[Federal Register Volume 61, Number 45 (Wednesday, March 6, 1996)]
[Proposed Rules]
[Pages 8892-8896]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-5223]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 95-NM-85-AD]
Airworthiness Directives; Airbus Industrie Model A300, A300-600,
and A310 Series Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: This document proposes the adoption of a new airworthiness
directive (AD) that is applicable to certain Airbus Industrie Model
A300, A300-600, and A310 series airplanes. This proposal would require
inspections to detect cracks in the lower spar axis of the pylons
between ribs 6 and 7, and repair, if necessary. This proposal is
prompted by reports that fatigue cracking has been found on the lower
spar of the pylon. The actions specified by the proposed AD are
intended to prevent such fatigue cracking, which could result in
reduced structural integrity of the lower spar of the pylon.
DATES: Comments must be received by April 12, 1996.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-103,
Attention: Rules Docket No. 95-NM-85-AD, 1601 Lind Avenue, SW., Renton,
Washington 98055-4056. Comments may be inspected at this location
between 9:00 a.m. and 3:00 p.m., Monday through Friday, except Federal
holidays. -
The service information referenced in the proposed rule may be
obtained from Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707
Blagnac Cedex, France. This information may be examined at the FAA,
Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton,
Washington.
FOR FURTHER INFORMATION CONTACT: Tim Backman, Aerospace Engineer,
Standardization Branch, ANM-113, FAA, Transport Airplane Directorate,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (206)
227-2797; fax (206) 227-1149.
SUPPLEMENTARY INFORMATION:
Comments Invited -
Interested persons are invited to participate in the making of the
proposed rule by submitting such written data, views, or arguments as
they may desire. Communications shall identify the Rules Docket number
and be submitted in triplicate to the address specified above. All
communications received on or before the closing date for comments,
specified above, will be considered before taking action on the
proposed rule. The proposals contained in this notice may be changed in
light of the comments received. -
Comments are specifically invited on the overall regulatory,
economic, environmental, and energy aspects of the proposed rule. All
comments submitted will be available, both before and after the closing
date for comments, in the Rules Docket for examination by interested
persons. A report summarizing each FAA-public contact concerned with
the substance of this proposal will be filed in the Rules Docket. -
Commenters wishing the FAA to acknowledge receipt of their comments
submitted in response to this notice must submit a self-addressed,
stamped postcard on which the following statement is made: ``Comments
to Docket Number 95-NM-85-AD.'' The postcard will be date stamped and
returned to the commenter.
Availability of NPRMs -
Any person may obtain a copy of this NPRM by submitting a request
to the FAA, Transport Airplane Directorate, ANM-103, Attention: Rules
Docket No. 95-NM-85-AD, 1601 Lind Avenue, SW., Renton, Washington
98055-4056.
Discussion
The Direction Generale de l'Aviation Civile (DGAC), which is the
airworthiness authority for France, recently notified the FAA that an
unsafe condition may exist on certain Airbus Industrie Model A300,
A300-600, and A310 series airplanes. The DGAC advises that fatigue
cracks have been found on the lower spar of the pylon between ribs 6
and 7 on airplanes equipped with General Electric and Pratt & Whitney
engines. These cracks initiated at the pylon center stiffener beyond
the flat area. Fatigue cracking in this area, if not detected and
corrected
[[Page 8893]]
in a timely manner, could result in reduced structural integrity of the
lower spar of the pylon.
Relevant Service Information
Airbus has issued the following inspection service bulletins:
Airbus Service Bulletin A300-54-0073 (for Model A300
series airplanes), Revision 1, dated March 28, 1994;
Airbus Service Bulletin A300-54-6014 (for Model A300-600
series airplanes), Revision 1, dated March 28, 1994; and
Airbus Service Bulletin A310-54-2017 (for Model A310
series airplanes), Revision 1, dated March 28, 1994.
