[Federal Register Volume 63, Number 139 (Tuesday, July 21, 1998)]
[Proposed Rules]
[Pages 39045-39050]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-19332]
[[Page 39045]]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 95-NM-275-AD]
RIN 2120-AA64
Airworthiness Directives; Airbus Model A310 Series Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Supplemental notice of proposed rulemaking; reopening of
comment period.
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SUMMARY: This document revises an earlier proposed airworthiness
directive (AD), applicable to all Airbus Model A310 series airplanes,
that would have required various inspections to detect fatigue cracks
at certain locations on the fuselage, horizontal stabilizer, and wings
and tail, and repair or modification, if necessary; and installation of
doublers. That proposal was prompted by results of full-scale fatigue
testing of a ModelA310 series airplane, which revealed fatigue cracks
at those locations. This new action revises the proposed rule by adding
new inspections and reducing certain inspection intervals. The actions
specified by this new proposed AD are intended to prevent reduced
structural integrity of the fuselage, horizontal stabilizer, and wings.
DATES: Comments must be received by August 17, 1998.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-114,
Attention: Rules Docket No. 95-NM-275-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: Norman B. Martenson, Manager,
International Branch, ANM-116, FAA, Transport Airplane Directorate,
1601 LindAvenue, SW., Renton, Washington 98055-4056; telephone (425)
227-2110; fax (425) 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-275-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-114, Attention: Rules
Docket No. 95-NM-275-AD, 1601 Lind Avenue, SW., Renton, Washington
98055-4056.
Discussion
A proposal to amend part 39 of the Federal Aviation Regulations (14
CFR part 39) to add an airworthiness directive (AD), applicable to all
Airbus Model A310 series airplanes, was published as a notice of
proposed rulemaking (NPRM) in the Federal Register on January 11, 1996
(61 FR 1017). That NPRM would have required various inspections to
detect fatigue cracks at certain locations on the fuselage, horizontal
stabilizer, and wings and tail, and repair or modification, if
necessary; and installation of doublers. That NPRM was prompted by
results of full-scale fatigue testing of a Model A310 series airplane,
which revealed fatigue cracks at those locations. That condition, if
not corrected, could result in reduced structural integrity of the
fuselage, horizontal stabilizer, and wings.
Disposition of Comments
Due consideration has been given to the comments received in
response to the NPRM.
Request to Cite Revised Service Information
Airbus requests that the FAA revise the proposal to reference later
revisions of certain service bulletins, and French airworthiness
directive 92-106-132(B)R4, dated June 5, 1996. In addition, Airbus
indicates that two additional inspection tasks have been added in
Revision 4 of the French airworthiness directive. These tasks are
described in two Airbus service bulletins:
Airbus Service Bulletin A310-57-2064, dated August 24,
1995, which describes procedures for repetitive eddy current
inspections to detect cracking of the corner angle fitting and the
vertical tee fitting at left and right frame 40, and corrective
actions, if necessary.
Airbus Service Bulletin A310-57-2038, Revision 2, dated
January 4, 1996, which describes procedures for repetitive high
frequency eddy current or X-ray inspections to detect cracking of the
stringer runouts inboard and outboard of rib 14 at stringers 6, 7, 8,
and 9.
In addition, Airbus issued the following service bulletin
revisions, which are essentially the same as the previous issues of the
service bulletins, except as specified below:
Service Bulletin A310-53-2014, Revision 5, dated June 9,
1992; as revised by Service Bulletin Change Notices 5.A., dated
September 29, 1992, and 5.B., dated February 5, 1996; which specifies a
reduced inspection threshold, and updates the reference to the
appropriate French airworthiness directive.
Service Bulletin A310-53-2059, Revision 1, dated January
4, 1996, which specifies appropriate grace periods for the specified
compliance time for accomplishment of the recommended inspections, and
updates the reference to the appropriate French airworthiness
directive.
Service Bulletin A310-57-2002, Revision 2, dated January
4, 1996, which provides a grace period for the specified compliance
time for accomplishment of the recommended inspection.
