire: E:\FR\FM\11MRR1.SGM 11MRR1

Agencies

[Federal Register Volume 75, Number 47 (Thursday, March 11, 2010)]
[Rules and Regulations]
[Pages 11428-11433]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2010-5162]

-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2009-0789; Directorate Identifier 2008-NM-185-AD;
Amendment 39-16228; AD 2010-06-04]
RIN 2120-AA64

Airworthiness Directives; Airbus Model A300 B2-1C, B2-203, B2K-
3C, B4-103, B4-203, B4-2C Airplanes; Model A310 Series Airplanes; and
Model A300 B4-601, B4-603, B4-605R, B4-620, B4-622, and B4-622R
Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: We are adopting a new airworthiness directive (AD) for the
products listed above. This AD results from mandatory continuing
airworthiness information (MCAI) originated by an aviation authority of
another country to identify and correct an unsafe condition on an
aviation product. The MCAI describes the unsafe condition as:

Cracks have been found on pylon side panels (upper section) at
rib 8 on Airbus A300, A310 and A300-600 aircraft equipped with
General Electric engines. Investigation of these findings indicates
that this problem is likely to affect aircraft of this type design
with other engine installations. This condition, if not corrected,
can lead to reduced strength [structural integrity] of the pylon
primary structure.
* * * * *
The unsafe condition is reduced structural integrity of the pylon
primary structure, which could cause detachment of the engine from the
fuselage. We are issuing this AD to require actions to correct the
unsafe condition on these products.

DATES: This AD becomes effective April 15, 2010.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in this AD as of April 15,
2010.

ADDRESSES: You may examine the AD docket on the Internet at https://www.regulations.gov or in person at the U.S. Department of
Transportation, Docket Operations, M-30, West Building Ground Floor,
Room W12-140, 1200 New Jersey Avenue, SE., Washington, DC.

FOR FURTHER INFORMATION CONTACT: Dan Rodina, Aerospace Engineer,
International Branch, ANM-116, Transport Airplane Directorate, FAA,
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425)
227-2125; fax (425) 227-1149.

SUPPLEMENTARY INFORMATION:

Discussion

We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that would apply to the specified products.
That NPRM was published in the Federal Register on September 21, 2009
(74 FR 48024). That NPRM proposed to correct an unsafe condition for
the specified products. The MCAI states:

Cracks have been found on pylon side panels (upper section) at
rib 8 on Airbus A300, A310 and A300-600 aircraft equipped with
General Electric engines. Investigation of these findings indicates
that this problem is likely to affect aircraft of this type design
with other engine installations. This condition, if not corrected,
can lead to reduced strength [structural integrity] of the pylon
primary structure.
In order to detect any crack propagation at an early stage, thus
avoiding an extensive repair, Airbus issued Service Bulletins (SB)
A300-54-0075, A310-54-2018 and A300-54-6015. * * *
This AD requires the implementation of this * * * inspection
programme.

The unsafe condition is reduced structural integrity of the pylon
primary structure, which could cause detachment of the engine from the
fuselage. Required actions include repetitive detailed visual
inspections, or repetitive eddy current and detailed visual
inspections, to detect cracks, depending on the airplane configuration,
and corrective actions if necessary. The corrective actions include
repairing the cracking, and contacting Airbus for repair instructions
and doing the repair, as applicable. You may obtain further information
by examining the MCAI in the AD docket.

Comments

We gave the public the opportunity to participate in developing
this AD. We considered the comments received.

Request To Clarify Reporting Requirement

American Airlines requests that we remove the requirement for
reporting findings to Airbus. The commenter states that Appendix 1, 2,
and 3 in Airbus Service Bulletin A300-54-6015 require findings to be
reported; however, the proposed rule specifically excludes Appendix 1,
2, and 3 in Table 2 of this AD. American Airlines states the difference
is not addressed in the proposed rule. The commenter also states that
reporting findings within a specified time period has no effect on
improving safety and should not be mandated by the proposed rule.
We agree that reporting inspection findings to Airbus is not
necessary in this AD for the reasons stated by the commenter. Since the
MCAI requires reporting inspection findings to Airbus and it is not our
intent to require those reports, we have added Note 2 in this AD to
clarify that this AD does not include a reporting requirement.