These inspection service bulletins describe procedures for
repetitive internal eddy current inspections to detect cracks in the
lower spar axis of the pylons between ribs 6 and 7, and repair, if
necessary. These service bulletins permit further flight with pylons
that are cracked within certain limits. In such instances, the service
bulletins recommend that, following repair of cracking within specified
limits, repaired areas should be inspected repetitively using eddy
current techniques to detect cracks at the stiffener ends, ribs 6 and
7, at the edge of the holes made during the repair and on the fasteners
located at the edge of the doubler. The DGAC classified these service
bulletins as mandatory and issued French airworthiness directive 93-
228-154(B), dated December 22, 1993, in order to assure the continued
airworthiness of these airplanes in France.
Airbus also has issued the following modification service
bulletins:
Airbus Service Bulletin A300-54-0080 (for Model A300
series airplanes), Revision 1, dated January 16, 1995;
Airbus Service Bulletin A300-54-6020 (for Model A300-600
series airplanes), dated October 15, 1993, as amended by Service
Bulletin Change Notice O.A., dated February 22, 1994; and
Airbus Service Bulletin A310-54-2023 (for Model A310
series airplanes), dated October 15, 1993.
These modification service bulletins describe procedures for
modification of the lower spar between ribs 6 and 7. The modification
involves installation of an outer doubler on the undamaged structure of
the lower spars between ribs 6 and 7. For Model A300 and A300-600
series airplanes, accomplishment of the modification reduces the
probability of cracking in the lower spar of the pylon and, thereby,
allows an extension of the initial inspection threshold and repetitive
interval for accomplishing the internal eddy current inspections. For
Model A310 series airplanes, accomplishment of the modification
eliminates the need for the internal eddy current inspections.
Proposed Requirements of the Rule
This airplane model is manufactured in France and is type
certificated for operation in the United States under the provisions of
section 21.29 of the Federal Aviation Regulations (14 CFR 21.29) and
the applicable bilateral airworthiness agreement. Pursuant to this
bilateral airworthiness agreement, the DGAC has kept the FAA informed
of the situation described above. The FAA has examined the findings of
the DGAC, reviewed all available information, and determined that AD
action is necessary for products of this type design that are
certificated for operation in the United States.
Since an unsafe condition has been identified that is likely to
exist or develop on other airplanes of the same type design registered
in the United States, the proposed AD would require repetitive internal
eddy current inspections to detect cracks in the lower spar axis of the
pylons between ribs 6 and 7, and repair, if necessary. The actions
would be required to be accomplished in accordance with the inspection
service bulletins described previously.
For Model A300 and A300-600 series airplanes, the proposed AD would
provide for an optional modification, which, if accomplished, would
allow an extension of the initial inspection threshold and repetitive
interval for accomplishing the required inspections. For Model A310
series airplanes, the proposed AD also would provide for an optional
terminating modification, which, if accomplished, would constitute
terminating action for the repetitive inspections. The actions would be
required to be accomplished in accordance with the modification service
bulletins described previously.
Differences Between the Proposed Rule and Relevant Service
Information -
Operators should note that this proposed rule would not permit
further flight after detection of cracking of the lower spar axis of
the pylons, as allowed by the inspection service bulletins. Instead,
this proposed rule would require repair of the crack in accordance with
the applicable service bulletin prior to further flight; or, if
cracking is within certain limits, stop-drilling the crack in
accordance with the Structural Repair Manual (SRM) as a temporary
measure for a specified number of landings until the repair or
modification is accomplished. (Stop-drilling the crack does not
constitute a repair; rather, it is only an interim measure that would
temporarily reduce the stress concentration effect of the crack tip
before the repair or modification is accomplished to restore the
structure to its ultimate load capability.) In addition, this proposed
AD also provides for installation of an optional terminating
modification in accordance with the applicable service bulletin prior
to further flight.
The SRM for the affected airplanes identifies the pylon as
``primary structure.'' As defined in the SRM, primary structure is that
structure which contributes significantly to carrying flight, ground,
and pressurization loads. The SRM further classifies the main frame of
the pylon as a ``restricted area,'' where repairs could affect the load
carrying capability of the pylon for some flight and crash conditions.
