Airworthiness Directives; Airbus Airplanes, 72127-72132 [2014-28477]
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Federal Register / Vol. 79, No. 234 / Friday, December 5, 2014 / Rules and Regulations
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2013–1066; Directorate
Identifier 2013–NM–021–AD; Amendment
39–18029; AD 2014–23–13]
RIN 2120–AA64
Airworthiness Directives; Airbus
Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
We are superseding
Airworthiness Directive (AD) 2000–12–
12, for certain Airbus Model A300,
A300–600, and A310 series airplanes.
AD 2000–12–12 required inspecting to
detect cracks in the lower spar axis of
the nacelle pylon between ribs 9 and 10,
and repair if necessary. AD 2000–12–12
also provided for optional modification
of the pylon, which terminated the
inspections for Model A300 series
airplanes. This new AD reduces the
initial and repetitive inspection
compliance times. This AD was
prompted by reports of cracking of the
lower pylon spar after accomplishing
the existing modification. We are
issuing this AD to detect and correct
fatigue cracking, which could result in
reduced structural integrity of the lower
spar of the nacelle pylon.
DATES: This AD becomes effective
January 9, 2015.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in this AD
as of January 9, 2015.
The Director of the Federal Register
approved the incorporation by reference
of a certain other publication listed in
this AD as of July 28, 2000 (65 FR
39072, June 23, 2000).
The Director of the Federal Register
approved the incorporation by reference
of certain other publications listed in
this AD as of June 12, 1995 (60 FR
25604, May 12, 1995).
ADDRESSES: You may examine the AD
docket on the Internet at https://
www.regulations.gov/
#!docketDetail;D=FAA-2013-1066; or in
person at the Docket Management
Facility, U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE.,
Washington, DC.
For service information identified in
this AD, contact Airbus SAS,
Airworthiness Office—EAW, 1 Rond
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SUMMARY:
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Point Maurice Bellonte, 31707 Blagnac
Cedex, France; telephone +33 5 61 93 36
96; fax +33 5 61 93 44 51; email
account.airworth-eas@airbus.com;
Internet https://www.airbus.com. You
may view this referenced service
information at the FAA, Transport
Airplane Directorate, 1601 Lind Avenue
SW., Renton, WA. For information on
the availability of this material at the
FAA, call 425–227–1221.
FOR FURTHER INFORMATION CONTACT: Dan
Rodina, Aerospace Engineer,
International Branch, ANM–116,
Transport Airplane Directorate, FAA,
1601 Lind Avenue SW., Renton, WA
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 supersede AD 2000–12–12,
Amendment 39–11790 (65 FR 39072,
June 23, 2000). AD 2000–12–12 applied
to certain Airbus Model A300, A300–
600, and A310 series airplanes. The
NPRM published in the Federal
Register on December 30, 2013 (78 FR
79333).
The European Aviation Safety Agency
(EASA), which is the Technical Agent
for the Member States of the European
Community, has issued EASA
Airworthiness Directive 2013–0016,
dated September 17, 2013 (referred to
after this as the Mandatory Continuing
Airworthiness Information, or ‘‘the
MCAI’’), to correct an unsafe condition
for certain Airbus Model A300, A300–
600, and A310 series airplanes. The
MCAI states:
Cracks were found between ribs 9 and 10
in the lower pylon spar of A310 aeroplanes
equipped with Pratt & Whitney (PW) engines.
For A310, A300 and A300–600 aeroplanes
and, in order to prevent crack initiation, the
implementation of a first inspection
programme of this area was required by
´ ´
DGAC [Direction Generale de l’Aviation
Civile] France AD 1992–049–130(B) [which
corresponds to certain actions in FAA AD
2000–12–12, Amendment 39–11790 (65 FR
39072, June 23, 2000)], currently at Revision
4.
General Electric (GE) and PW pylons on
A300 aeroplanes are also affected, due to
similar design.
After that [DGAC] AD was issued,
prompted by new findings, a specific
inspection programme for A310 aeroplanes
was introduced and required by DGAC
France AD 1999–237–285(B) [which
corresponds to certain actions in FAA AD
2000–12–12, Amendment 39–11790 (65 FR
39072, June 23, 2000)], which was
subsequently superseded by EASA AD 2008–
0008 [https://ad.easa.europa.eu/blob/easa_
ad_2008_0008_superseded.pdf/AD_20080008_1], which introduced new thresholds
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72127
and intervals in the frame of the A310
extended service goal exercise.
Some cracks, which were discovered after
the implementation of the preventive
modification, prompted Airbus to perform a
new Fatigue and Damage Tolerance analysis
with a refined model of the area with and
without repair or preventive reinforcement
before crack appearance. Based on the results
of this analysis, Airbus revised the related
Service Bulletins to introduce more
restrictive thresholds and intervals for
curative and preventive repair configuration.
EASA issued AD 2013–0014 [https://
ad.easa.europa.eu/blob/easa_ad_2013_
0214.pdf/AD_2013-0014_1], which
superseded DGAC France AD 1992–049–
130(B) and EASA AD 2008–0008, to mandate
a new inspection programme [including
related investigative and corrective actions].
After EASA AD 2013–0014 was issued,
further analysis allowed to identify one A300
aeroplane model and one retrofitted A300
MSN [manufacturer serial number] missing
in the applicability chapter.
For the reason described above, this
[EASA] AD retains the requirements of EASA
AD 2013–0014, which is superseded, and
clarifies the Applicability section and adds
one A300 model and one A300 MSN.
The unsafe condition is fatigue
cracking, which could result in reduced
structural integrity of the lower spar of
the nacelle pylon. Related investigative
actions include additional eddy current
and liquid penetrant inspections for
cracking. Corrective actions include
repairing cracking. For certain cracking
lengths, repairs are described as
reinforcing the lower spar with a
doubler. You may examine the MCAI in
the AD docket on the Internet at
https://www.regulations.gov/
#!documentDetail;D=FAA-2013-10660002.
Comments
We gave the public the opportunity to
participate in developing this AD. The
following presents the comments
received on the NPRM (78 FR 79333,
December 30, 2013) and the FAA’s
response to each comment.
‘‘Contacting the Manufacturer’’
Paragraph in This AD
United Parcel Service (UPS) requested
that we revise the NPRM (78 FR 79333,
December 30, 2013) to remove the
requirement to include the AD reference
in repair approvals. UPS noted its
concerns that the proposal would
require development of a unique Airbus
process for U.S. operators; that it could
have significant financial and
administrative impacts to existing
customer support agreements and
different AD records requirements
within an operator’s fleet; that it will
increase requests for approval of
alternative methods of compliance
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(AMOC) and result in delayed return to
service; and that it creates a new
requirement that did not exist when the
superseded AD was written.
We concur with the commenter’s
request to remove from this AD the
requirement that repair approvals must
specifically refer to this AD.
Since late 2006, we have included a
standard paragraph titled ‘‘Airworthy
Product’’ in all MCAI ADs in which the
FAA develops an AD based on a foreign
authority’s AD. The MCAI or referenced
service information in an FAA AD often
directs the owner/operator to contact
the manufacturer for corrective actions,
such as a repair. Briefly, the Airworthy
Product paragraph allowed owners/
operators to use corrective actions
provided by the manufacturer if those
actions were FAA-approved. In
addition, the paragraph stated that any
actions approved by the State of Design
Authority (or its delegated agent) are
considered to be FAA-approved.
In the NPRM (78 FR 79333, December
30, 2013), we proposed to prevent the
use of repairs that were not specifically
developed to correct the unsafe
condition, by requiring that the repair
approval provided by the State of
Design Authority or its delegated agent
specifically refer to this FAA AD. This
change was intended to clarify the
method of compliance and to provide
operators with better visibility of repairs
that are specifically developed and
approved to correct the unsafe
condition. In addition, we proposed to
change the phrase ‘‘its delegated agent’’
to include a design approval holder
(DAH) with State of Design Authority
design organization approval (DOA), as
applicable, to refer to a DAH authorized
to approve required repairs for the
proposed AD.
UPS specifically stated the following
in its comments to the NPRM (78 FR
79333, December 30, 2013): ‘‘The
proposed wording, being specific to
repairs, eliminates the interpretation
that Airbus messages are acceptable for
approving minor deviations (corrective
actions) needed during accomplishment
of an AD mandated Airbus service
bulletin.’’
This comment has made the FAA
aware that some operators have
misunderstood or misinterpreted the
Airworthy Product paragraph to allow
the owner/operator to use messages
provided by the manufacturer as
approval of deviations during the
accomplishment of an AD-mandated
action. The Airworthy Product
paragraph does not approve messages or
other information provided by the
manufacturer for deviations to the
requirements of the AD-mandated
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actions. The Airworthy Product
paragraph only addresses the
requirement to contact the manufacturer
for corrective actions for the identified
unsafe condition and does not cover
deviations from other AD requirements.
However, deviations to AD-required
actions are addressed in 14 CFR 39.17,
and anyone may request the approval
for an alternative method of compliance
to the AD-required actions using the
procedures found in 14 CFR 39.19.
To address this misunderstanding and
misinterpretation of the Airworthy
Product paragraph, we have changed
that paragraph and retitled it
‘‘Contacting the Manufacturer.’’ This
paragraph now clarifies that for any
requirement in this AD to obtain
corrective actions from a manufacturer,
the actions must be accomplished using
a method approved by the FAA, EASA,
or Airbus’s EASA DOA.