Request To Refer to Paragraph 3.B. in Airbus Mandatory Service Bulletin
A300-54-6015, Revision 02, Dated June 26, 2008, for Inspection Task

The commenter, R. L. Vernon, requests that paragraph (f)(1) of the
NPRM refer to paragraph 3.B. of Airbus Mandatory Service Bulletin A300-
54-6015, Revision 02, dated June 26, 2008, rather than paragraph 3.E.,
for the inspection task. The commenter states

[[Page 11429]]

that paragraph 3.E. incorrectly calls for the access panels to be
removed, rather than installed.
We concur with the request to refer to paragraph 3.B of Airbus
Mandatory Service Bulletin A300-54-6015, Revision 02, dated June 26,
2008. It appears there is a typographical error in paragraph 3.E. of
Airbus Mandatory Service Bulletin A300-54-6015, Revision 02, dated June
26, 2008, which instructs operators to remove access panels rather than
to install access panels. We have revised paragraph (f) of this AD to
refer to the specific section of the Accomplishment Instructions of
Airbus Mandatory Service Bulletin A300-54-6015, Revision 02, dated June
26, 2008, for that action. We have also revised paragraphs (f)(4) and
(f)(7) of this AD to refer to paragraph 3.C. rather than paragraph 3.B.
of the Accomplishment Instructions.

Request To Extend Grace Period

FedEx requests that the grace period for the inspection to detect
cracking be extended from 250 flight cycles to 350 flight cycles. FedEx
states the inspection threshold/grace periods do not fit into their
planned scheduled maintenance checks. FedEx states that 61 of 95
affected airplanes have exceeded the AD compliance threshold, and thus
will be subject to the grace period of 250 flight cycles. FedEx states
that the grace period of 250 flight cycles does not allow all airplanes
to be inspected at a B-check (every 500 flight hours), thereby
requiring the airplanes to be inspected at a special visit.
We do not agree with the request to extend the grace period. An
extension to the grace period cannot be provided easily and depends on
the airplane and structure configuration, as well as the number of
flight cycles and flight hours accumulated from repair embodiment or
from first flight. Under the provisions of paragraph (g)(1) of the
final rule, we will consider requests for approval of an extension of
the grace period if sufficient data are submitted to substantiate that
the new grace period would provide an acceptable level of safety. We
have not changed the AD in this regard.

Request for Clarification of Table 1 of the NPRM

FedEx requests that the compliance times listed in Table 1 of the
NPRM be written more clearly. FedEx states that the 18,000-flight-cycle
criterion appears to be arbitrary and adds confusion for the reader.
FedEx provides an example that excludes the criterion of 18,000 flight
cycles.
We disagree with the request to change Table 1 of the NPRM. The
thresholds specified in the second column of that table were derived
from the note in the Configuration 01 table in paragraph 1.E.(2) of
Airbus Service Bulletin A300-54-6015, Revision 02, dated June 26, 2008.
The note states that the inspection is to be done within 2,000 flight
cycles without exceeding 20,000 total flight cycles/40,000 total flight
hours from first flight. The compliance times specified in Table 1 of
this AD reflect the intent of Airbus Mandatory Service Bulletin A300-
54-6015, Revision 02, dated June 26, 2008. We have not changed the AD
in this regard.

Conclusion

We reviewed the available data, including the comments received,
and determined that air safety and the public interest require adopting
the AD with the changes described previously. We determined that these
changes will not increase the economic burden on any operator or
increase the scope of the AD.