Service Bulletin A310-57-2006, Revision 3, dated May 2,
1996, which revises the effectivity listing of the service bulletin.
Service Bulletin A310-57-2032, Revision 3, dated January
4, 1996, which revises the effectivity listing of the service bulletin.
[[Page 39046]]
Service Bulletin A310-57-2037, Revision 3, dated January
4, 1996, which contains minor editorial changes.
Service Bulletin A310-57-2046, Revision 4, dated October
16, 1996; as revised by Service Bulletin Change Notice 4A, dated
October 16, 1996; which changes the inspection technique, reduces the
repetitive inspection intervals, and revises the effectivity listing of
the service bulletin.
Service Bulletin A310-57-2047, Revision 2, dated January
22, 1997, which revises the effectivity listing of the service
bulletin.
Service Bulletin A310-57-2050, dated April 23, 1990; as
revised by Service Bulletin Change Notices 0.A., dated September 29,
1992, and 0.B., dated January 6, 1995; which adds a reference to the
appropriate French airworthiness directive.
The Direction Generale de l'Aviation Civile (DGAC), which is the
airworthiness authority for France, classified these service bulletins
as mandatory, and issued French airworthiness directive 92-106-
132(B)R4, dated June 5, 1996, in order to ensure the continued
airworthiness of these airplanes in France.
The FAA concurs with the commenter's request to cite the additional
and revised service bulletins, and has revised this supplemental NPRM
to provide these references. Additionally, the cost impact information,
below, has been revised to reflect any additional costs to operators
and to update the number of affected U.S.-registered airplanes.
Request to Substantiate Need for Accomplishment of Service
Bulletins
One commenter questions whether each of the service bulletins cited
in the NPRM individually satisfies the unsafe condition requirements of
part 39 of the Federal Aviation Regulations (14 CFR part 39). The
commenter points out that Airbus Service Bulletin A310-53-2014
indicates that the existence of a ``crack does not affect aircraft
safety because its propagation ... could entail expensive repair.''
The commenter further states that the supplementary comments (of
the proposed rule) describe how the DGAC allows either a visual or eddy
current inspection to detect cracks that measure 0.078 inch, but since
the FAA has concluded that a 0.078-inch crack will not likely be found
by visual means, the FAA proposes that only an eddy current inspection
be used for the affected structure. The commenter states that this
restriction goes beyond what is specified by the DGAC and should be
substantiated. The commenter states that it suspects that the DGAC is
well aware that a 0.078-inch crack would not be found by a visual
inspection, but has concluded that a crack of that size on the affected
structure does not render the airplane unsafe and that visual
inspections are appropriate for the inspection interval provided.
The commenter suggests that if the justification for this proposed
AD is based upon the DGAC recommendation, then the FAA's departure from
the DGAC's recommendation should be coordinated with the DGAC before
the FAA adopts this proposed AD.
The FAA infers that the commenter is requesting substantiation that
accomplishment of all of the service bulletins referenced in the
proposed AD is necessary in order to address an unsafe condition. The
FAA also infers that the example cited regarding visual versus eddy
current inspections is in reference to Airbus Service Bulletin A310-57-
2039, dated September 24, 1990.
The wing, fuselage, and empennage structure is primary structure of
the airplane that contributes significantly to carrying flight, ground,
and pressurization loads. As in much of commercial aircraft structure,
the failure of a single part is usually not catastrophic, and safe
flight could likely continue for some time with any single part cracked
or broken. However, if certain parts (as referenced in the service
bulletins) were to fail, the residual strength of the surrounding
aircraft structure would be reduced and could cause failure or
initiate/accelerate cracking of other structural members. Therefore, in
consonance with the DGAC, the FAA finds that accomplishment of the
referenced service bulletins, as required by this supplemental NPRM, is
necessary in order to adequately address the identified unsafe
condition.