The Contacting the Manufacturer
paragraph also clarifies that, if approved
by the DOA, the approval must include
the DOA-authorized signature. The DOA
signature indicates that the data and
information contained in the document
are EASA-approved, which is also FAAapproved. Messages and other
information provided by the
manufacturer that do not contain the
DOA-authorized signature approval are
not EASA-approved, unless EASA
directly approves the manufacturer’s
message or other information.
This clarification does not remove
flexibility afforded previously by the
Airworthy Product paragraph.
Consistent with long-standing FAA
policy, such flexibility was never
intended for required actions. This is
also consistent with the
recommendation of the Airworthiness
Directive Implementation Aviation
Rulemaking Committee to increase
flexibility in complying with ADs by
identifying those actions in
manufacturers’ service instructions that
are ‘‘Required for Compliance’’ with
ADs. We continue to work with
manufacturers to implement this
recommendation. But once we
determine that an action is required, any
deviation from the requirement must be
approved as an alternative method of
compliance.
Commenters to an NPRM having
Directorate Identifier 2012–NM–101–AD
(78 FR 78285, December 26, 2013)
pointed out that in many cases the
foreign manufacturer’s service bulletin
and the foreign authority’s MCAI may
have been issued some time before the
FAA AD. Therefore, the DOA may have
provided U.S. operators with an
approved repair, developed with full
awareness of the unsafe condition,
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before the FAA AD is issued. Under
these circumstances, to comply with the
FAA AD, the operator would be
required to go back to the
manufacturer’s DOA and obtain a new
approval document, adding time and
expense to the compliance process with
no safety benefit.
Based on these comments, we
removed from this AD the requirement
that the DAH-provided repair
specifically refer to this AD. Before
adopting such a requirement, the FAA
will coordinate with affected DAHs and
verify they are prepared to implement
means to ensure that their repair
approvals consider the unsafe condition
addressed in the AD. Any such
requirements will be adopted through
the normal AD rulemaking process,
including notice-and-comment
procedures, when appropriate.
We also have decided to revise the
language in paragraphs (g)(3), (g)(4),
(h)(3), (h)(4), (i)(3), and (i)(4) of this AD
to retain references to repair approvals
done by the DGAC (or its delegated
agent) from AD 2000–12–12,
Amendment 39–11790 (65 FR 39072,
June 23, 2000), as well as including
references to EASA and the specific
delegation approval granted by EASA
for the DAH. Further, we revised
paragraphs (n)(2) and (n)(3) of this AD
to remove references to the ‘‘delegated
agent’’ and the ‘‘DAH with State of
Design Authority design organization
approval’’ and instead provided the
specific delegation approval granted by
the State of Design Authority for the
DAH.
Conclusion
We reviewed the relevant data,
including the comments received, and
determined that air safety and the
public interest require adopting this AD
with the changes described previously
and minor editorial changes. We have
determined that these minor changes:
• Are consistent with the intent that
was proposed in the NPRM (78 FR
79333, December 30, 2013) for
correcting the unsafe condition; and
• Do not add any additional burden
upon the public than was already
proposed in the NPRM (78 FR 79333,
December 30, 2013).
We also determined that these
changes will not increase the economic
burden on any operator or increase the
scope of this AD.
Costs of Compliance
We estimate that this AD affects 91
airplanes of U.S. registry.
The actions required by AD 2000–12–
12, Amendment 39–11790 (65 FR
39072, June 23, 2000), and retained in
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this AD take about 4 work-hours per
product, at an average labor rate of $85
per work-hour. Based on these figures,
the estimated cost of the actions
required by AD 2000–12–12 is $340 per
product.
We also estimate that it would take
about 12 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 on U.S.
operators to be $92,820, or $1,020 per
product.
In addition, we estimate that any
necessary follow-on actions would take
about 60 work-hours and require parts
costing $1,680, for a cost of $6,780 per
product. We have no way of
determining the number of aircraft that
might need these actions.
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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 that 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);
3. Will not affect intrastate aviation in
Alaska; and
4. Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
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under the criteria of the Regulatory
Flexibility Act.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://www.regulations.
gov/#!docketDetail;D=FAA-2013-1066;
or in person at the Docket Management
Facility between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal
holidays. The AD docket contains this
AD, 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.
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
removing Airworthiness Directive (AD)
2000–12–12, Amendment 39–11790 (65
FR 39072, June 23, 2000), and adding
the following new AD:
■
2014–23–13 Airbus: Amendment 39–18029.
Docket No. FAA–2013–1066; Directorate
Identifier 2013–NM–021–AD.
(a) Effective Date
This AD becomes effective January 9, 2015.
(b) Affected ADs
This AD replaces AD 2000–12–12,
Amendment 39–11790 (65 FR 39072, June
23, 2000).
(c) Applicability
This AD applies to the Airbus airplanes
identified in paragraphs (c)(1) through (c)(4)
of this AD, certificated in any category.
(1) Airbus Model A300 B2–203, B2K–3C,
B4–103, B4–203, and B4–2C airplanes on
which Airbus Modification 2434 has been
embodied in production.
(2) Airbus Model A300 airplane having
manufacturer serial number 125, on the left
hand side pylon only.
(3) Airbus Model A300 B4–620, B4–622R,
and B4–622 airplanes, except for airplanes on
which Airbus Modification 10149 has been
embodied in production.
(4) Airbus Model A310–221, –222, –322,
–324, and –325 airplanes, except for
airplanes on which Airbus Modification
10149 has been embodied in production.
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(d) Subject
Air Transport Association (ATA) of
America Code 54, Nacelles/pylons.
(e) Reason
This AD was prompted by reports of
cracking of the lower pylon spar after
accomplishing an existing modification. We
are issuing this AD to detect and correct
fatigue cracking, which could result in
reduced structural integrity of the lower spar
of the nacelle pylon.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Retained Inspection and Corrective
Action for Certain Model A300 Series
Airplanes
This paragraph restates the requirements of
paragraph (a) of AD 2000–12–12,
Amendment 39–11790 (65 FR 39072, June
23, 2000), with additional sources for repair
approvals. For Model A300 B4–2C, B2K–3C,
B2–203, B4–103, and B4–203 series
airplanes: Prior to the accumulation of 9,000
total landings, or within 500 landings after
June 12, 1995 (the effective date of AD 95–
10–03, Amendment 39–9220 (60 FR 25604,
May 12, 1995)), whichever occurs later,
perform an internal eddy current inspection
to detect cracks in the lower spar axis of the
pylon between ribs 9 and 10, in accordance
with Airbus Service Bulletin A300–54–071,
dated November 12, 1991; or Revision 1,
dated October 15, 1993. Accomplishment of
an inspection required by paragraph (k), (l),
or (m) of this AD terminates the inspection
requirements of this paragraph.
(1) If no crack is found, repeat the
inspection thereafter at intervals not to
exceed 2,500 landings.
(2) If any crack is found that is less than
or equal to 30 millimeters (mm): Perform
subsequent inspections and repair in
accordance with the methods and times
specified in Airbus Service Bulletin A300–
54–071, dated November 12, 1991; or
Revision 1, dated October 15, 1993.
(3) If any crack is found that is greater than
30 mm, but less than 100 mm: Before further
flight, repair using a method approved by the
Manager, International Branch, ANM–116,
Transport Airplane Directorate, FAA; or the
´ ´
Direction Generale de l’Aviation Civile
(DGAC) (or its delegated agent); or the
European Aviation Safety Agency (EASA); or
Airbus’s EASA Design Organization
Approval (DOA).
(4) If any crack is found that is greater than
or equal to 100 mm: Before further flight,
repair using a method approved by the
Manager, International Branch, ANM–116,
Transport Airplane Directorate, FAA; or the
DGAC (or its delegated agent); or the EASA;
or Airbus’s EASA DOA.
(5) Accomplishment of the modification
specified in Airbus Service Bulletin A300–
54–0079, dated October 15, 1993, constitutes
terminating action for the inspections
required by paragraph (g) of this AD.
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(h) Retained Inspection and Corrective
Action for Model A300–600 Series Airplanes
This paragraph restates the requirements of
paragraph (b) of AD 2000–12–12,
Amendment 39–11790 (65 FR 39072, June
23, 2000), with additional sources for repair
approvals. For Model A300–600, B4–620,
C4–620, B4–622R, and B4–622 series
airplanes: Except as provided by paragraph
(h)(5) of this AD, prior to the accumulation
of 4,000 total landings, or within 500
landings after June 12, 1995 (the effective
date of AD 95–10–03, Amendment 39–9220
(60 FR 25604, May 12, 1995)), whichever
occurs later, perform an internal eddy current
inspection to detect cracks in the lower spar
axis of the pylon between ribs 9 and 10, in
accordance with Airbus Service Bulletin
A300–54–6011, dated November 12, 1991, as
amended by Airbus Service Bulletin Change
Notice O.A., dated July 10, 1992; or Revision
1, dated October 15, 1993. Accomplishment
of an inspection required by paragraph (k),
(l), or (m) of this AD terminates the
inspection requirements of this paragraph.
(1) If no crack is found, repeat the
inspection thereafter at intervals not to
exceed 2,500 landings.
(2) If any crack is found that is less than
or equal to 30 mm: Perform subsequent
inspections and repair in accordance with
the methods and times specified in Airbus
Service Bulletin A300–54–6011, dated
November 12, 1991, as amended by Airbus
Service Bulletin Change Notice O.A., dated
July 10, 1992; or Revision 1, dated October
15, 1993.
(3) If any crack is found that is greater than
30 mm, but less than 100 mm: Before further
flight, repair using a method approved by the
Manager, International Branch, ANM–116,
Transport Airplane Directorate, FAA; or the
DGAC (or its delegated agent); or the EASA;
or Airbus’s EASA DOA.