Differences Between This AD and the MCAI or Service Information

We have reviewed the MCAI and related service information and, in
general, agree with their substance. But we might have found it
necessary to use different words from those in the MCAI to ensure the
AD is clear for U.S. operators and is enforceable. In making these
changes, we do not intend to differ substantively from the information
provided in the MCAI and related service information.
We might also have required different actions in this AD from those
in the MCAI in order to follow our FAA policies. Any such differences
are highlighted in a NOTE within the AD.

Explanation of Change of Costs of Compliance

Since issuance of the original NPRM, we have increased the labor
rate used in the Costs of Compliance from $80 per work-hour to $85 per
work-hour. The Costs of Compliance information, below, reflects this
increase in the specified hourly labor rate.

Costs of Compliance

We estimate that this AD will affect 230 products of U.S. registry.
We also estimate that it will take about 4 work-hours per product to
comply with the basic requirements of this AD. The average labor rate
is $85 per work-hour. Based on these figures, we estimate the cost of
this AD to the U.S. operators to be $78,200, or $340 per product.

Authority for This Rulemaking

Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. ``Subtitle VII: Aviation
Programs,'' describes in more detail the scope of the Agency's
authority.
We are issuing this rulemaking under the authority described in
``Subtitle VII, Part A, Subpart III, Section 44701: General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.

Regulatory Findings

We determined that this AD will not have federalism implications
under Executive Order 13132. This AD 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.
For the reasons discussed above, I certify this AD:
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. 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.
We prepared a regulatory evaluation of the estimated costs to
comply with this AD and placed it in the AD docket.

Examining the AD Docket

You may examine the AD docket on the Internet at https://www.regulations.gov; or in person at the Docket Operations office
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains the NPRM, the regulatory evaluation,
any comments received, and other information. The street address for
the Docket Operations office (telephone (800) 647-5527) is in the
ADDRESSES section. Comments will be available in the AD docket shortly
after receipt.

[[Page 11430]]

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.

Adoption of the Amendment

0
Accordingly, under the authority delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
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]

0
2. The FAA amends Sec. 39.13 by adding the following new AD:

2010-06-04 Airbus: Amendment 39-16228. Docket No. FAA-2009-0789;
Directorate Identifier 2008-NM-185-AD.

Effective Date

(a) This airworthiness directive (AD) becomes effective April
15, 2010.

Affected ADs

(b) None.

Applicability

(c) This AD applies to the airplanes, certificated in any
category, identified in paragraphs (c)(1), (c)(2), and (c)(3) of
this AD.
(1) Airbus Model A300 B2-1C, A300 B2-203, A300 B2K-3C, A300 B4-
103, A300 B4-203, and A300 B4-2C airplanes, all serial numbers
incorporating Airbus Modification 02434 or 03599;
(2) Airbus Model A310-203, A310-204, A310-221, A310-222, A310-
304, A310-322, A310-324, and A310-325 airplanes, all serial numbers,
except airplanes incorporating Airbus Modification 10432;
(3) Airbus Model A300 B4-601, A300 B4-603, A300 B4-605R, A300
B4-620, A300 B4-622, and A300 B4-622R airplanes, all serial numbers,
except airplanes incorporating Airbus Modification 10432.

Subject

(d) Air Transport Association (ATA) of America Code 54:
Nacelles/Pylons.

Reason

(e) The mandatory continuing airworthiness information (MCAI)
states:

``Cracks have been found on pylon side panels (upper section) at
rib 8 on Airbus A300, A310 and A300-600 aircraft equipped with
General Electric engines. Investigation of these findings indicates
that this problem is likely to affect aircraft of this type design
with other engine installations. This condition, if not corrected,
can lead to reduced strength [structural integrity] of the pylon
primary structure.
``In order to detect any crack propagation at an early stage,
thus avoiding an extensive repair, Airbus issued Service Bulletins
(SB) A300-54-0075, A310-54-2018 and A300-54-6015. * * *
``This AD requires the implementation of this * * * inspection
programme.''

