[Federal Register Volume 78, Number 250 (Monday, December 30, 2013)]
[Proposed Rules]
[Pages 79333-79338]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2013-31186]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2013-1066; Directorate Identifier 2013-NM-021-AD]
RIN 2120-AA64
Airworthiness Directives; Airbus Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: We propose to supersede airworthiness directive (AD) 2000-12-
12, for certain Airbus Model A300, A300-600, and A310 series airplanes.
AD 2000-12-12 currently requires 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 provides for optional modification of
the pylon, which terminates the inspections for Model A300 series
airplanes. Since we issued AD 2000-12-12, we have received reports of
cracking of the lower pylon spar after accomplishing the existing
modification and have determined that shorter initial and repetitive
inspection compliance times are necessary to address the identified
unsafe condition. This proposed AD would reduce the initial and
repetitive inspection compliance times. We are proposing this AD to
detect and correct fatigue cracking, which could result in reduced
structural integrity of the lower spar of the nacelle pylon.
DATES: We must receive comments on this proposed AD by February 13,
2014.
ADDRESSES: You may send comments by any of the following methods:
Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments.
Fax: (202) 493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC 20590.
[[Page 79334]]
Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
For service information identified in this proposed 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 [email protected]; Internet http://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.
Examining the AD Docket
You may examine the AD docket on the Internet at http://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 proposed 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. Comments will be available in the AD docket
shortly after receipt.
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:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2013-1066;
Directorate Identifier 2013-NM-021-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this proposed AD. We
will consider all comments received by the closing date and may amend
this proposed AD based on those comments.
We will post all comments we receive, without change, to http://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.
Discussion
On June 9, 2000, we issued AD 2000-12-12, Amendment 39-11790 (65 FR
39072, June 23, 2000). That AD required actions intended to address an
unsafe condition on the products listed above. AD 2000-12-12 superseded
AD 95-10-03, Amendment 39-9220 (60 FR 25604, May 12, 1995).
Since we issued AD 2000-12-12, Amendment 39-11790 (65 FR 39072,
June 23, 2000), 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 the
specified products. 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 [http://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 [http://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 http://www.regulations.gov by
searching for and locating it in Docket No. FAA-2013-1066.
Relevant Service Information
Airbus has issued the following service bulletins. The actions
described in these service bulletins are intended to correct the unsafe
condition identified in the MCAI.
Airbus Mandatory 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).
Airbus Mandatory Service Bulletin A300-54-6011, Revision
03, dated June 23, 2011 (for Model A300 B4-620, B4-622, and B4-622R
airplanes).
Airbus Mandatory Service Bulletin A310-54-2016, Revision
06, dated January 16, 2013 (for Model A310-221, -222, -322, -324, and -
325 airplanes).
The initial inspection compliance times for pre-repair and pre-
modification airplanes range between 3,300 total flight cycles or 6,600
total flight hours, whichever occurs first; and 9,000 total flight
cycles; depending on airplane configuration. The repetitive inspection
interval is 2,300 flight cycles or 4,700 flight hours, whichever occurs
first; or 2,500 flight cycles, depending on airplane configuration.
The inspection compliance times for post-modification airplanes
range between 5,100 total flight cycles and 10,200 total flight hours,
whichever occurs first after the modification; and between 12,300 and
15,700 total flight hours, whichever occurs later after the
modification; depending on airplane configuration. The repetitive
inspection interval ranges between 8,700 total flight cycles and 9,800
total flight hours, whichever occurs first; and between 12,200 total
flight cycles and 23,400 total flight hours, whichever occurs first;
depending on airplane configuration.
[[Page 79335]]
The inspection compliance times for post-repair airplanes range
between 2,100 flight cycles and 6,900 flight hours, whichever occurs
first after the repair; and between 7,600 flight cycles and 13,600
flight hours, whichever occurs later after the repair; depending on
airplane configuration. The repetitive inspection interval ranges
between 2,100 flight cycles and 2,700 flight hours, whichever occurs
first; and between 4,300 flight cycles and 14,700 flight hours,
whichever occurs first; depending on airplane configuration.