(4) If any crack is found that is greater than
or equal to 100 mm: Before further flight,
repair using a method approved by the
Manager, International Branch, ANM–116,
Transport Airplane Directorate, FAA; or the
DGAC (or its delegated agent); or the EASA;
or Airbus’s EASA DOA.
(5) Accomplishment of the modification
specified in Airbus Service Bulletin A300–
54–6019, dated October 15, 1993, increases
the threshold and repetitive interval of the
inspections required by paragraph (h) of this
AD to the threshold and interval specified in
paragraph 2.D. of the Accomplishment
Instructions of Airbus Service Bulletin A300–
54–6011, Revision 1, dated October 15, 1993.
(i) Retained Inspection and Corrective
Action for Model A310 Series Airplanes
This paragraph restates the requirements of
paragraph (c) of AD 2000–12–12,
Amendment 39–11790 (65 FR 39072, June
23, 2000), with additional sources for repair
approvals. For Model A310–221, –222, –322,
–324, and –325 series airplanes: Perform an
internal eddy current inspection to detect
cracks in the lower spar axis of the pylon
between ribs 9 and 10, in accordance with
Airbus Service Bulletin A310–54–2016,
dated November 12, 1991; or Revision 1,
dated October 15, 1993; or Revision 02, dated
June 11, 1999; at the time specified in
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paragraph (j) of this AD. Accomplishment of
an inspection required by paragraph (k), (l),
or (m) of this AD terminates the inspection
requirements of this paragraph.
(1) If no crack is found, repeat the
inspection thereafter at intervals not to
exceed 2,500 landings.
(2) If any crack is found that is less than
or equal to 30 mm: Perform subsequent
inspections and repair in accordance with
the methods and times specified in Airbus
Service Bulletin A310–54–2016, dated
November 12, 1991; or Revision 1, dated
October 15, 1993; or Revision 02, dated June
11, 1999.
(3) If any crack is found that is greater than
30 mm, but less than 100 mm: Before further
flight, repair using a method approved by the
Manager, International Branch, ANM–116,
Transport Airplane Directorate, FAA; or the
DGAC (or its delegated agent); or the EASA;
or Airbus’s EASA DOA.
(4) If any crack is found that is greater than
or equal to 100 mm: Before further flight,
repair using a method approved by the
Manager, International Branch, ANM–116,
Transport Airplane Directorate, FAA; or the
DGAC (or its delegated agent); or the EASA;
or Airbus’s EASA DOA.
(5) Accomplishment of the modification
specified in Airbus Service Bulletin A310–
54–2022, dated October 15, 1993; or Revision
01, dated March 16, 1999; increases the
threshold and repetitive interval of the
inspections required by paragraph (i) of this
AD to the threshold and interval specified in
paragraph 2.D. of the Accomplishment
Instructions of Airbus Service Bulletin A310–
54–2016, Revision 02, dated June 11, 1999.
(j) Retained Compliance Time for Paragraph
(i) of This AD
This paragraph restates the requirements of
paragraph (d) of AD 2000–12–12,
Amendment 39–11790 (65 FR 39072, June
23, 2000), with no changes. Perform the
initial inspection required by paragraph (i) of
this AD at the earlier of the times specified
by paragraphs (j)(1) and (j)(2) of this AD.
(1) Prior to the accumulation of 25,000
total landings, or within 500 landings after
June 12, 1995 (the effective date of AD 95–
10–03, Amendment 39–9220 (60 FR 25604,
May 12, 1995), whichever occurs later.
(2) At the applicable time specified by
paragraph (j)(2)(i), (j)(2)(ii), or (j)(2)(iii) of this
AD.
(i) For airplanes that have accumulated
fewer than 10,000 landings as of July 28,
2000 (the effective date of AD 2000–12–12,
Amendment 39–11790 (65 FR 39072, June
23, 2000)): Perform the inspection prior to
the accumulation of 3,800 total landings, or
within 1,500 landings after July 28, 2000,
whichever occurs later.
(ii) For airplanes that have accumulated
10,000 total landings or more, but fewer than
20,000 total landings, as of July 28, 2000 (the
effective date of AD 2000–12–12,
Amendment 39–11790 (65 FR 39072, June
23, 2000)): Perform the inspection within
1,000 landings after July 28, 2000.
(iii) For airplanes that have accumulated
20,000 total landings or more as of July 28,
2000 (the effective date of AD 2000–12–12,
Amendment 39–11790 (65 FR 39072, June
PO 00000
Frm 00024
Fmt 4700
Sfmt 4700
23, 2000)): Perform the inspection within 500
landings after July 28, 2000.
(k) New Repetitive Inspections for Cracking
(1) For airplanes identified in paragraph
(k)(2) of this AD: Except as provided by
paragraphs (n)(1) and (n)(4) of this AD, at the
applicable compliance time specified in
paragraph 1.E.(2), ‘‘Compliance,’’ of the
applicable service bulletin specified in
paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of
this AD, or within 100 flight cycles after the
effective date of this AD, whichever occurs
later, do an eddy current inspection or liquid
penetrant inspection for cracking of the lower
spar of the pylon between ribs 9 and 10; and
do all applicable related investigative and
corrective actions; in accordance with the
Accomplishment Instructions of the
applicable service bulletin specified in
paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of
this AD, except as required by paragraphs
(n)(2) and (n)(3) of this AD. Do all applicable
related investigative and corrective actions
before further flight. Repeat the inspection of
the lower spar of the pylon between ribs 9
and 10 thereafter at intervals not to exceed
the applicable interval specified in paragraph
1.E.(2), ‘‘Compliance,’’ of the applicable
service bulletin specified in paragraph
(k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of this AD.
Accomplishment of corrective actions
required by this paragraph terminates the
repetitive inspections required by this
paragraph. Accomplishment of an inspection
required by this paragraph terminates the
inspection requirements of paragraphs (g),
(h), and (i) of this AD. Accomplishment of
the optional modification specified in the
applicable service bulletin specified in
paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of
this AD terminates the repetitive inspections
required by this paragraph.
(i) Airbus Service Bulletin A300–54–0071,
Revision 04, dated April 11, 2013 (for Model
A300 B2–203, B2K–3C, B4–103, B4–203, and
B4–2C airplanes).
(ii) Airbus Service Bulletin A310–54–2016,
Revision 06, dated January 16, 2013 (for
Model A310–221, –222, –322, –324, and –325
airplanes).
(iii) Airbus Service Bulletin A300–54–
6011, Revision 03, dated June 23, 2011 (for
Model A300 B4–620, B4–622R, and B4–622
airplanes).
(2) For airplanes that have not been
modified or repaired with a doubler as
specified in the applicable service bulletin
specified in paragraph (k)(2)(i), (k)(2)(ii), or
(k)(2)(iii) of this AD, do the inspections
required by paragraph (k)(1) of this AD.
(i) Airbus Service Bulletin A300–54–0079
(for Model A300 B2–203, B2K–3C, B4–103,
B4–203, and B4–2C airplanes).
(ii) Airbus Service Bulletin A310–54–2022
(for Model A310–221, –222, –322, –324, and
–325 airplanes).
(iii) Airbus Service Bulletin A300–54–6019
(for Model A300 B4–620, B4–622R, and B4–
622 airplanes).
(l) New Repetitive Inspections for PostRepair Airplanes
For airplanes that have been repaired with
a doubler as specified in the applicable
Airbus service bulletin specified in
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Federal Register / Vol. 79, No. 234 / Friday, December 5, 2014 / Rules and Regulations
paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of
this AD: At the applicable time specified in
paragraph 1.E.(2), ‘‘Compliance,’’ in the
applicable service bulletin specified in
paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of
this AD, except as specified in paragraphs
(n)(1) and (n)(4) of this AD, do an eddy
current inspection or liquid penetrant
inspection for cracking of the lower spar of
the pylon between ribs 9 and 10, and do all
applicable corrective actions, in accordance
with the Accomplishment Instructions of the
applicable service bulletin specified in
paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of
this AD, except as required by paragraph
(n)(2) of this AD. Do all applicable corrective
actions before further flight. Repeat the
inspection of the lower spar of the pylon
between ribs 9 and 10 thereafter at intervals
not to exceed the applicable interval
specified in paragraph 1.E.(2), ‘‘Compliance,’’
of the applicable service bulletin specified in
paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of
this AD. Accomplishment of an inspection
required by this paragraph terminates the
inspection requirements of paragraphs (g),
(h), and (i) of this AD.
wreier-aviles on DSK5TPTVN1PROD with RULES
(m) New Repetitive Inspections for PostModification Airplanes
For airplanes that have been modified as
specified in the applicable Airbus service
bulletin specified in paragraph (k)(1)(i),
(k)(1)(ii), or (k)(1)(iii) of this AD: At the
applicable time specified in paragraph
1.E.(2), ‘‘Compliance,’’ in the applicable
service bulletin specified in paragraph
(k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of this AD,
except as specified in paragraph (n)(1) and
(n)(4) of this AD: Do an eddy current
inspection or liquid penetrant inspection for
cracking of the lower spar of the pylon
between ribs 9 and 10; and do all applicable
corrective actions; in accordance with the
Accomplishment Instructions of the
applicable service bulletin specified in
paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of
this AD, except as required by paragraph
(n)(2) of this AD. Do all applicable corrective
actions before further flight. Repeat the
inspection of the lower spar of the pylon
between ribs 9 and 10 thereafter at intervals
not to exceed the applicable interval
specified in paragraph 1.E.(2), ‘‘Compliance,’’
of the applicable service bulletin specified in
paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of
this AD. Accomplishment of an inspection
required by this paragraph terminates the
inspection requirements of paragraphs (g),
(h), and (i) of this AD.