The unsafe condition is reduced structural integrity of the
pylon primary structure, which could cause detachment of the engine
from the fuselage. Required actions include repetitive detailed
visual inspections, or repetitive eddy current and detailed visual
inspections, to detect cracks, depending on the airplane
configuration, and corrective actions if necessary. The corrective
actions include repairing the cracking, and contacting Airbus for
repair instructions and doing the repair, as applicable.

Actions and Compliance

(f) Unless already done, do the following actions.
(1) For Configuration 01 airplanes as identified in the
applicable service bulletin identified in Table 2 of this AD: At the
applicable time specified in Table 1 of this AD, except as required
by paragraphs (f)(2) and (f)(3) of this AD, perform a detailed
visual inspection of the pylons 1 and 2 side panels (upper section)
at rib 8, in accordance with paragraph 3.B. of the Accomplishment
Instructions of the applicable service bulletin identified in Table
2 of this AD. Repeat the inspection at the time specified in Table 1
of this AD.

Table 1--Compliance Times for Configuration 1
----------------------------------------------------------------------------------------------------------------
Whichever occurs later
---------------------------------------- And repeat the
For model-- That have Inspect before the inspection at
accumulated-- accumulation of-- Or within-- intervals not to
exceed--
----------------------------------------------------------------------------------------------------------------
A300 B2-1C, B2-203, and B2K-3C <=17,500 total 5,350 total flight 2,500 flight 4,300 flight
airplanes. flight cycles.\1\. cycles. cycles.\2\. cycles.
A300 B2-1C, B2-203, and B2K-3C >17,500 total 20,000 total 250 flight 4,300 flight
airplanes. flight.\1\. flight cycles or cycles.\2\. cycles.
40,000 total
flight hours,
whichever occurs
first.
A300 B4-103, B4-203, and B4-2C <=18,000 total 5,350 total flight 2,000 flight 4,300 flight
airplanes. flight cycles.\1\. cycles. cycles.\2\. cycles.
A300 B4-103, B4-203, and B4-2C >18,000 total 20,000 total 250 flight 4,300 flight
airplanes. flight cycles.\1\. flight cycles or cycles.\2\. cycles.
40,000 total
flight hours,
whichever occurs
first.
A300 B4-601, B4-603, B4-605R, B4- <=18,000 total 4,200 total flight 2,000 flight 3,600 flight
620, B4-622, and B4-622R flight cycles.\1\. cycles. cycles.\2\. cycles.
airplanes.
A300 B4-601, B4-603, B4-605R, B4- >18,000 total 20,000 total 250 flight 3,600 flight
620, B4-622, and B4-622R flight cycles.\1\. flight cycles or cycles.\2\. cycles.
airplanes. 40,000 total
flight hours,
whichever occurs
first.
A310-200 airplanes with GE CF6- <=18,000 total 9,700 total flight 1,500 flight 6,700 flight
80A3 or Pratt & Whitney engines. flight cycles.\1\. cycles or 19,400 cycles.\2\. cycles or 13,400
total flight flight hours,
hours, whichever whichever occurs
occurs first. first.
A310-200 airplanes with GE CF6- >18,000 total 19,500 total 250 flight 6,700 flight
80A3 or Pratt & Whitney engines. flight cycles.\1\. flight cycles or cycles.\2\. cycles or 13,400
55,500 total flight hours,
flight hours, whichever occurs
whichever occurs first.
first.
A310-200 airplanes with GE CF6- <=18,000 total 7,800 total flight 1,500 flight 5,800 flight
80C2 engines. flight cycles.\1\. cycles or 15,600 cycles.\2\. cycles or 11,600
total flight flight hours,
hours, whichever whichever occurs
occurs first. first.