In light of this, the FAA finds that an adequate level of safety for
the affected fleet requires that cracking of the lower spar axis of the
pylons must be addressed immediately by repair or temporary measures,
as specified previously. The FAA has determined that, in cases where
certain known unsafe conditions exist, and where actions to detect and
correct those unsafe conditions can be readily accomplished, those
actions must be required.
Cost Impact
The FAA estimates that 99 airplanes of U.S. registry would be
affected by this proposed AD, that it would take approximately 8 work
hours per airplane to accomplish the proposed inspections, and that the
average labor rate is $60 per work hour. Based on these figures, the
cost impact of the proposed AD on U.S. operators is estimated to be
$47,520, or $480 per airplane, per inspection cycle.
The cost impact figure discussed above is based on assumptions that
no operator has yet accomplished any of the proposed requirements of
this AD action, and that no operator would accomplish those actions in
the future if this AD were not adopted.
Should an operator of a Model A300 series airplane elect to
accomplish the optional modification that would be provided by this AD
action, it would take approximately 100 work hours to accomplish, at an
average labor rate of $60 per work hour. The cost of required parts
would be approximately $1,500 per airplane. Based on these figures, the
cost impact of the optional modification for Model A300 series
airplanes is estimated to be $7,500 per airplane.
[[Page 8894]]
Should an operator of a Model A300-600 or A310 series airplane
elect to accomplish the optional modification that would be provided by
this AD action, it would take approximately 110 work hours to
accomplish, at an average labor rate of $60 per work hour. The cost of
required parts would be approximately $1,500 per airplane. Based on
these figures, the cost impact of the optional modification for Model
A300-600 and A310 series airplanes is estimated to be $8,100 per
airplane.
Regulatory Impact
The regulations proposed herein would not have substantial direct
effects on the States, on the relationship between the national
government and the States, or on the distribution of power and
responsibilities among the various levels of government. Therefore, in
accordance with Executive Order 12612, it is determined that this
proposal would not have sufficient federalism implications to warrant
the preparation of a Federalism Assessment.
For the reasons discussed above, I certify that 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);
and (3) if promulgated, 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. A copy of the draft
regulatory evaluation prepared for this action is contained in the
Rules Docket. A copy of it may be obtained by contacting the Rules
Docket at the location provided under the caption ``ADDRESSES.''
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
The Proposed Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration proposes to amend
part 39 of the Federal Aviation Regulations (14 CFR part 39) as
follows:
PART 39--AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 USC 106(g), 40113, 44701.
Sec. 39.13 [Amended] -
2. Section 39.13 is amended by adding the following new
airworthiness directive:
Airbus Industrie: Docket 95-NM-85-AD.
-Applicability: Model A300, A300-600, and A310 series
airplanes; as listed in Airbus Industrie Service Bulletins A300-54-
0073, A300-54-6014, and A310-54-2017, all Revision 1, all dated
March 28, 1994; certificated in any category.
-Note 1: This AD applies to each airplane identified in the
preceding applicability provision, regardless of whether it has been
modified, altered, or repaired in the area subject to the
requirements of this AD. For airplanes that have been modified,
altered, or repaired so that the performance of the requirements of
this AD is affected, the owner/operator must request approval for an
alternative method of compliance in accordance with paragraph (k) of
this AD. The request should include an assessment of the effect of
the modification, alteration, or repair on the unsafe condition
addressed by this AD; and, if the unsafe condition has not been
eliminated, the request should include specific proposed actions to
address it.