(n) New Service Bulletin Exceptions
(1) Where the service bulletins specified in
paragraphs (k)(1)(i), (k)(1)(ii), and (k)(1)(iii) of
this AD specify a compliance time ‘‘from the
publication date,’’ this AD requires
compliance within the specified compliance
time after the effective date of this AD.
(2) If any crack is detected during any
inspection required by paragraph (k), (l), or
(m) of this AD, and the service bulletin
specified in paragraph (k)(1)(i), (k)(1)(ii), or
(k)(1)(iii) of this AD specifies to contact the
manufacturer: Before further flight, repair
using a method approved by the Manager,
International Branch, ANM–116, Transport
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15:04 Dec 04, 2014
Jkt 235001
Airplane Directorate, FAA; or the EASA; or
Airbus’s EASA DOA. If approved by the
DOA, the approval must include the DOAauthorized signature.
(3) Where the service bulletins specified in
paragraphs (k)(1)(i), (k)(1)(ii), and (k)(1)(iii) of
this AD specify to contact the manufacturer
for inspection requirements: Inspect using a
method approved by the Manager,
International Branch, ANM–116, Transport
Airplane Directorate, FAA; or the EASA; or
Airbus’s EASA DOA. If approved by the
DOA, the approval must include the DOAauthorized signature.
(4) Where the ‘‘Threshold’’ column in the
tables in paragraph 1.E., ‘‘Compliance,’’ of
the service bulletins specified in paragraphs
(k)(1)(i), (k)(1)(ii), and (k)(1)(iii) of this AD
specifies a compliance time in flight cycles/
flight hours, this AD requires compliance
within the corresponding time in total flight
cycles/total flight hours; except that for tables
for post-repair and post-modification
airplanes, this AD requires compliance
within the corresponding time after
accomplishing the repair or modification.
(o) Credit for Previous Actions
This paragraph provides credit for actions
required by paragraph (k) of this AD, if those
actions were performed before the effective
date of this AD using the applicable service
bulletin specified in paragraphs (o)(1)
through (o)(4) of this AD.
(1) Airbus Service Bulletin A300–54–071,
Revision 02, dated August 25, 2000 (for
Model A300 B2–203, B2K–3C, B4–103, B4–
203, and B4–2C airplanes), which is not
incorporated by reference in this AD.
(2) Airbus Service Bulletin A300–54–0071,
Revision 03, dated October 5, 2012 (for
Model A300 B2–203, B2K–3C, B4–103, B4–
203, and B4–2C airplanes), which is not
incorporated by reference in this AD.
(3) Airbus Service Bulletin A310–54–2016,
Revision 04, dated November 16, 2007; or
Airbus Service Bulletin A310–54–2016,
Revision 05, dated October 5, 2012 (for
Model A310–221, –222, –322, –324, and –325
airplanes); which are not incorporated by
reference in this AD.
(4) Airbus Service Bulletin A300–54–6011,
Revision 02, dated August 25, 2000 (for
Model A300 B4–620, B4–622R, and B4–622
airplanes), which is not incorporated by
reference in this AD.
(p) Other FAA AD Provisions
The following provisions also apply to this
AD:
(1) Alternative Methods of Compliance
(AMOCs): The Manager, International
Branch, FAA, has the authority to approve
AMOCs for this AD, if requested using the
procedures found in 14 CFR 39.19. In
accordance with 14 CFR 39.19, send your
request to your principal inspector or local
Flight Standards District Office, as
appropriate. If sending information directly
to the International Branch, send it to ATTN:
Dan Rodina, Aerospace Engineer,
International Branch, ANM–116, Transport
Airplane Directorate, FAA, 1601 Lind
Avenue SW., Renton, WA 98057–3356;
telephone 425–227–2125; fax 425–227–1149.
Information may be emailed to: 9–ANM–116–
AMOC–REQUESTS@faa.gov.
PO 00000
Frm 00025
Fmt 4700
Sfmt 4700
72131
(i) Before using any approved AMOC,
notify your appropriate principal inspector,
or lacking a principal inspector, the manager
of the local flight standards district office/
certificate holding district office. The AMOC
approval letter must specifically reference
this AD.
(ii) AMOCs approved previously for AD
2000–12–12, Amendment 39–11790 (65 FR
39072, June 23, 2000), are approved as
AMOCs for the corresponding provisions of
this AD.
(2) Contacting the Manufacturer: As of the
effective date of this AD, for any requirement
in this AD to obtain corrective actions from
a manufacturer, the action must be
accomplished using a method approved by
the Manager, International Branch, ANM–
116, Transport Airplane Directorate, FAA; or
the EASA; or Airbus’s EASA DOA. If
approved by the DOA, the approval must
include the DOA-authorized signature.
(q) Related Information
(1) Refer to Mandatory Continuing
Airworthiness Information (MCAI) European
Aviation Safety Agency Airworthiness
Directive 2013–0216, dated September 17,
2013, for related information. You may
examine the MCAI in the AD docket on the
Internet at https://www.regulations.gov/
#!documentDetail;D=FAA-2013-1066-0002.
(2) Service information identified in this
AD that is not incorporated by reference in
this AD is available at the addresses specified
in paragraphs (r)(6) and (r)(7) of this AD.
(r) Material Incorporated by Reference
(1) The Director of the Federal Register
approved the incorporation by reference
(IBR) of the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) You must use this service information
as applicable to do the actions required by
this AD, unless this AD specifies otherwise.
(3) The following service information was
approved for IBR on January 9, 2015.
(i) Airbus Service Bulletin A300–54–0071,
Revision 04, dated April 11, 2013.
(ii) Airbus Service Bulletin A310–54–2016,
Revision 06, dated January 16, 2013.
(iii) Airbus Service Bulletin A300–54–
6011, Revision 03, dated June 23, 2011.
(4) The following service information was
approved for IBR on July 28, 2000 (65 FR
39072, June 23, 2000).
(i) Airbus Service Bulletin A310–54–2016,
Revision 02, dated June 11, 1999.
(ii) Reserved.
(5) The following service information was
approved for IBR on June 12, 1995 (60 FR
25604, May 12, 1995).
(i) Airbus Service Bulletin A300–54–071,
dated November 12, 1991.
(ii) Airbus Service Bulletin A300–54–071,
Revision 1, dated October 15, 1993.
(iii) Airbus Service Bulletin A300–54–
6011, dated November 12, 1991.
(iv) Airbus Service Bulletin Change Notice
O.A., A300–54–6011, dated July 10, 1992.
(v) Airbus Service Bulletin A300–54–6011,
Revision 1, dated October 15, 1993. (Pages 1
through 10 and 12 through 19 of this
document are identified as Revision 1, dated
October 15, 1993; page 11 is dated November
12, 1991.)
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Federal Register / Vol. 79, No. 234 / Friday, December 5, 2014 / Rules and Regulations
(vi) Airbus Service Bulletin A300–54–
6019, dated October 15, 1993.
(6) For service information identified in
this AD, contact Airbus SAS, Airworthiness
Office—EAW, 1 Rond Point Maurice
Bellonte, 31707 Blagnac Cedex, France;
telephone +33 5 61 93 36 96; fax +33 5 61
93 44 51; email account.airworth-eas@
airbus.com; Internet https://www.airbus.com.
(7) You may view this service information
at the FAA, Transport Airplane Directorate,
1601 Lind Avenue SW., Renton, WA. For
information on the availability of this
material at the FAA, call 425–227–1221.
(8) You may view this 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/cfr/ibrlocations.html.
Issued in Renton, Washington, on
November 6, 2014.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
Examining the AD Docket
[FR Doc. 2014–28477 Filed 12–4–14; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2013–0159; Directorate
Identifier 2012–SW–010–AD; Amendment
39–18032; AD 2014–23–16]
RIN 2120–AA64
Airworthiness Directives; Robinson
Helicopter Company Helicopters
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
We are superseding
Airworthiness Directive (AD) 2011–12–
10 for Robinson Helicopter Company
(Robinson) Model R22, R22 Alpha, R22
Beta, R22 Mariner, R44, and R44 II
helicopters with certain main rotor
blades (blade) installed. AD 2011–12–10
required inspecting each blade at the
skin-to-spar line for debonding,
corrosion, a separation, a gap, or a dent
and replacing any damaged blade with
an airworthy blade. This new AD also
requires a terminating action for those
inspection requirements. These actions
are intended to detect debonding of the
blade skin, which could result in blade
failure and subsequent loss of control of
the helicopter, and to correct the unsafe
condition by replacing the main rotor
blades with new blades that do not
require the AD inspection.
DATES: This AD is effective January 9,
2015.
wreier-aviles on DSK5TPTVN1PROD with RULES
SUMMARY:
VerDate Sep<11>2014
15:04 Dec 04, 2014
Jkt 235001
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in this AD
as of January 9, 2015.
The Director of the Federal Register
approved the incorporation by reference
of certain other publications listed in
this AD as of July 5, 2011 (76 FR 35330,
June 17, 2011); corrected March 5, 2012
(77 FR 12991).
ADDRESSES: For service information
identified in this AD, contact Robinson
Helicopter Company, 2901 Airport
Drive, Torrance, CA 90505; telephone
(310) 539–0508; fax (310) 539–5198; or
at https://www.robinsonheli.com/
servelib.htm. You may review a copy of
the referenced service information at the
FAA, Office of the Regional Counsel,
Southwest Region, 2601 Meacham
Blvd., Room 663, Fort Worth Texas,
76137.