[[Page 11431]]

A310-200 airplanes with GE CF6- >18,000 total 19,500 total 250 flight 5,800 flight
80C2 engines. flight cycles.\1\. flight cycles or cycles.\2\. cycles or 11,600
55,500 total flight hours,
flight hours, whichever occurs
whichever occurs first.
first.
A310-300 SR \3\ airplanes with <=18,000 total 8,600 total flight 1,500 total flight 6,700 flight
Pratt & Whitney JT9D engines. flight cycles.\1\. cycles or 24,000 cycles.\2\. cycles or 18,700
total flight flight hours,
hours, whichever whichever occurs
occurs first. first.
A310-300 SR \3\ airplanes with >18,000 total 19,500 total 250 flight 6,700 flight
Pratt & Whitney JT9D engines. flight cycles.\1\. flight cycles or cycles.\2\. cycles or 18,700
55,500 total flight hours,
flight hours, whichever occurs
whichever occurs first.
first.
A310-300 SR \3\ airplanes with <=18,000 total 7,000 total flight 1,500 flight 5,700 flight
GE engines. flight cycles.\1\. cycles or 19,600 cycles.\2\. cycles or 15,900
total flight flight hours,
hours, whichever whichever occurs
occurs first. first.
A310-300 SR \3\ airplanes with >18,000 total 19,500 total 250 flight 5,700 flight
GE engines. flight cycles.\1\. flight cycles or cycles.\2\. cycles or 15,900
55,500 total flight hours,
flight hours, whichever occurs
whichever occurs first.
first.
A310-300 SR \3\ airplanes with <=18,000 total 7,000 total flight 1,500 flight 5,800 flight
Pratt & Whitney 4000 engines. flight cycles.\1\. cycles or 19,600 cycles.\2\. cycles or 16,200
total flight flight hours,
hours, whichever whichever occurs
occurs first. first.
A310-300 SR \3\ airplanes with >18,000 total 19,500 total 250 flight 5,800 flight
Pratt & Whitney 4000 engines. flight cycles.\1\. flight cycles or cycles.\2\. cycles or 16,200
55,500 total flight hours,
flight hours, whichever occurs
whichever occurs first.
first.
A310-300 LR \4\ airplanes with <=18,000 total 5,900 total flight 1,500 flight 6,000 flight
Pratt & Whitney JT9D engines. flight cycles.\1\. cycles or 29,500 cycles.\2\. cycles or 30,300
total flight flight hours,
hours, whichever whichever occurs
occurs first. first.
A310-300 LR \4\ airplanes with >18,000 total 19,500 total 250 flight 6,000 flight
Pratt & Whitney JT9D engines. flight cycles.\1\. flight cycles or cycles.\2\. cycles or 30,300
55,500 total flight hours,
flight hours, whichever occurs
whichever occurs first.
first.
A310-300 LR \4\ airplanes with <=18,000 total 4,800 total flight 1,500 flight 5,100 flight
GE engines. flight cycles.\1\. cycles or 24,100 cycles.\2\. cycles or 25,500
total flight flight hours,
hours, whichever whichever occurs
occurs first. first.
A310-300 LR \4\ airplanes with >18,000 total 19,500 total 250 flight 5,100 flight
GE engines. flight cycles.\1\. flight cycles or cycles.\2\. cycles or 25,500
55,500 total flight hours,
flight hours, whichever occurs
whichever occurs first.
first.
A310-300 LR \4\ airplanes with <=18,000 total 4,800 total flight 1,500 flight 5,200 flight
Pratt & Whitney 4000 engines. flight cycles.\1\. cycles or 24,000 cycles.\2\. cycles or 26,300
total flight flight hours,
hours, whichever whichever occurs
occurs first. first.
A310-300 LR \4\ airplanes with >18,000 total 19,500 total 250 flight 5,200 flight
Pratt & Whitney 4000 engines. flight cycles.\1\. flight cycles or cycles.\2\. cycles or 26,300
55,500 total flight hours,
flight hours, whichever occurs
whichever occurs first.
first.
----------------------------------------------------------------------------------------------------------------
\1\ As of the effective date of this AD.
\2\ After the effective date of this AD.
\3\ ``SR'' applies to airplanes with average flights less than 4 flight hours.
\4\ ``LR'' refers to airplanes with average flights of 4 or more flight hours.