However, the FAA has reconsidered its position concerning the use
of visual inspection techniques, specifically for accomplishment of the
actions specified in Airbus Service Bulletin A310-57-2039 and A310-57-
2050. The FAA finds that a visual inspection also will adequately
detect cracking. Operators should note, however, that by the time
cracking has progressed to the point of being visually detectable,
repairs would likely be complicated and expensive. Since definitive
repairs beyond a certain crack length are not provided in the service
bulletins, an FAA-approved repair would be required to be accomplished
for such cracking. The FAA has revised paragraphs (l) and (p) of this
supplemental NPRM to add a visual inspection method as an option for
accomplishment of the referenced service bulletins.
Reformatting of the Supplemental NPRM
Operators should note that the FAA has revised the text of
paragraphs (a) through (q) of the original NPRM for the sake of brevity
and to reduce the complexity of the requirements specified in those
paragraphs.
Conclusion
Since certain changes explained previously expand the scope of the
originally proposed rule, the FAA has determined that it is necessary
to reopen the comment period to provide additional opportunity for
public comment.
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 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.
Explanation of Requirements of Proposed Rule
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 supplemental NPRM would require
accomplishment of the actions specified in the service bulletins
described previously, except as discussed below.
Differences Between This Supplemental NPRM and the Service
Bulletins
Operators should note that, unlike the procedures described in
Airbus Service Bulletins A310-57-2002, Revision 2, dated January 4,
1996; A310-57-2006, Revision 3, dated May 2, 1996; A310-57-2032,
Revision 3, dated January 4, 1996; and A310-57-2037, Revision 3, dated
January 4, 1996; this supplemental NPRM would not permit further flight
if cracks are detected in the wing skins. The FAA has determined that,
because of the safety implications and consequences associated with
such cracking, any wing skin that is found to be cracked must be
repaired or modified prior to further flight.
[[Page 39047]]
Additionally, operators should note that, although certain service
bulletins specify that the manufacturer may be contacted for
disposition of certain repair conditions, this supplemental NPRM would
require the repair of those conditions to be accomplished in accordance
with a method approved by either the FAA or the DGAC (or its delegated
agent). In light of the type of repairs that would be required to
address the identified unsafe condition, and in consonance with
existing bilateral airworthiness agreements, the FAA has determined
that, for this supplemental NPRM, repairs approved by either the FAA or
the DGAC (or its delegated agent) would be acceptable for compliance
with this supplemental NPRM.
Cost Impact
The FAA estimates that 36 airplanes of U.S. registry would be
affected by this AD. Approximate work hours to accomplish the proposed
actions and costs for required parts are listed in the following table.
The average labor rate is $60 per work hour.
A310
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Parts cost/ Cost/ No. of U.S. Number
Service bulletin No. Work hours Airplane Airplane airplanes modified
----------------------------------------------------------------------------------------------------------------
53-2014..................................... 78 $12,121 $16,801 7 5
53-2016..................................... 317 14,282 33,302 12 5
53-2054..................................... 11 N/A 660 8 0
53-2057..................................... 12 N/A 720 13 0
53-2059..................................... 13 N/A 780 17 0
53-2074..................................... 232 N/A 13,920 17 0
55-2002..................................... 715 34,100 77,000 7 6
55-2004..................................... 16 N/A 960 11 0
57-2002..................................... 8 N/A 480 6 0
57-2006..................................... 52 N/A 3,120 2 0
57-2032..................................... 5 N/A 300 6 0
57-2037..................................... 2 N/A 120 6 0
57-2039..................................... 3 N/A 180 15 0
57-2046..................................... 172 N/A 10,320 33 0
57-2047..................................... 82 N/A 4,920 24 0
57-2050..................................... 24 N/A 1,440 20 0
57-2064..................................... 8 N/A 480 26 0
57-2038..................................... 6 N/A 360 0 0
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Based on these figures, the cost impact of the AD on U.S. operators
is estimated to be $1,845,591. However, the FAA has been advised that a
certain number of U.S.-registered airplanes already have been modified
in accordance with the requirements of this AD. (The numbers of U.S.-
registered airplanes that have already been modified are listed under
the heading, ``Number Modified,'' in the table above.) Therefore, the
future economic cost impact of this rule on U.S. operators is now
$1,133,076.