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 this AD, any
incorporated-by-reference service
information, the economic evaluation,
any comments received, and other
information. The street address for the
Docket Operations Office (phone: 800–
647–5527) is U.S. Department of
Transportation, Docket Operations
Office, M–30, West Building Ground
Floor, Room W12–140, 1200 New Jersey
Avenue SE., Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT: Fred
Guerin, Aviation Safety Engineer, Los
Angeles Aircraft Certification Office,
Transport Airplane Directorate, FAA,
3960 Paramount Blvd., Lakewood, CA
90712; telephone (562) 627–5232; email
fred.guerin@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
On February 25, 2013, at 78 FR 12648,
the Federal Register published our
notice of proposed rulemaking (NPRM),
which proposed to amend 14 CFR part
39 to supersede AD 2011–12–10,
Amendment 39–16717 (76 FR 35330,
June 17, 2011), corrected March 5, 2012
(77 FR 12991), that applied to Robinson
Model R22, R22 Alpha, R22 Beta, and
R22 Mariner helicopters with blade, part
number (P/N) A016–4; and Model R44
and R44 II helicopters with blade, P/N
C016–2 or C–016–5, installed. AD 2011–
12–10 required a pilot check of the
blade skin-to-spar joint area for any bare
metal before the first flight of each day.
AD 2011–12–10 also required
PO 00000
Frm 00026
Fmt 4700
Sfmt 4700
repetitively inspecting each blade for
corrosion, separation, a gap, or a dent,
refinishing any bare metal before further
flight, and replacing any damaged blade
with an airworthy blade. AD 2011–12–
10 was prompted by a fatal accident due
to blade delamination.
At the time we issued AD 2011–12–
10, Robinson had developed
replacement blades on the R22 and R44
model helicopters. AD 2011–12–10 was
issued as a Final rule; request for
comment; however, the amount of time
permitted to replace the blades required
allowing the public an opportunity to
comment. Thus, the NPRM proposed to
retain the pilot check, recurring
inspection, and blade refinishing
requirements of AD 2011–12–10. An
owner/operator (pilot) may perform the
visual check required by paragraph (f)(1)
of this AD and must enter compliance
with that paragraph into the helicopter
maintenance records in accordance with
14 CFR 43.9(a)(1) through (4) and
91.417(a)(2)(v). A pilot may perform this
check because it involves only looking
at a visible area of the blades and can
be performed equally well by a pilot or
a mechanic. This check is an exception
to our standard maintenance
regulations. The NPRM also proposed to
add a part-numbered blade to its
applicability for R22 model helicopters.
Lastly, the NPRM proposed to require,
within five years of the effective date,
replacing both main rotor blades with
the new part-numbered aluminum
blades, which would constitute
terminating action of the recurring
inspection requirements. These actions
are intended to detect and prevent
debonding of the blade skin, which
could result in blade failure and
subsequent loss of control of the
helicopter.
Comments
After our NPRM (78 FR 12648,
February 25, 2013) was published, we
received comments from 15 commenters
and have given due consideration to
each one. We have identified five
unique issues and addressed those
issues as follows.
Requests
Ten operators requested that we
withdraw the NPRM and allow
continued repetitive inspections of the
blades for all affected models, as there
is insufficient data justifying the
termination of the requirement for
repetitive inspections and for replacing
the main rotor blades with new blades
that do not require the AD inspection.
One commenter noted that there have
been no blade failures since the
procedures of AD 2011–12–10 have
E:\FR\FM\05DER1.SGM
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]]>Agencies
[Federal Register Volume 79, Number 234 (Friday, December 5, 2014)]
[Rules and Regulations]
[Pages 72127-72132]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-28477]
[[Page 72127]]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2013-1066; Directorate Identifier 2013-NM-021-AD;
Amendment 39-18029; AD 2014-23-13]
RIN 2120-AA64
Airworthiness Directives; Airbus Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are superseding Airworthiness Directive (AD) 2000-12-12,
for certain Airbus Model A300, A300-600, and A310 series airplanes. AD
2000-12-12 required inspecting to detect cracks in the lower spar axis
of the nacelle pylon between ribs 9 and 10, and repair if necessary. AD
2000-12-12 also provided for optional modification of the pylon, which
terminated the inspections for Model A300 series airplanes. This new AD
reduces the initial and repetitive inspection compliance times. This AD
was prompted by reports of cracking of the lower pylon spar after
accomplishing the existing modification. We are issuing this AD to
detect and correct fatigue cracking, which could result in reduced
structural integrity of the lower spar of the nacelle pylon.
DATES: This AD becomes effective January 9, 2015.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in this AD as of January 9,
2015.
The Director of the Federal Register approved the incorporation by
reference of a certain other publication listed in this AD as of July
28, 2000 (65 FR 39072, June 23, 2000).
The Director of the Federal Register approved the incorporation by
reference of certain other publications listed in this AD as of June
12, 1995 (60 FR 25604, May 12, 1995).
ADDRESSES: You may examine the AD docket on the Internet at https://www.regulations.gov/#!docketDetail;D=FAA-2013-1066; or in person at the
Docket Management Facility, U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC.
For service information identified in this AD, contact Airbus SAS,
Airworthiness Office--EAW, 1 Rond Point Maurice Bellonte, 31707 Blagnac
Cedex, France; telephone +33 5 61 93 36 96; fax +33 5 61 93 44 51;
email account.airworth-eas@airbus.com; Internet https://www.airbus.com.
You may view this referenced service information at the FAA, Transport
Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For information
on the availability of this material at the FAA, call 425-227-1221.
FOR FURTHER INFORMATION CONTACT: Dan Rodina, Aerospace Engineer,
International Branch, ANM-116, Transport Airplane Directorate, FAA,
1601 Lind Avenue SW., Renton, WA 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 supersede AD 2000-12-12, Amendment 39-11790 (65 FR 39072,
June 23, 2000). AD 2000-12-12 applied to certain Airbus Model A300,
A300-600, and A310 series airplanes. The NPRM published in the Federal
Register on December 30, 2013 (78 FR 79333).
The European Aviation Safety Agency (EASA), which is the Technical
Agent for the Member States of the European Community, has issued EASA
Airworthiness Directive 2013-0016, dated September 17, 2013 (referred
to after this as the Mandatory Continuing Airworthiness Information, or
``the MCAI''), to correct an unsafe condition for certain Airbus Model
A300, A300-600, and A310 series airplanes. The MCAI states:
Cracks were found between ribs 9 and 10 in the lower pylon spar
of A310 aeroplanes equipped with Pratt & Whitney (PW) engines.
For A310, A300 and A300-600 aeroplanes and, in order to prevent
crack initiation, the implementation of a first inspection programme
of this area was required by DGAC [Direction G[eacute]n[eacute]rale
de l'Aviation Civile] France AD 1992-049-130(B) [which corresponds
to certain actions in FAA AD 2000-12-12, Amendment 39-11790 (65 FR
39072, June 23, 2000)], currently at Revision 4.
General Electric (GE) and PW pylons on A300 aeroplanes are also
affected, due to similar design.
After that [DGAC] AD was issued, prompted by new findings, a
specific inspection programme for A310 aeroplanes was introduced and
required by DGAC France AD 1999-237-285(B) [which corresponds to
certain actions in FAA AD 2000-12-12, Amendment 39-11790 (65 FR
39072, June 23, 2000)], which was subsequently superseded by EASA AD
2008-0008 [https://ad.easa.europa.eu/blob/easa_ad_2008_0008_superseded.pdf/AD_2008-0008_1], which introduced
new thresholds and intervals in the frame of the A310 extended
service goal exercise.
Some cracks, which were discovered after the implementation of
the preventive modification, prompted Airbus to perform a new
Fatigue and Damage Tolerance analysis with a refined model of the
area with and without repair or preventive reinforcement before
crack appearance. Based on the results of this analysis, Airbus
revised the related Service Bulletins to introduce more restrictive
thresholds and intervals for curative and preventive repair
configuration.
EASA issued AD 2013-0014 [https://ad.easa.europa.eu/blob/easa_ad_2013_0214.pdf/AD_2013-0014_1], which superseded DGAC France
AD 1992-049-130(B) and EASA AD 2008-0008, to mandate a new
inspection programme [including related investigative and corrective
actions].
After EASA AD 2013-0014 was issued, further analysis allowed to
identify one A300 aeroplane model and one retrofitted A300 MSN
[manufacturer serial number] missing in the applicability chapter.
For the reason described above, this [EASA] AD retains the
requirements of EASA AD 2013-0014, which is superseded, and
clarifies the Applicability section and adds one A300 model and one
A300 MSN.
The unsafe condition is fatigue cracking, which could result in
reduced structural integrity of the lower spar of the nacelle pylon.
Related investigative actions include additional eddy current and
liquid penetrant inspections for cracking. Corrective actions include
repairing cracking. For certain cracking lengths, repairs are described
as reinforcing the lower spar with a doubler. You may examine the MCAI
in the AD docket on the Internet at https://www.regulations.gov/#!documentDetail;D=FAA-2013-1066-0002.
Comments
We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the NPRM (78
FR 79333, December 30, 2013) and the FAA's response to each comment.
``Contacting the Manufacturer'' Paragraph in This AD
United Parcel Service (UPS) requested that we revise the NPRM (78
FR 79333, December 30, 2013) to remove the requirement to include the
AD reference in repair approvals. UPS noted its concerns that the
proposal would require development of a unique Airbus process for U.S.
operators; that it could have significant financial and administrative
impacts to existing customer support agreements and different AD
records requirements within an operator's fleet; that it will increase
requests for approval of alternative methods of compliance
[[Page 72128]]
(AMOC) and result in delayed return to service; and that it creates a
new requirement that did not exist when the superseded AD was written.