-Compliance: Required as indicated, unless accomplished
previously. -
To prevent reduced structural integrity of the lower spar,
accomplish the following: -
(a) For Model A300 series airplanes equipped with General
Electric CF6-50C engines, and having pylons that have not been
modified in accordance with Airbus Industrie Service Bulletin A300-
54-0080, Revision 1, dated January 16, 1995: Prior to the
accumulation of 10,900 total landings, or within 500 landings after
the effective date of this AD, whichever occurs later, perform an
internal eddy current inspection to detect cracks in the lower spar
axis of the pylons between ribs 6 and 7, in accordance with Airbus
Industrie Service Bulletin A300-54-0073, Revision 1, dated March 28,
1994. -
(1) If no crack is found, repeat the inspection thereafter at
intervals not to exceed 6,700 landings. -
(2) If any crack is found that is less than 35 mm, prior to
further flight, stop-drill the crack in accordance with the
procedures specified in Section 51-41-10 of the Structural Repair
Manual (SRM). Thereafter, prior to the accumulation of 250 landings
after crack discovery, repair in accordance with the service
bulletin. Prior to the accumulation of 17,900 landings after
accomplishing the repair, perform an eddy current inspection to
detect cracks at the stiffener ends, ribs 6 and 7, at the edge of
the holes made during the repair and on the fasteners located at the
edge of the doubler, in accordance with the service bulletin. -
(i) If no crack is found, repeat the inspection required by
paragraph (a)(2) of this AD thereafter at intervals not to exceed
15,000 landings. -
(ii) If any crack is found, prior to further flight, repair in
accordance with a method approved by the Manager, Standardization
Branch, ANM-113, FAA, Transport Airplane Directorate. -
(3) If any crack is found that is greater than or equal to 35
mm, prior to further flight, repair in accordance with a method
approved by the Manager, Standardization Branch, ANM-113.-
(b) For Model A300 series airplanes equipped with General
Electric CF6-50C engines, and having pylons that have been modified
in accordance with Airbus Industrie Service Bulletin A300-54-0080,
Revision 1, dated January 16, 1995: Prior to the accumulation of
30,300 landings since installation of the modification, or within
500 landings after the effective date of this AD, whichever occurs
later, perform an eddy current inspection to detect cracks in the
lower spar axis of the pylons between ribs 6 and 7, in accordance
with Airbus Industrie Service Bulletin A300-54-0073, Revision 1,
dated March 28, 1994. -
(1) If no crack is found, repeat the eddy current inspection
thereafter at intervals not to exceed 21,300 landings. -
(2) If any crack is found, prior to further flight, repair in
accordance with a method approved by the Manager, Standardization
Branch, ANM-113. -
(c) For Model A300 series airplanes equipped with Pratt &
Whitney JT9D-59A engines, and having pylons that have not been
modified in accordance with Airbus Industrie Service Bulletin A300-
54-0080, Revision 1, dated January 16, 1995: Prior to the
accumulation of 8,600 total landings, or within 500 landings after
the effective date of this AD, whichever occurs later, perform an
internal eddy current inspection to detect cracks in the lower spar
axis of the pylons between ribs 6 and 7, in accordance with Airbus
Industrie Service Bulletin A300-54-0073, Revision 1, dated March 28,
1994. -
(1) If no crack is found, repeat the inspection thereafter at
intervals not to exceed 5,700 landings. -
(2) If any crack is found that is less than 35 mm, prior to
further flight, stop-drill the crack in accordance with the
procedures specified in Section 51-41-10 of the SRM. Thereafter,
prior to the accumulation of 250 landings after crack discovery,
repair in accordance with the service bulletin. Prior to the
accumulation of 14,200 landings after accomplishing the repair,
perform an eddy current inspection to detect cracks at the stiffener
ends, ribs 6 and 7, at the edge of the holes made during the repair
and on the fasteners located at the edge of the doubler, in
accordance with the service bulletin. -
(i) If no crack is found, repeat the inspection required by
paragraph (c)(2) of this AD thereafter at intervals not to exceed
12,800 landings. -
(ii) If any crack is found, prior to further flight, repair in
accordance with a method approved by the Manager, Standardization
Branch, ANM-113. -
(3) If any crack is found that is greater than or equal to 35
mm, prior to further flight, repair in accordance with a method
approved by the Manager, Standardization Branch, ANM-113. -
(d) For Model A300 series airplanes equipped with Pratt &