The FAA recognizes that the obligation to maintain aircraft in an
airworthy condition is vital, but sometimes expensive. Because AD's
require specific actions to address specific unsafe conditions, they
appear to impose costs that would not otherwise be borne by operators.
However, because of the general obligation of operators to maintain
aircraft in an airworthy condition, this appearance is deceptive.
Attributing those costs solely to the issuance of this supplemental
NPRM is unrealistic because, in the interest of maintaining safe
aircraft, prudent operators would accomplish the required actions even
if they were not required to do so by the supplemental NPRM.
A full cost-benefit analysis has not been accomplished for this
supplemental NPRM. As a matter of law, in order to be airworthy, an
aircraft must conform to its type design and be in a condition for safe
operation. The type design is approved only after the FAA makes a
determination that it complies with all applicable airworthiness
requirements. In adopting and maintaining those requirements, the FAA
has already made the determination that they establish a level of
safety that is cost-beneficial. When the FAA, as in this supplemental
NPRM, makes a finding of an unsafe condition, this means that the
original cost-beneficial level of safety is no longer being achieved
and that the proposed actions are necessary to restore that level of
safety. Because this level of safety has already been determined to be
cost-beneficial, a full cost-benefit analysis for this supplemental
NPRM would be redundant and unnecessary.
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
[[Page 39048]]
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 U.S.C. 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-275-AD.
Applicability: All Model A310 series airplanes, 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 (u) 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 fuselage,
horizontal stabilizer, and wings, accomplish the following:
(a) For airplanes listed in Airbus Service Bulletin A310-53-
2014, Revision 5, dated June 9, 1992, as revised by Service Bulletin
Change Notices 5.A., dated September 29, 1992, and 5.B., dated
February 5, 1996: Prior to the accumulation of 12,000 total flight
cycles, or within 500 flight cycles after the effective date of this
AD, whichever occurs later, perform an eddy current inspection to
detect cracks on the fuselage center section doublers at frame 40,
and install new doublers, in accordance with Airbus Service Bulletin
A310-53-2014, Revision 5, dated June 9, 1992, as revised by Service
Bulletin Change Notices 5.A., dated September 29, 1992, and 5.B.,
dated February 5, 1996. Except as provided by paragraph (t) of this
AD, if any discrepancy is found, prior to further flight, perform
follow-on corrective actions, as applicable, in accordance with the
service bulletin.
(b) For airplanes listed in Airbus Service Bulletin A310-53-
2016, Revision 5, dated December 7, 1992: Prior to the accumulation
of 12,000 total flight cycles, or within 1,000 flight cycles after
the effective date of this AD, whichever occurs later, perform a
defectoscope or rototest inspection to detect cracks in the area of
frame 47 and frame 54, and install new doublers, in accordance with
Airbus Service Bulletin A310-53-2016, Revision 5, dated December 7,
1992. Except as provided by paragraph (t) of this AD, if any
discrepancy is found, prior to further flight, perform follow-on
corrective actions, as applicable, in accordance with the service
bulletin.
(c) For airplanes listed in Airbus Service Bulletin A310-53-
2054, Revision 2, dated May 22, 1990: Prior to the accumulation of
12,000 total flight cycles, or within 1,000 flight cycles after the
effective date of this AD, whichever occurs later, and thereafter at
intervals not to exceed 3,000 flight cycles, perform a visual
inspection to detect cracks on frame 46 between the left- and right-
hand sides of stringers 21 and 22 on the forward and aft faces in
accordance with Airbus Service Bulletin A310-53-2054, Revision 2,
dated May 22, 1990. If any crack is found, prior to further flight,
repair in accordance with Airbus Service Bulletin A310-53-2054,
Revision 2, dated May 22, 1990.
(1) Accomplishment of the repair required by paragraph (c) of
this AD, or modification of the reinforcement angle runout in
accordance with Airbus Service Bulletin A310-53-2019, Revision 2,
dated May 22, 1990, terminates the repetitive inspection
requirements of paragraph (c) of this AD.
(2) Accomplishment of paragraph (c) of this AD terminates the
requirements of AD 91-13-01, amendment 39-7032.