(2) For Model A300 and A300-600 airplanes that have accumulated
more than 40,000 total flight hours as of the effective date of this
AD: Within 250 flight cycles after the effective date of this AD, do
the actions specified in paragraph (f)(1) of this AD.
(3) For Model A310 airplanes that have accumulated more than
55,500 total flight hours as of the effective date of this AD:
Within 250 flight cycles after the effective date of this AD, do the
actions specified in paragraph (f)(1) of this AD.
(4) For Configuration 01 airplanes, as identified in the
applicable service bulletin identified in Table 2 of this AD: If a
crack is found during any inspection required by this AD, before
further flight, install a doubler, in accordance with paragraph 3.C.
of the Accomplishment Instructions of the applicable service
bulletin identified in Table 2 of this AD.
(5) For Configuration 02 airplanes, as identified in the
applicable service bulletin identified in Table 2 of this AD: At the
applicable time specified in paragraph 1.E.(2) of the applicable
service bulletin identified in Table 2 of this AD, or within 250
flight cycles after the effective date of this AD, whichever occurs
later, perform a detailed visual inspection of the pylons 1 and 2
side panels (upper section) at rib 8, in accordance with paragraph
3.B. of the Accomplishment Instructions of the applicable service
bulletin identified in Table 2 of this AD.
(6) For Configuration 03 airplanes, as identified in the
applicable service bulletin identified in Table 2 of this AD: At the
applicable time specified in paragraph 1.E.(2) of the applicable
service bulletin identified in Table 2 of this AD, or within 250
flight cycles after the effective date of this AD, whichever occurs
later, perform a detailed visual inspection, and a high frequency
eddy current inspection as applicable, of the pylons 1 and 2 side
panels (upper section) at rib 8, in accordance with paragraph 3.B.
of the Accomplishment Instructions of the

[[Page 11432]]

applicable service bulletin identified in Table 2 of this AD.
(7) For Configuration 02 and 03 airplanes, as identified in the
applicable service bulletin identified in Table 2 of this AD: If a
crack is found during any inspection required by paragraph (f)(1),
(f)(5), or (f)(6) of this AD, before further flight, repair in
accordance with paragraph 3.C. of the Accomplishment Instructions of
the applicable service bulletin identified in Table 2 of this AD.
(8) For all airplanes, except those in Configuration 01, as
identified in the applicable service bulletin identified in Table 2
of this AD: Repeat the inspection specified in paragraph (f)(1),
(f)(5), or (f)(6) of this AD, as applicable, at the intervals
specified in paragraph 1.E.(2) of the applicable service bulletin
identified in Table 2 of this AD.

Table 2--Service Bulletins
----------------------------------------------------------------------------------------------------------------
Use Airbus Mandatory Service
For model-- Bulletin-- Revision-- Dated--
----------------------------------------------------------------------------------------------------------------
A300 B2-1C, B2-203, B2K-3C, B4-103, B4- A300-54-0075, excluding 02 June 26, 2008.
203, and B4-2C airplanes Appendices 1, 2, and 3.
A300 B4-601, B4-603, B4-605R, B4-620, A300-54-6015, excluding 02 June 26, 2008.
B4-622, and B4-622R airplanes Appendices 1, 2, and 3.
A310 series airplanes................. A310-54-2018, excluding 02 June 26, 2008.
Appendices 1, 2, and 3.
----------------------------------------------------------------------------------------------------------------

(9) Inspections and corrective actions accomplished prior to
the effective date of this AD in accordance with the service
bulletins identified in Table 3 of this AD, as applicable, are
acceptable for compliance with the corresponding requirements of
this AD.