Whitney JT9D-59A engines, and having pylons that have been modified
in accordance with Airbus Industrie Service Bulletin A300-54-0080,
Revision 1, dated January 16, 1995: Prior to the accumulation of
24,000 landings since
[[Page 8895]]
installation of the modification, or within 500 landings after the
effective date of this AD, whichever occurs later, perform an eddy
current inspection to detect cracks in the lower spar axis of the
pylons between ribs 6 and 7, in accordance with Airbus Industrie
Service Bulletin A300-54-0073, Revision 1, dated March 28, 1994. -
(1) If no crack is found, repeat the eddy current inspection
thereafter at intervals not to exceed 18,200 landings. -
(2) If any crack is found, prior to further flight, repair in
accordance with a method approved by the Manager, Standardization
Branch, ANM-113. -
(e) For Model A300-600 series airplanes equipped with General
Electric CF6-80C2 engines, and having pylons that have not been
modified in accordance with Airbus Industrie Service Bulletin A300-
54-6020, dated February 22, 1994: Prior to the accumulation of 9,400
total landings, or within 500 landings after the effective date of
this AD, whichever occurs later, perform an internal eddy current
inspection to detect cracks in the lower spar axis of the pylons
between ribs 6 and 7, in accordance with Airbus Industrie Service
Bulletin A300-54-6014, Revision 1, dated March 28, 1994. -
(1) If no crack is found, repeat the inspection thereafter at
intervals not to exceed 6,100 landings. -
(2) If any crack is found that is less than or equal to 35 mm,
prior to further flight, stop-drill the crack in accordance with the
procedures specified in Section 51-41-10 of the SRM. Thereafter,
prior to the accumulation of 250 landings after crack discovery,
repair in accordance with the service bulletin. Prior to the
accumulation of 15,600 landings after accomplishing the repair,
perform an eddy current inspection to detect cracks at the stiffener
ends, ribs 6 and 7, at the edge of the holes made during the repair
and on the fasteners located at the edge of the doubler, in
accordance with the service bulletin. -
(i) If no crack is found, repeat the inspection required by
paragraph (e)(2) of this AD thereafter at intervals not to exceed
13,600 landings. -
(ii) If any crack is found, prior to further flight, repair in
accordance with a method approved by the Manager, Standardization
Branch, ANM-113. -
(3) If any crack is found that is greater than or equal to 35
mm, prior to further flight, repair in accordance with a method
approved by the Manager, Standardization Branch, ANM-113. -
(f) For Model A300-600 series airplanes equipped with General
Electric CF6-80C2 engines, and having pylons that have been modified
in accordance with Airbus Industrie Service Bulletin A300-54-6020,
dated February 22, 1994: Prior to the accumulation of 26,400
landings since installation of the modification, or within 500
landings after the effective date of this AD, whichever occurs
later, perform an eddy current inspection to detect cracks in the
lower spar axis of the pylons between ribs 6 and 7, in accordance
with Airbus Industrie Service Bulletin A300-54-6014, Revision 1,
dated March 28, 1994.
(1) If no crack is found, repeat the eddy current inspection
thereafter at intervals not to exceed 19,400 landings.
(2) If any crack is found, prior to further flight, repair in
accordance with a method approved by the Manager, Standardization
Branch, ANM-113.
(g) For Model A300-600 series airplanes equipped with Pratt &
Whitney JT9D-7R4 or PW 4000 engines, and having pylons that have not
been modified in accordance with Airbus Industrie Service Bulletin
A300-54-6020, dated February 22, 1994: Prior to the accumulation of
5,700 total landings, or within 500 landings after the effective
date of this AD, whichever occurs later, perform an internal eddy
current inspection to detect cracks in the lower spar axis of the
pylons between ribs 6 and 7, in accordance with Airbus Industrie
Service Bulletin A300-54-6014, Revision 1, dated March 28, 1994.
(1) If no crack is found, repeat the inspection thereafter at
intervals not to exceed 4,400 landings.
(2) If any crack is found that is less than 35 mm, prior to
further flight, stop-drill the crack in accordance with the
procedures specified in Section 51-41-10 of the SRM. Thereafter,
prior to the accumulation of 250 landings after crack discovery,
repair in accordance with the service bulletin. Prior to the
accumulation of 10,100 landings after accomplishing the repair,
perform an eddy current inspection to detect cracks at the stiffener
ends, ribs 6 and 7, at the edge of the holes made during the repair
and on the fasteners located at the edge of the doubler, in
accordance with the service bulletin.