(d) For airplanes listed in Airbus Service Bulletin A310-53-
2057, Revision 1, dated April 30, 1992: Perform a visual inspection
to detect cracks at the T-section connecting frame 50A to the beam
between the left- and right-hand sides of frames 50 and 51, in
accordance with Airbus Service Bulletin A310-53-2057, Revision 1,
dated April 30, 1992. Perform the inspection at the time specified
in paragraph (d)(1) or (d)(2) of this AD, as applicable. If any
crack is found, prior to further flight, accomplish Airbus
Modifications No. 4853 and No. 5273 in accordance with Airbus
Service Bulletin A310-53-2057, Revision 1, dated April 30, 1992.
Accomplishment of these modifications terminates the requirements of
this paragraph.
(1) For the airplane having manufacturer's serial number (MSN)
191: Prior to the accumulation of 24,000 total flight cycles, or
within 1,000 flight cycles after the effective date of this AD,
whichever occurs later; and thereafter at intervals not to exceed
6,000 flight cycles.
(2) For airplanes other than the airplane identified in
paragraph (d)(1) of this AD: Prior to the accumulation of 12,000
total flight cycles, or within 1,000 flight cycles after the
effective date of this AD, whichever occurs later; and thereafter at
intervals not to exceed 6,000 flight cycles.
(e) For airplanes listed in Airbus Service Bulletin A310-53-
2059, Revision 1, dated January 4, 1996: Perform a visual inspection
to detect cracks in the lower milled side panel at the lap joint
with the upper side panel at frame 47 and stringer 22, left- and
right-hand sides, in accordance with Airbus Service Bulletin A310-
53-2059, Revision 1, dated January 4, 1996. Perform the inspection
at the time specified in paragraph (e)(1) or (e)(2) of this AD, as
applicable. Except as provided by paragraph (t) of this AD, if any
crack is found, prior to further flight, repair in accordance with
the service bulletin. Thereafter, repeat the inspections at
intervals not to exceed 9,000 flight cycles, or accomplish Airbus
Modification 5997 (Airbus Service Bulletin A310-53-2058).
Accomplishment of either the repair or Airbus Modification 5997
constitutes terminating action for the repetitive inspections
required by this paragraph.
(1) For Model A310-200 series airplanes, accomplish the
inspection at the time specified in paragraph (e)(1)(i) or
(e)(1)(ii) of this AD, as applicable.
(i) For airplanes that have accumulated less than 20,000 total
flight cycles as of the effective date of this AD: Prior to the
accumulation of 18,000 total flight cycles, or within 2,000 flight
cycles after the effective date of this AD, whichever occurs later.
(ii) For airplanes that have accumulated 20,000 or more total
flight cycles as of the effective date of this AD: Within 1,000
flight cycles after the effective date of this AD.
(2) For Model A310-300 series airplanes, accomplish the
inspection at the time specified in paragraph (e)(2)(i) or
(e)(2)(ii) of this AD, as applicable.
(i) For airplanes that have accumulated less than 19,700 total
flight cycles as of the effective date of this AD: Prior to the
accumulation of 18,000 total flight cycles, or within 1,700 flight
cycles after the effective date of this AD, whichever occurs later.
(ii) For airplanes that have accumulated 19,700 or more total
flight cycles as of the effective date of this AD: Within 850 flight
cycles after the effective date of this AD.
(f) For airplanes listed in Airbus Service Bulletin A310-55-
2002, Revision 4, dated April 28, 1989: Prior to the accumulation of
12,000 total flight cycles, or within 1,000 flight cycles after the
effective date of this AD, whichever occurs later, perform an eddy
current inspection to detect cracks on the upper integral part
adjacent to the rear attach fittings on the horizontal stabilizer,
and modify the horizontal stabilizer, in accordance with Airbus
Service Bulletin A310-55-2002, Revision 4, dated April 28, 1989.
Except as provided by paragraph (t) of this AD, if any discrepancy
is found, prior to further flight, perform follow-on corrective
actions, as applicable, in accordance with the service bulletin.