Table 3--Previous Service Information
------------------------------------------------------------------------
Service Bulletin-- Revision-- Dated--
------------------------------------------------------------------------
Airbus Mandatory Service 01............. November 9, 2007.
Bulletin A300-54-0075.
Airbus Mandatory Service 01............. November 9, 2007.
Bulletin A300-54-6015.
Airbus Mandatory Service 01............. November 16, 2007.
Bulletin A310-54-2018.
Airbus Service Bulletin A300- Original....... August 11, 1993.
54-0075.
Airbus Service Bulletin A300- Original....... August 11, 1993.
54-6015.
Airbus Service Bulletin A310- Original....... August 11, 1993.
54-2018.
------------------------------------------------------------------------

FAA AD Differences

Note 1: This AD differs from the MCAI and/or service information
as follows:
(1) Although the MCAI/service information allows further flight
after cracks are found during compliance with certain actions, this
AD requires that you repair the crack(s) before further flight.
(2) Although the MCAI specifies to send all inspection results
to Airbus, this AD does not include that requirement.

Other FAA AD Provisions

(g) The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager,
International Branch, ANM-116, Transport Airplane Directorate, FAA,
has the authority to approve AMOCs for this AD, if requested using
the procedures found in 14 CFR 39.19. Send information to ATTN: Dan
Rodina, Aerospace Engineer, International Branch, ANM-116, Transport
Airplane Directorate, FAA, 1601 Lind Avenue, SW., Renton, Washington
98057-3356; telephone (425) 227-2125; fax (425) 227-1149. Before
using any approved AMOC on any airplane to which the AMOC applies,
notify your appropriate principal maintenance inspector (PMI) or
principal avionics inspector (PAI), as appropriate, or lacking a
principal inspector, your local Flight Standards District Office.
The AMOC approval letter must specifically reference this AD.
(2) Airworthy Product: For any requirement in this AD to obtain
corrective actions from a manufacturer or other source, use these
actions if they are FAA-approved. Corrective actions are considered
FAA-approved if they are approved by the State of Design Authority
(or their delegated agent). You are required to assure the product
is airworthy before it is returned to service.
(3) Reporting Requirements: For any reporting requirement in
this AD, under the provisions of the Paperwork Reduction Act (44
U.S.C. 3501 et seq.), the Office of Management and Budget (OMB) has
approved the information collection requirements and has assigned
OMB Control Number 2120-0056.

Related Information

(h) Refer to MCAI European Aviation Safety Agency Airworthiness
Directive 2008-0181, dated October 1, 2008, and the applicable
service bulletins identified in Table 2 of this AD, for related
information.

Material Incorporated by Reference

(i) You must use the service information specified in Table 4 of
this AD, as applicable, to do the actions required by this AD,
unless the AD specifies otherwise.

Table 4--Service Information
------------------------------------------------------------------------
Airbus Mandatory Service
Bulletin-- Revision-- Dated--
------------------------------------------------------------------------
A300-54-0075, excluding 02............. June 26, 2008.
Appendices 1, 2, and 3.
A300-54-6015, excluding 02............. June 26, 2008.
Appendices 1, 2, and 3.
A310-54-2018, excluding 02............. June 26, 2008.
Appendices 1, 2, and 3.
------------------------------------------------------------------------

(1) The Director of the Federal Register approved the
incorporation by reference of this service information under 5
U.S.C. 552(a) and 1 CFR part 51.
(2) For service information identified in this AD, contact
Airbus SAS--EAW (Airworthiness Office), 1 Rond Point Maurice
Bellonte, 31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96;
fax +33 5 61 93 44 51; e-mail: account.airworth-eas@airbus.com;
Internet https://www.airbus.com.
(3) You may review copies of the service information at the FAA,
Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton,
Washington. For information on the availability of this material at
the FAA, call 425-227-1221 or 425-227-1152.

[[Page 11433]]

(4) You may also review copies of the service information that
is incorporated by reference at the National Archives and Records
Administration (NARA). For information on the availability of this
material at NARA, call 202-741-6030, or go to: https://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.

Issued in Renton, Washington on March 4, 2010.
Suzanne Masterson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2010-5162 Filed 3-10-10; 8:45 am]
BILLING CODE 4910-13-P

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