(i) If no crack is found, repeat the inspection required by
paragraph (g)(2) of this AD thereafter at intervals not to exceed
10,000 landings.
(ii) If any crack is found, prior to further flight, repair in
accordance with a method approved by the Manager, Standardization
Branch, ANM-113.
(3) If any crack is found that is greater than or equal to 35
mm, prior to further flight, repair in accordance with a method
approved by the Manager, Standardization Branch, ANM-113.
(h) For Model A300-600 series airplanes equipped with Pratt &
Whitney JT9D-7R4 or PW 4000 engines, and having pylons that have
been modified in accordance with Airbus Industrie Service Bulletin
A300-54-6020, dated February 22, 1994: Prior to the accumulation of
14,500 landings since installation of the modification, or within
500 landings after the effective date of this AD, whichever occurs
later, perform an eddy current inspection to detect cracks in the
lower spar axis of the pylons between ribs 6 and 7, in accordance
with Airbus Industrie Service Bulletin A300-54-6014, Revision 1,
dated March 28, 1994.
(1) If no crack is found, repeat the eddy current inspection
thereafter at intervals not to exceed 14,500 landings.
(2) If any crack is found, prior to further flight, repair in
accordance with a method approved by the Manager, Standardization
Branch, ANM-113.
(i) For Model A310 series airplanes equipped with General
Electric CF6-80C2, or Pratt & Whitney JT9D-7R4, or Pratt & Whitney
PW4000 engines: Prior to the accumulation of 36,700 total landings,
or within 500 landings after the effective date of this AD,
whichever occurs later, perform an internal eddy current inspection
to detect cracks in the lower spar axis of the pylons between ribs 6
and 7, in accordance with Airbus Industrie Service Bulletin A300-54-
2017, Revision 1, dated March 28, 1994.
(1) If no crack is found, repeat the inspection thereafter at
intervals not to exceed 15,000 landings.
(2) If any crack is found that is less than 35 mm, prior to
further flight, stop-drill the crack in accordance with the
procedures specified in Section 51-41-10 of the SRM. Thereafter,
prior to the accumulation of 250 landings after crack discovery,
repair in accordance with the service bulletin. Prior to the
accumulation of 40,000 landings after accomplishing the repair,
perform an eddy current inspection to detect cracks at the stiffener
ends, ribs 6 and 7, at the edge of the holes made during the repair
and on the fasteners located at the edge of the doubler, in
accordance with the service bulletin.
(i) If no crack is found, repeat the inspection required by
paragraph (i)(2) of this AD thereafter at intervals not to exceed
33,000 landings.
(ii) If any crack is found, prior to further flight, repair in
accordance with a method approved by the Manager, Standardization
Branch, ANM-113.
-(3) If any crack is found that is greater than or equal to 35
mm, prior to further flight, repair in accordance with a method
approved by the Manager, Standardization Branch, ANM-113.
(j) For Model A310 series airplanes equipped with General
Electric CF6-80C2, or Pratt & Whitney JT9D-7R4, or Pratt & Whitney
PW4000 engines: Accomplishment of the modification specified in
Airbus Industrie Service Bulletin A310-54-2023, dated October 15,
1993, constitutes terminating action for the inspections required by
paragraph (i) of this AD.
(k) An alternative method of compliance or adjustment of the
compliance time that provides an acceptable level of safety may be
used if approved by the Manager, Standardization Branch, ANM-113.
Operators shall submit their requests through an appropriate FAA
Principal Maintenance Inspector, who may add comments and then send
it to the Manager, Standardization Branch, ANM-113.
Note 2: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Standardization Branch, ANM-113.
(l) Special flight permits may be issued in accordance with
sections 21.197 and 21.199 of the Federal Aviation Regulations (14
CFR 21.197 and 21.199) to operate the airplane to a location where
the requirements of this AD can be accomplished.
[[Page 8896]]
Issued in Renton, Washington on February 27, 1996.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 96-5223 Filed 3-5-96; 8:45 am]
BILLING CODE 4910-13-P