(g) For airplanes listed in Airbus Service Bulletin A310-55-
2004, Revision 2, dated February 7, 1991: Perform a high frequency
eddy current rototest inspection to detect cracks at specified
fastener holes in the top skin chordwise splice along the contour of
the steel doubler between ribs 3 and 4 on the left- and right-hand
center and side boxes on the horizontal stabilizer in accordance
with Airbus Service Bulletin A310-55-2004, Revision 2, dated
February 7, 1991, at the time specified in paragraph (g)(1) or
(g)(2) of this AD, as applicable. Except as provided by paragraph
(t) of this AD, if any discrepancy is found, prior to further
flight, perform follow-on corrective actions, as applicable, in
accordance with the service bulletin.
(1) For airplanes on which Airbus Modification A310-4933 (Airbus
Service Bulletin A310-55-2002) was accomplished prior to the
accumulation of 6,000 total flight cycles on the airplane; or for
airplanes having MSN 311 through 414 inclusive, on which Airbus
Modification A310-4933 was accomplished during production: Prior to
the
[[Page 39049]]
accumulation of 18,000 total flight cycles, or within 1,000 flight
cycles after the effective date of this AD, whichever occurs later;
and thereafter at intervals not to exceed 12,000 flight cycles.
(2) For airplanes on which Airbus Modification A310-4933 (Airbus
Service Bulletin A310-55-2002) was accomplished upon or after the
accumulation of 6,000 total flight cycles: Prior to the accumulation
of 12,000 flight cycles since the modification, or within 1,000
flight cycles after the effective date of this AD, whichever occurs
later; and thereafter at intervals not to exceed 12,000 flight
cycles.
(h) For airplanes listed in Airbus Service Bulletin A310-57-
2002, Revision 2, dated January 4, 1996: Prior to the accumulation
of 12,000 total flight cycles, or within 1,000 flight cycles after
the effective date of this AD, whichever occurs later; and
thereafter at intervals not to exceed 3,000 flight cycles; perform a
detailed visual inspection to detect cracks in the external surface
of the wing lower skin around the landing access panel holes of the
leading edge, in accordance with Airbus Service Bulletin A310-57-
2002, Revision 1, dated July 2, 1992. If any discrepancy is found,
prior to further flight, repair in accordance with a method approved
by either the Manager, International Branch, ANM-116, FAA, Transport
Airplane Directorate, or the Direction Generale de l'Aviation Civile
(DGAC) (or its delegated agent). Accomplishment of Airbus
Modification 5101 (Airbus Service Bulletin A310-57-2003) terminates
the repetitive inspection requirements of paragraph (h) of this AD.
(i) For airplanes listed in Airbus Service Bulletin A310-57-
2006, Revision 3, dated May 2, 1996: Prior to the accumulation of
6,000 total flight cycles, or within 1,000 flight cycles after the
effective date of this AD, whichever occurs later; and thereafter at
intervals not to exceed 3,000 flight cycles; perform an eddy current
inspection to detect cracks in the holes around the overwing
refueling aperture at ribs 13-14, in accordance with Airbus Service
Bulletin A310-57-2006, Revision 3, dated May 2, 1996. Except as
provided by paragraph (t) of this AD, if any discrepancy is found,
prior to further flight, perform follow-on corrective actions, as
applicable, in accordance with the service bulletin. Accomplishment
of Airbus Modification 5891H5128 (Airbus Service Bulletin A310-57-
2020) terminates the repetitive inspection requirements of paragraph
(i) of this AD.
(j) For airplanes listed in Airbus Service Bulletin A310-57-
2032, Revision 3, dated January 4, 1996: Prior to the accumulation
of 12,000 total flight cycles, or within 1,000 flight cycles after
the effective date of this AD, whichever occurs later; and
thereafter at intervals not to exceed 4,500 flight cycles; perform a
detailed visual inspection to detect cracks around the bolts in the
wing top skin upper surface of the front spar between rib 7 and rib
28, in accordance with Airbus Service Bulletin A310-57-2032,
Revision 3, dated January 4, 1996. If any discrepancy is found,
prior to further flight, repair in accordance with a method approved
by the Manager, International Branch, ANM-116, or the DGAC (or its
delegated agent). Accomplishment of Airbus Modification 5026H0878
(Airbus Service Bulletin A310-57-2005) terminates the repetitive
inspection requirements of paragraph (j) of this AD.