We concur with the commenter's request to remove from this AD the
requirement that repair approvals must specifically refer to this AD.
Since late 2006, we have included a standard paragraph titled
``Airworthy Product'' in all MCAI ADs in which the FAA develops an AD
based on a foreign authority's AD. The MCAI or referenced service
information in an FAA AD often directs the owner/operator to contact
the manufacturer for corrective actions, such as a repair. Briefly, the
Airworthy Product paragraph allowed owners/operators to use corrective
actions provided by the manufacturer if those actions were FAA-
approved. In addition, the paragraph stated that any actions approved
by the State of Design Authority (or its delegated agent) are
considered to be FAA-approved.
In the NPRM (78 FR 79333, December 30, 2013), we proposed to
prevent the use of repairs that were not specifically developed to
correct the unsafe condition, by requiring that the repair approval
provided by the State of Design Authority or its delegated agent
specifically refer to this FAA AD. This change was intended to clarify
the method of compliance and to provide operators with better
visibility of repairs that are specifically developed and approved to
correct the unsafe condition. In addition, we proposed to change the
phrase ``its delegated agent'' to include a design approval holder
(DAH) with State of Design Authority design organization approval
(DOA), as applicable, to refer to a DAH authorized to approve required
repairs for the proposed AD.
UPS specifically stated the following in its comments to the NPRM
(78 FR 79333, December 30, 2013): ``The proposed wording, being
specific to repairs, eliminates the interpretation that Airbus messages
are acceptable for approving minor deviations (corrective actions)
needed during accomplishment of an AD mandated Airbus service
bulletin.''
This comment has made the FAA aware that some operators have
misunderstood or misinterpreted the Airworthy Product paragraph to
allow the owner/operator to use messages provided by the manufacturer
as approval of deviations during the accomplishment of an AD-mandated
action. The Airworthy Product paragraph does not approve messages or
other information provided by the manufacturer for deviations to the
requirements of the AD-mandated actions. The Airworthy Product
paragraph only addresses the requirement to contact the manufacturer
for corrective actions for the identified unsafe condition and does not
cover deviations from other AD requirements. However, deviations to AD-
required actions are addressed in 14 CFR 39.17, and anyone may request
the approval for an alternative method of compliance to the AD-required
actions using the procedures found in 14 CFR 39.19.
To address this misunderstanding and misinterpretation of the
Airworthy Product paragraph, we have changed that paragraph and
retitled it ``Contacting the Manufacturer.'' This paragraph now
clarifies that for any requirement in this AD to obtain corrective
actions from a manufacturer, the actions must be accomplished using a
method approved by the FAA, EASA, or Airbus's EASA DOA.
The Contacting the Manufacturer paragraph also clarifies that, if
approved by the DOA, the approval must include the DOA-authorized
signature. The DOA signature indicates that the data and information
contained in the document are EASA-approved, which is also FAA-
approved. Messages and other information provided by the manufacturer
that do not contain the DOA-authorized signature approval are not EASA-
approved, unless EASA directly approves the manufacturer's message or
other information.
This clarification does not remove flexibility afforded previously
by the Airworthy Product paragraph. Consistent with long-standing FAA
policy, such flexibility was never intended for required actions. This
is also consistent with the recommendation of the Airworthiness
Directive Implementation Aviation Rulemaking Committee to increase
flexibility in complying with ADs by identifying those actions in
manufacturers' service instructions that are ``Required for
Compliance'' with ADs. We continue to work with manufacturers to
implement this recommendation. But once we determine that an action is
required, any deviation from the requirement must be approved as an
alternative method of compliance.
Commenters to an NPRM having Directorate Identifier 2012-NM-101-AD
(78 FR 78285, December 26, 2013) pointed out that in many cases the
foreign manufacturer's service bulletin and the foreign authority's
MCAI may have been issued some time before the FAA AD. Therefore, the
DOA may have provided U.S. operators with an approved repair, developed
with full awareness of the unsafe condition, before the FAA AD is
issued. Under these circumstances, to comply with the FAA AD, the
operator would be required to go back to the manufacturer's DOA and
obtain a new approval document, adding time and expense to the
compliance process with no safety benefit.
Based on these comments, we removed from this AD the requirement
that the DAH-provided repair specifically refer to this AD. Before
adopting such a requirement, the FAA will coordinate with affected DAHs
and verify they are prepared to implement means to ensure that their
repair approvals consider the unsafe condition addressed in the AD. Any
such requirements will be adopted through the normal AD rulemaking
process, including notice-and-comment procedures, when appropriate.
We also have decided to revise the language in paragraphs (g)(3),
(g)(4), (h)(3), (h)(4), (i)(3), and (i)(4) of this AD to retain
references to repair approvals done by the DGAC (or its delegated
agent) from AD 2000-12-12, Amendment 39-11790 (65 FR 39072, June 23,
2000), as well as including references to EASA and the specific
delegation approval granted by EASA for the DAH. Further, we revised
paragraphs (n)(2) and (n)(3) of this AD to remove references to the
``delegated agent'' and the ``DAH with State of Design Authority design
organization approval'' and instead provided the specific delegation
approval granted by the State of Design Authority for the DAH.
Conclusion
We reviewed the relevant data, including the comments received, and
determined that air safety and the public interest require adopting
this AD with the changes described previously and minor editorial
changes. We have determined that these minor changes:
Are consistent with the intent that was proposed in the
NPRM (78 FR 79333, December 30, 2013) for correcting the unsafe
condition; and
Do not add any additional burden upon the public than was
already proposed in the NPRM (78 FR 79333, December 30, 2013).
We also determined that these changes will not increase the
economic burden on any operator or increase the scope of this AD.
Costs of Compliance
We estimate that this AD affects 91 airplanes of U.S. registry.
The actions required by AD 2000-12-12, Amendment 39-11790 (65 FR
39072, June 23, 2000), and retained in
[[Page 72129]]
this AD take about 4 work-hours per product, at an average labor rate
of $85 per work-hour. Based on these figures, the estimated cost of the
actions required by AD 2000-12-12 is $340 per product.
We also estimate that it would take about 12 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 on U.S. operators to be $92,820, or $1,020 per product.
In addition, we estimate that any necessary follow-on actions would
take about 60 work-hours and require parts costing $1,680, for a cost
of $6,780 per product. We have no way of determining the number of
aircraft that might need these actions.
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 that 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);
3. Will not affect intrastate aviation in Alaska; and
4. 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.
Examining the AD Docket
You may examine the AD docket on the Internet at https://www.regulations.gov/#!docketDetail;D=FAA-2013-1066; or in person at the
Docket Management Facility between 9 a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The AD docket contains this AD, 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.
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
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 removing Airworthiness Directive (AD)
2000-12-12, Amendment 39-11790 (65 FR 39072, June 23, 2000), and adding
the following new AD:
2014-23-13 Airbus: Amendment 39-18029. Docket No. FAA-2013-1066;
Directorate Identifier 2013-NM-021-AD.
(a) Effective Date
This AD becomes effective January 9, 2015.
(b) Affected ADs
This AD replaces AD 2000-12-12, Amendment 39-11790 (65 FR 39072,
June 23, 2000).
(c) Applicability
This AD applies to the Airbus airplanes identified in paragraphs
(c)(1) through (c)(4) of this AD, certificated in any category.
(1) Airbus Model A300 B2-203, B2K-3C, B4-103, B4-203, and B4-2C
airplanes on which Airbus Modification 2434 has been embodied in
production.
(2) Airbus Model A300 airplane having manufacturer serial number
125, on the left hand side pylon only.
(3) Airbus Model A300 B4-620, B4-622R, and B4-622 airplanes,
except for airplanes on which Airbus Modification 10149 has been
embodied in production.
(4) Airbus Model A310-221, -222, -322, -324, and -325 airplanes,
except for airplanes on which Airbus Modification 10149 has been
embodied in production.
(d) Subject
Air Transport Association (ATA) of America Code 54, Nacelles/
pylons.
(e) Reason
This AD was prompted by reports of cracking of the lower pylon
spar after accomplishing an existing modification. We are issuing
this AD to detect and correct fatigue cracking, which could result
in reduced structural integrity of the lower spar of the nacelle
pylon.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Retained Inspection and Corrective Action for Certain Model A300
Series Airplanes
This paragraph restates the requirements of paragraph (a) of AD
2000-12-12, Amendment 39-11790 (65 FR 39072, June 23, 2000), with
additional sources for repair approvals. For Model A300 B4-2C, B2K-
3C, B2-203, B4-103, and B4-203 series airplanes: Prior to the
accumulation of 9,000 total landings, or within 500 landings after
June 12, 1995 (the effective date of AD 95-10-03, Amendment 39-9220
(60 FR 25604, May 12, 1995)), whichever occurs later, perform an
internal eddy current inspection to detect cracks in the lower spar
axis of the pylon between ribs 9 and 10, in accordance with Airbus
Service Bulletin A300-54-071, dated November 12, 1991; or Revision
1, dated October 15, 1993. Accomplishment of an inspection required
by paragraph (k), (l), or (m) of this AD terminates the inspection
requirements of this paragraph.
(1) If no crack is found, repeat the inspection thereafter at
intervals not to exceed 2,500 landings.
(2) If any crack is found that is less than or equal to 30
millimeters (mm): Perform subsequent inspections and repair in
accordance with the methods and times specified in Airbus Service
Bulletin A300-54-071, dated November 12, 1991; or Revision 1, dated
October 15, 1993.