FAA's Determination and Requirements of This Proposed AD
This product has been approved by the aviation authority of another
country, and is approved for operation in the United States. Pursuant
to our bilateral agreement with the State of Design Authority, we have
been notified of the unsafe condition described in the MCAI and service
information referenced above. We are proposing this AD because we
evaluated all pertinent information and determined an unsafe condition
exists and is likely to exist or develop on other products of the same
type design.
In many FAA transport ADs, when the service information specifies
to contact the manufacturer for further instructions if certain
discrepancies are found, we typically include in the AD a requirement
to accomplish the action using a method approved by either the FAA or
the State of Design Authority (or its delegated agent).
We have recently been notified that certain laws in other countries
do not allow such delegation of authority, but some countries do
recognize design approval organizations. In addition, we have become
aware that some U.S. operators have used repair instructions that were
previously approved by a State of Design Authority or a Design Approval
Holder (DAH) as a method of compliance with this provision in FAA ADs.
Frequently, in these cases, the previously approved repair instructions
come from the airplane structural repair manual or the DAH repair
approval statements that were not specifically developed to address the
unsafe condition corrected by the AD. Using repair instructions that
were not specifically approved for a particular AD creates the
potential for doing repairs that were not developed to address the
unsafe condition identified by the MCAI AD, the FAA AD, or the
applicable service information, which could result in the unsafe
condition not being fully corrected.
To prevent the use of repairs that were not specifically developed
to correct the unsafe condition, this proposed AD would require that
the repair approval specifically refer to the FAA AD. This change is
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 use the
phrase ``its delegated agent, or by the DAH with State of Design
Authority design organization approval, as applicable'' in this
proposed AD to refer to an DAH authorized to approve required repairs
for this proposed AD.
Differences Between This Proposed AD and the MCAI or Service
Information
Although the MCAI and Airbus service information allow further
flight after cracks are found during compliance with the required
action, the new actions of this proposed AD would not permit further
flight if cracks are detected in the lower nacelle pylon spar. We have
determined that, because of the safety implications and consequences
associated with that cracking, any cracked lower pylon spar must be
repaired or modified before further flight. This difference has been
coordinated with the EASA.
Costs of Compliance
We estimate that this proposed AD affects 91 airplanes of U.S.
registry.
The actions that are required by AD 2000-12-12, Amendment 39-11790
(65 FR 39072, June 23, 2000), and retained in this proposed 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
that were 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 proposed AD. The average
labor rate is $85 per work-hour. Based on these figures, we estimate
the cost of this proposed 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 proposed 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 proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would 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 proposed
regulation:
1. Is not a ``significant regulatory action'' under Executive Order
12866;
2. Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979);
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.
We prepared a regulatory evaluation of the estimated costs to
comply with this proposed AD and placed it in the AD docket.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 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)
[[Page 79336]]
2000-12-12, Amendment 39-11790 (65 FR 39072, June 23, 2000), and adding
the following new AD:
Airbus: Docket No. FAA-2013-1066; Directorate Identifier 2013-NM-
021-AD.
(a) Comments Due Date
We must receive comments by February 13, 2014.
(b) Affected ADs
This AD supersedes 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 nacelle
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
You are responsible for having the actions required by this AD
performed within the compliance times specified, unless the actions
have already been done.
(g) Retained Inspection and Corrective Action for Certain 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
revised repair instructions. 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 Industrie
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 Industrie
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 in accordance with a
method approved by the Manager, International Branch, ANM-116, FAA,
Transport Airplane Directorate; or the European Aviation Safety
Agency (EASA) (or its delegated agent, or the Design Approval Holder
with EASA design organization approval, as applicable). For a repair
method to be approved, the repair approval must specifically refer
to this AD.
(4) If any crack is found that is greater than or equal to 100
mm: Prior to further flight, repair in accordance with a method
approved by the Manager, International Branch, ANM-116; or EASA (or
its delegated agent, or the Design Approval Holder with EASA design
organization approval, as applicable). For a repair method to be
approved, the repair approval must specifically refer to this AD.