(k) For airplanes listed in Airbus Service Bulletin A310-57-
2037, Revision 3, dated January 4, 1996: Prior to the accumulation
of 12,000 total flight cycles, or within 1,000 flight cycles after
the effective date of this AD, whichever occurs later; and
thereafter at intervals not to exceed 3,000 flight cycles; perform a
high frequency eddy current inspection to detect cracks around the
attachment bolt heads for the shroud panel landing on the bottom
skin aft of the rear spar, forward of access door 575CB/675CB, in
accordance with Airbus Service Bulletin A310-57-2037, Revision 3,
dated January 4, 1996. If any discrepancy is found, prior to further
flight, repair in accordance with a method approved by the Manager,
International Branch, ANM-116, or the DGAC (or its delegated agent).
Accomplishment of Airbus Modification 5106H0894 (Airbus Service
Bulletin A310-57-2004) terminates the repetitive inspection
requirements of paragraph (k) of this AD.
(l) For airplanes listed in Airbus Service Bulletin A310-57-
2039, dated September 24, 1990: Perform either an eddy current or
visual inspection to detect cracks on the left and right vertical
posts, numbers 1 through 5 inclusive, in the wing center box at
frame 40/41, in accordance with Airbus Service Bulletin A310-57-
2039, dated September 24, 1990. Perform the inspection at the time
specified in paragraph (l)(1) or (l)(2) of this AD, as applicable.
Except as provided by paragraph (t) of this AD, if any crack is
found, prior to further flight, accomplish the modification
specified in Airbus Service Bulletin A310-57-2041, dated September
24, 1990, in accordance with Airbus Service Bulletin A310-57-2039,
dated September 24, 1990.
(1) For airplanes on which Airbus Modification 7541/S7973
(reference Airbus Service Bulletin A310-57-2041) has not been
accomplished: Inspect prior to the accumulation of 21,000 total
flight cycles, or within 1,000 flight cycles after the effective
date of this AD, whichever occurs later; and thereafter at intervals
not to exceed 4,200 flight cycles (for a visual inspection), or
7,500 flight cycles (for an eddy current inspection).
(2) For airplanes on which Airbus Modification 7541/S7973
(reference Airbus Service Bulletin A310-57-2041) has been
accomplished: Inspect at the time specified in the graph contained
in Note 1 of paragraph 1.A.(2) of Airbus Service Bulletin A310-57-
2039, dated September 24, 1990, or within 1,000 flight cycles after
the effective date of this AD, whichever occurs later; and
thereafter at intervals not to exceed 5,000 flight cycles (for a
visual inspection), or 8,600 flight cycles (for an eddy current
inspection).
(m) For Model A310-200 series airplanes on which Airbus
Modification 7925H1113 has not been accomplished: Prior to the
accumulation of 12,000 total flight cycles, or within 1,000 flight
cycles after the effective date of this AD, whichever occurs later,
perform an ultrasonic inspection to detect cracks in certain bolt
holes where the main landing gear forward pick-up fitting is
attached to the rear spar, in accordance with Airbus Service
Bulletin A310-57-2046, Revision 4, dated October 16, 1996 (including
Appendix 1, Revision 3, dated October 17, 1995), as revised by
Service Bulletin Change Notice 4A, dated October 16, 1996.
Accomplishment of paragraph (m) of this AD terminates the
requirements of AD 91-06-18, amendment 39-6940.
(1) If no crack is found, accomplish either paragraph (m)(1)(i)
or (m)(1)(ii) of this AD in accordance with the service bulletin at
the time specified in that paragraph.
