[Federal Register Volume 79, Number 234 (Friday, December 5, 2014)]
[Rules and Regulations]
[Pages 72127-72132]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2014-28477]
[[Page 72127]]
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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;
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.
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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 http://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 [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.
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 [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/#!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 http://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: [email protected].
(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 http://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 [email protected];
Internet http://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: http://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