(5) Accomplishment of the modification specified in Airbus
Industrie Service Bulletin A300-54-0079, dated October 15, 1993,
constitutes terminating action for the inspections required by
paragraph (g) of this AD.
(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
revised repair instructions. 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 Industrie Service Bulletin A300-
54-6011, dated November 12, 1991, as amended by Airbus Industrie
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 Industrie Service Bulletin
A300-54-6011, dated November 12, 1991, as amended by Airbus
Industrie 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 in accordance with a
method approved by the Manager, International Branch, ANM-116; or
the European Aviation Safety Agency (EASA) (or its delegated agent,
or the Design Approval Holder with EASA design organization
approval, as applicable). For a repair method to be approved, the
repair approval must specifically refer to this AD.
(4) If any crack is found that is greater than or equal to 100
mm: Prior to further flight, repair in accordance with a method
approved by the Manager, International Branch, ANM-116; or the
European Aviation Safety Agency (EASA) (or its delegated agent, or
the Design Approval Holder with EASA design organization approval,
as applicable). For a repair method to be approved, the repair
approval must specifically refer to this AD.
(5) Accomplishment of the modification specified in Airbus
Industrie 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 Industrie 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
revised repair instructions. 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 Industrie 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 Industrie 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 in accordance with a
method approved by the Manager, International Branch, ANM-116; or
the European Aviation Safety Agency (EASA) (or its delegated agent,
or the Design Approval Holder with EASA design organization
approval, as applicable). For a repair method to be approved, the
repair approval must specifically refer to this AD.
(4) If any crack is found that is greater than or equal to 100
mm: Prior to further flight, repair in accordance with a method
approved by the Manager, International Branch, ANM-116; or the
European Aviation Safety Agency
[[Page 79337]]
(EASA) (or its delegated agent, or the Design Approval Holder with
EASA design organization approval, as applicable). For a repair
method to be approved, the repair approval must specifically refer
to this AD.
(5) Accomplishment of the modification specified in Airbus
Industrie 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 Industrie 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 Mandatory 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 Mandatory Service Bulletin A310-54-2016, Revision
06, dated January 16, 2013 (for Model A310-221, -222, -322, -324,
and -325 airplanes).
(iii) Airbus Mandatory 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
paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of this AD: At the
applicable compliance 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 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): At the applicable compliance 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 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 the cracking using a method approved by the Manager,
International Branch, ANM-116, Transport Airplane Directorate, FAA;
or the European Aviation Safety Agency (EASA) (or its delegated
agent, or by the Design Approval Holder (DAH) with the EASA design
organization approval). For a repair method to be approved, the
repair approval must specifically refer to this AD.
(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 its delegated agent, or
by the DAH with the EASA design organization approval). For an
inspection method to be approved, the approval must specifically
refer to this AD.
(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/
[[Page 79338]]
flight hours, this AD requires compliance within the corresponding
time in total flight cycles/total flight hours; except 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 Mandatory Service Bulletin A300-54-0071, 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 Mandatory 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 Mandatory Service Bulletin A310-54-2016, Revision 04,
dated November 16, 2007; or Airbus Mandatory 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 Mandatory 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: [email protected].
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.
(2) Airworthy Product: For any requirement in this AD to obtain
corrective actions from a manufacturer, use these actions if they
are FAA-approved. Corrective actions are considered FAA-approved if
they were approved by the State of Design Authority (or its
delegated agent, or by the Design Approval Holder with a State of
Design Authority's design organization approval). For a repair
method to be approved, the repair approval must specifically refer
to this AD. You are required to ensure the product is airworthy
before it is returned to service.
(3) Previous AMOCs: 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.
(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. This MCAI
may be found in the AD docket on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-
2013-1066.
(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; email [email protected];
Internet http://www.airbus.com. 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.
Issued in Renton, Washington, on December 19, 2013.
Jeffrey E. Duven,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2013-31186 Filed 12-27-13; 8:45 am]
BILLING CODE 4910-13-P