(3) If any crack is found that is greater than 30 mm, but less
than 100 mm: Before further flight, repair using a method approved
by the Manager, International Branch, ANM-116, Transport Airplane
Directorate, FAA; or the Direction G[eacute]n[eacute]rale de
l'Aviation Civile (DGAC) (or its delegated agent); or the European
Aviation Safety Agency (EASA); or Airbus's EASA Design Organization
Approval (DOA).
(4) If any crack is found that is greater than or equal to 100
mm: Before further flight, repair using a method approved by the
Manager, International Branch, ANM-116, Transport Airplane
Directorate, FAA; or the DGAC (or its delegated agent); or the EASA;
or Airbus's EASA DOA.
(5) Accomplishment of the modification specified in Airbus
Service Bulletin A300-54-0079, dated October 15, 1993, constitutes
terminating action for the inspections required by paragraph (g) of
this AD.
[[Page 72130]]
(h) Retained Inspection and Corrective Action for Model A300-600 Series
Airplanes
This paragraph restates the requirements of paragraph (b) of AD
2000-12-12, Amendment 39-11790 (65 FR 39072, June 23, 2000), with
additional sources for repair approvals. For Model A300-600, B4-620,
C4-620, B4-622R, and B4-622 series airplanes: Except as provided by
paragraph (h)(5) of this AD, prior to the accumulation of 4,000
total landings, or within 500 landings after June 12, 1995 (the
effective date of AD 95-10-03, Amendment 39-9220 (60 FR 25604, May
12, 1995)), whichever occurs later, perform an internal eddy current
inspection to detect cracks in the lower spar axis of the pylon
between ribs 9 and 10, in accordance with Airbus Service Bulletin
A300-54-6011, dated November 12, 1991, as amended by Airbus Service
Bulletin Change Notice O.A., dated July 10, 1992; or Revision 1,
dated October 15, 1993. Accomplishment of an inspection required by
paragraph (k), (l), or (m) of this AD terminates the inspection
requirements of this paragraph.
(1) If no crack is found, repeat the inspection thereafter at
intervals not to exceed 2,500 landings.
(2) If any crack is found that is less than or equal to 30 mm:
Perform subsequent inspections and repair in accordance with the
methods and times specified in Airbus Service Bulletin A300-54-6011,
dated November 12, 1991, as amended by Airbus Service Bulletin
Change Notice O.A., dated July 10, 1992; or Revision 1, dated
October 15, 1993.
(3) If any crack is found that is greater than 30 mm, but less
than 100 mm: Before further flight, repair using a method approved
by the Manager, International Branch, ANM-116, Transport Airplane
Directorate, FAA; or the DGAC (or its delegated agent); or the EASA;
or Airbus's EASA DOA.
(4) If any crack is found that is greater than or equal to 100
mm: Before further flight, repair using a method approved by the
Manager, International Branch, ANM-116, Transport Airplane
Directorate, FAA; or the DGAC (or its delegated agent); or the EASA;
or Airbus's EASA DOA.
(5) Accomplishment of the modification specified in Airbus
Service Bulletin A300-54-6019, dated October 15, 1993, increases the
threshold and repetitive interval of the inspections required by
paragraph (h) of this AD to the threshold and interval specified in
paragraph 2.D. of the Accomplishment Instructions of Airbus Service
Bulletin A300-54-6011, Revision 1, dated October 15, 1993.
(i) Retained Inspection and Corrective Action for Model A310 Series
Airplanes
This paragraph restates the requirements of paragraph (c) of AD
2000-12-12, Amendment 39-11790 (65 FR 39072, June 23, 2000), with
additional sources for repair approvals. For Model A310-221, -222, -
322, -324, and -325 series airplanes: Perform an internal eddy
current inspection to detect cracks in the lower spar axis of the
pylon between ribs 9 and 10, in accordance with Airbus Service
Bulletin A310-54-2016, dated November 12, 1991; or Revision 1, dated
October 15, 1993; or Revision 02, dated June 11, 1999; at the time
specified in paragraph (j) of this AD. Accomplishment of an
inspection required by paragraph (k), (l), or (m) of this AD
terminates the inspection requirements of this paragraph.
(1) If no crack is found, repeat the inspection thereafter at
intervals not to exceed 2,500 landings.
(2) If any crack is found that is less than or equal to 30 mm:
Perform subsequent inspections and repair in accordance with the
methods and times specified in Airbus Service Bulletin A310-54-2016,
dated November 12, 1991; or Revision 1, dated October 15, 1993; or
Revision 02, dated June 11, 1999.
(3) If any crack is found that is greater than 30 mm, but less
than 100 mm: Before further flight, repair using a method approved
by the Manager, International Branch, ANM-116, Transport Airplane
Directorate, FAA; or the DGAC (or its delegated agent); or the EASA;
or Airbus's EASA DOA.
(4) If any crack is found that is greater than or equal to 100
mm: Before further flight, repair using a method approved by the
Manager, International Branch, ANM-116, Transport Airplane
Directorate, FAA; or the DGAC (or its delegated agent); or the EASA;
or Airbus's EASA DOA.
(5) Accomplishment of the modification specified in Airbus
Service Bulletin A310-54-2022, dated October 15, 1993; or Revision
01, dated March 16, 1999; increases the threshold and repetitive
interval of the inspections required by paragraph (i) of this AD to
the threshold and interval specified in paragraph 2.D. of the
Accomplishment Instructions of Airbus Service Bulletin A310-54-2016,
Revision 02, dated June 11, 1999.
(j) Retained Compliance Time for Paragraph (i) of This AD
This paragraph restates the requirements of paragraph (d) of AD
2000-12-12, Amendment 39-11790 (65 FR 39072, June 23, 2000), with no
changes. Perform the initial inspection required by paragraph (i) of
this AD at the earlier of the times specified by paragraphs (j)(1)
and (j)(2) of this AD.
(1) Prior to the accumulation of 25,000 total landings, or
within 500 landings after June 12, 1995 (the effective date of AD
95-10-03, Amendment 39-9220 (60 FR 25604, May 12, 1995), whichever
occurs later.
(2) At the applicable time specified by paragraph (j)(2)(i),
(j)(2)(ii), or (j)(2)(iii) of this AD.
(i) For airplanes that have accumulated fewer than 10,000
landings as of July 28, 2000 (the effective date of AD 2000-12-12,
Amendment 39-11790 (65 FR 39072, June 23, 2000)): Perform the
inspection prior to the accumulation of 3,800 total landings, or
within 1,500 landings after July 28, 2000, whichever occurs later.
(ii) For airplanes that have accumulated 10,000 total landings
or more, but fewer than 20,000 total landings, as of July 28, 2000
(the effective date of AD 2000-12-12, Amendment 39-11790 (65 FR
39072, June 23, 2000)): Perform the inspection within 1,000 landings
after July 28, 2000.
(iii) For airplanes that have accumulated 20,000 total landings
or more as of July 28, 2000 (the effective date of AD 2000-12-12,
Amendment 39-11790 (65 FR 39072, June 23, 2000)): Perform the
inspection within 500 landings after July 28, 2000.
(k) New Repetitive Inspections for Cracking
(1) For airplanes identified in paragraph (k)(2) of this AD:
Except as provided by paragraphs (n)(1) and (n)(4) of this AD, at
the applicable compliance time specified in paragraph 1.E.(2),
``Compliance,'' of the applicable service bulletin specified in
paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of this AD, or
within 100 flight cycles after the effective date of this AD,
whichever occurs later, do an eddy current inspection or liquid
penetrant inspection for cracking of the lower spar of the pylon
between ribs 9 and 10; and do all applicable related investigative
and corrective actions; in accordance with the Accomplishment
Instructions of the applicable service bulletin specified in
paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of this AD, except
as required by paragraphs (n)(2) and (n)(3) of this AD. Do all
applicable related investigative and corrective actions before
further flight. Repeat the inspection of the lower spar of the pylon
between ribs 9 and 10 thereafter at intervals not to exceed the
applicable interval specified in paragraph 1.E.(2), ``Compliance,''
of the applicable service bulletin specified in paragraph (k)(1)(i),
(k)(1)(ii), or (k)(1)(iii) of this AD. Accomplishment of corrective
actions required by this paragraph terminates the repetitive
inspections required by this paragraph. Accomplishment of an
inspection required by this paragraph terminates the inspection
requirements of paragraphs (g), (h), and (i) of this AD.
Accomplishment of the optional modification specified in the
applicable service bulletin specified in paragraph (k)(1)(i),
(k)(1)(ii), or (k)(1)(iii) of this AD terminates the repetitive
inspections required by this paragraph.
(i) Airbus Service Bulletin A300-54-0071, Revision 04, dated
April 11, 2013 (for Model A300 B2-203, B2K-3C, B4-103, B4-203, and
B4-2C airplanes).
(ii) Airbus Service Bulletin A310-54-2016, Revision 06, dated
January 16, 2013 (for Model A310-221, -222, -322, -324, and -325
airplanes).
(iii) Airbus Service Bulletin A300-54-6011, Revision 03, dated
June 23, 2011 (for Model A300 B4-620, B4-622R, and B4-622
airplanes).
(2) For airplanes that have not been modified or repaired with a
doubler as specified in the applicable service bulletin specified in
paragraph (k)(2)(i), (k)(2)(ii), or (k)(2)(iii) of this AD, do the
inspections required by paragraph (k)(1) of this AD.
(i) Airbus Service Bulletin A300-54-0079 (for Model A300 B2-203,
B2K-3C, B4-103, B4-203, and B4-2C airplanes).
(ii) Airbus Service Bulletin A310-54-2022 (for Model A310-221, -
222, -322, -324, and -325 airplanes).
(iii) Airbus Service Bulletin A300-54-6019 (for Model A300 B4-
620, B4-622R, and B4-622 airplanes).
(l) New Repetitive Inspections for Post-Repair Airplanes
For airplanes that have been repaired with a doubler as
specified in the applicable Airbus service bulletin specified in
[[Page 72131]]
paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of this AD: At the
applicable time specified in paragraph 1.E.(2), ``Compliance,'' in
the applicable service bulletin specified in paragraph (k)(1)(i),
(k)(1)(ii), or (k)(1)(iii) of this AD, except as specified in
paragraphs (n)(1) and (n)(4) of this AD, do an eddy current
inspection or liquid penetrant inspection for cracking of the lower
spar of the pylon between ribs 9 and 10, and do all applicable
corrective actions, in accordance with the Accomplishment
Instructions of the applicable service bulletin specified in
paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of this AD, except
as required by paragraph (n)(2) of this AD. Do all applicable
corrective actions before further flight. Repeat the inspection of
the lower spar of the pylon between ribs 9 and 10 thereafter at
intervals not to exceed the applicable interval specified in
paragraph 1.E.(2), ``Compliance,'' of the applicable service
bulletin specified in paragraph (k)(1)(i), (k)(1)(ii), or
(k)(1)(iii) of this AD. Accomplishment of an inspection required by
this paragraph terminates the inspection requirements of paragraphs
(g), (h), and (i) of this AD.
(m) New Repetitive Inspections for Post-Modification Airplanes
For airplanes that have been modified as specified in the
applicable Airbus service bulletin specified in paragraph (k)(1)(i),
(k)(1)(ii), or (k)(1)(iii) of this AD: At the applicable time
specified in paragraph 1.E.(2), ``Compliance,'' in the applicable
service bulletin specified in paragraph (k)(1)(i), (k)(1)(ii), or
(k)(1)(iii) of this AD, except as specified in paragraph (n)(1) and
(n)(4) of this AD: Do an eddy current inspection or liquid penetrant
inspection for cracking of the lower spar of the pylon between ribs
9 and 10; and do all applicable corrective actions; in accordance
with the Accomplishment Instructions of the applicable service
bulletin specified in paragraph (k)(1)(i), (k)(1)(ii), or
(k)(1)(iii) of this AD, except as required by paragraph (n)(2) of
this AD. Do all applicable corrective actions before further flight.
Repeat the inspection of the lower spar of the pylon between ribs 9
and 10 thereafter at intervals not to exceed the applicable interval
specified in paragraph 1.E.(2), ``Compliance,'' of the applicable
service bulletin specified in paragraph (k)(1)(i), (k)(1)(ii), or
(k)(1)(iii) of this AD. Accomplishment of an inspection required by
this paragraph terminates the inspection requirements of paragraphs
(g), (h), and (i) of this AD.
(n) New Service Bulletin Exceptions
(1) Where the service bulletins specified in paragraphs
(k)(1)(i), (k)(1)(ii), and (k)(1)(iii) of this AD specify a
compliance time ``from the publication date,'' this AD requires
compliance within the specified compliance time after the effective
date of this AD.
(2) If any crack is detected during any inspection required by
paragraph (k), (l), or (m) of this AD, and the service bulletin
specified in paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of this
AD specifies to contact the manufacturer: Before further flight,
repair using a method approved by the Manager, International Branch,
ANM-116, Transport Airplane Directorate, FAA; or the EASA; or
Airbus's EASA DOA. If approved by the DOA, the approval must include
the DOA-authorized signature.
(3) Where the service bulletins specified in paragraphs
(k)(1)(i), (k)(1)(ii), and (k)(1)(iii) of this AD specify to contact
the manufacturer for inspection requirements: Inspect using a method
approved by the Manager, International Branch, ANM-116, Transport
Airplane Directorate, FAA; or the EASA; or Airbus's EASA DOA. If
approved by the DOA, the approval must include the DOA-authorized
signature.
(4) Where the ``Threshold'' column in the tables in paragraph
1.E., ``Compliance,'' of the service bulletins specified in
paragraphs (k)(1)(i), (k)(1)(ii), and (k)(1)(iii) of this AD
specifies a compliance time in flight cycles/flight hours, this AD
requires compliance within the corresponding time in total flight
cycles/total flight hours; except that for tables for post-repair
and post-modification airplanes, this AD requires compliance within
the corresponding time after accomplishing the repair or
modification.
(o) Credit for Previous Actions
This paragraph provides credit for actions required by paragraph
(k) of this AD, if those actions were performed before the effective
date of this AD using the applicable service bulletin specified in
paragraphs (o)(1) through (o)(4) of this AD.
(1) Airbus Service Bulletin A300-54-071, Revision 02, dated
August 25, 2000 (for Model A300 B2-203, B2K-3C, B4-103, B4-203, and
B4-2C airplanes), which is not incorporated by reference in this AD.
(2) Airbus Service Bulletin A300-54-0071, Revision 03, dated
October 5, 2012 (for Model A300 B2-203, B2K-3C, B4-103, B4-203, and
B4-2C airplanes), which is not incorporated by reference in this AD.
(3) Airbus Service Bulletin A310-54-2016, Revision 04, dated
November 16, 2007; or Airbus Service Bulletin A310-54-2016, Revision
05, dated October 5, 2012 (for Model A310-221, -222, -322, -324, and
-325 airplanes); which are not incorporated by reference in this AD.
(4) Airbus Service Bulletin A300-54-6011, Revision 02, dated
August 25, 2000 (for Model A300 B4-620, B4-622R, and B4-622
airplanes), which is not incorporated by reference in this AD.
(p) Other FAA AD Provisions
The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager,
International Branch, FAA, has the authority to approve AMOCs for
this AD, if requested using the procedures found in 14 CFR 39.19. In
accordance with 14 CFR 39.19, send your request to your principal
inspector or local Flight Standards District Office, as appropriate.
If sending information directly to the International Branch, send it
to ATTN: Dan Rodina, Aerospace Engineer, International Branch, ANM-
116, Transport Airplane Directorate, FAA, 1601 Lind Avenue SW.,
Renton, WA 98057-3356; telephone 425-227-2125; fax 425-227-1149.
Information may be emailed to: 9-ANM-116-AMOC-REQUESTS@faa.gov.
(i) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office. The AMOC approval letter must specifically
reference this AD.
(ii) AMOCs approved previously for AD 2000-12-12, Amendment 39-
11790 (65 FR 39072, June 23, 2000), are approved as AMOCs for the
corresponding provisions of this AD.
(2) Contacting the Manufacturer: As of the effective date of
this AD, for any requirement in this AD to obtain corrective actions
from a manufacturer, the action must be accomplished using a method
approved by the Manager, International Branch, ANM-116, Transport
Airplane Directorate, FAA; or the EASA; or Airbus's EASA DOA. If
approved by the DOA, the approval must include the DOA-authorized
signature.
(q) Related Information
(1) Refer to Mandatory Continuing Airworthiness Information
(MCAI) European Aviation Safety Agency Airworthiness Directive 2013-
0216, dated September 17, 2013, for related information. You may
examine the MCAI in the AD docket on the Internet at https://www.regulations.gov/#!documentDetail;D=FAA-2013-1066-0002.
(2) Service information identified in this AD that is not
incorporated by reference in this AD is available at the addresses
specified in paragraphs (r)(6) and (r)(7) of this AD.
(r) Material Incorporated by Reference
(1) The Director of the Federal Register approved the
incorporation by reference (IBR) of the service information listed
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this service information as applicable to do
the actions required by this AD, unless this AD specifies otherwise.
(3) The following service information was approved for IBR on
January 9, 2015.
(i) Airbus Service Bulletin A300-54-0071, Revision 04, dated
April 11, 2013.
(ii) Airbus Service Bulletin A310-54-2016, Revision 06, dated
January 16, 2013.
(iii) Airbus Service Bulletin A300-54-6011, Revision 03, dated
June 23, 2011.
(4) The following service information was approved for IBR on
July 28, 2000 (65 FR 39072, June 23, 2000).
(i) Airbus Service Bulletin A310-54-2016, Revision 02, dated
June 11, 1999.
(ii) Reserved.
(5) The following service information was approved for IBR on
June 12, 1995 (60 FR 25604, May 12, 1995).
(i) Airbus Service Bulletin A300-54-071, dated November 12,
1991.
(ii) Airbus Service Bulletin A300-54-071, Revision 1, dated
October 15, 1993.
(iii) Airbus Service Bulletin A300-54-6011, dated November 12,
1991.
(iv) Airbus Service Bulletin Change Notice O.A., A300-54-6011,
dated July 10, 1992.
(v) Airbus Service Bulletin A300-54-6011, Revision 1, dated
October 15, 1993. (Pages 1 through 10 and 12 through 19 of this
document are identified as Revision 1, dated October 15, 1993; page
11 is dated November 12, 1991.)
[[Page 72132]]
(vi) Airbus Service Bulletin A300-54-6019, dated October 15,
1993.
(6) For service information identified in this AD, contact
Airbus SAS, Airworthiness Office--EAW, 1 Rond Point Maurice
Bellonte, 31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96;
fax +33 5 61 93 44 51; email account.airworth-eas@airbus.com;
Internet https://www.airbus.com.
(7) You may view this service information at the FAA, Transport
Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For
information on the availability of this material at the FAA, call
425-227-1221.
(8) You may view this 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/cfr/ibr-locations.html.
Issued in Renton, Washington, on November 6, 2014.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2014-28477 Filed 12-4-14; 8:45 am]
BILLING CODE 4910-13-P