(i) Repeat the inspection of the bolt/stud holes thereafter at
intervals not to exceed 3,500 flight cycles. Or
(ii) Prior to further flight, accomplish Airbus Modification
7925H1113; and, prior to the accumulation of 18,000 flight cycles
after accomplishment of Airbus Modification 7925H1113, perform the
inspection required by paragraph (m) of this AD. Repeat the
inspection thereafter at intervals not to exceed 11,600 flight
cycles.
Note 2: Airbus Service Bulletin A310-57-2046, Revision 4, dated
October 16, 1996 (including Appendix 1, Revision 3, dated October
17, 1995), as revised by Service Bulletin Change Notice 4A, dated
October 16, 1996, references Airbus Service Bulletin A310-57-2049
and Repair Instruction R571-49305 as additional sources of service
information for accomplishment of Airbus Modification 7925H1113.
(2) If any crack is found, prior to further flight, repair in
accordance with a method approved by the Manager, International
Branch, ANM-116, or the DGAC (or its delegated agent).
(n) For Model A310-300 series airplanes on which Airbus
Modification 7925H1113 has not been accomplished: Prior to the
accumulation of 9,000 flight cycles, or within 1,000 flight cycles
after the effective date of this AD, whichever occurs later, perform
an ultrasonic inspection to detect cracks in certain bolt holes
where the main landing gear forward pick-up fitting is attached to
the rear spar, in accordance with Airbus Service Bulletin A310-57-
2046, Revision 4, dated October 16, 1996 (including Appendix 1,
Revision 3, dated October 17, 1995), as revised by Service Bulletin
Change Notice 4A, dated October 16, 1996. Accomplishment of
paragraph (n) of this AD terminates the requirements of AD 91-06-18,
amendment 39-6940.
(1) If no crack is found, accomplish either paragraph (n)(1)(i)
or (n)(1)(ii) of this AD in accordance with the service bulletin at
the time specified in that paragraph.
(i) Repeat the inspection of the bolt/stud holes thereafter at
intervals not to exceed 3,100 flight cycles. Or
(ii) Prior to further flight, accomplish Airbus Modification
7925H1113; and, prior to the accumulation of 18,000 flight cycles
after accomplishment of Airbus Modification 7925H1113, perform the
inspection required by paragraph (n) of this AD. Repeat the
inspection thereafter at intervals not to exceed 11,600 flight
cycles.
Note 3: Airbus Service Bulletin A310-57-2046, Revision 4, dated
October 16, 1996 (including Appendix 1, Revision 3, dated
[[Page 39050]]
October 17, 1995), as revised by Service Bulletin Change Notice 4A,
dated October 16, 1996, references Airbus Service Bulletin A310-57-
2049 and Repair Instruction R571-49305 as additional sources of
service information for accomplishment of Airbus Modification
7925H1113.
(2) If any crack is found, prior to further flight, repair in
accordance with a method approved by the Manager, International
Branch, ANM-116, or the DGAC (or its delegated agent).
(o) For airplanes listed in Airbus Service Bulletin A310-57-
2047, Revision 2, dated January 22, 1997: Perform a rotating probe
inspection to detect cracks in the fastener holes on the left-and
right-hand sides of the rear spar internal angle and tee fitting, in
accordance with Airbus Service Bulletin A310-57-2047, Revision 2,
dated January 22, 1997, at the applicable time specified in Note 2
of paragraph 1.A.(2) of the service bulletin, or within 1,000 flight
cycles after the effective date of this AD, whichever occurs later;
and thereafter at the intervals specified in Note 2 of paragraph
1.A.(2) of the service bulletin. Except as provided by paragraph (t)
of this AD, if any discrepancy is found, prior to further flight,
perform follow-on corrective actions in accordance with the service
bulletin.
(p) For airplanes listed in Airbus Service Bulletin A310-57-
2050, dated April 23, 1990, as revised by Service Bulletin Change
Notices 0.A., dated September 29, 1992, and 0.B., dated January 6,
1995: Perform a visual or rotating probe inspection to detect cracks
in the drain holes on the lower skin panel in the center wing box
between frames 42 and 46, in accordance with Airbus Service Bulletin
A310-57-2050, dated April 23, 1990, as revised by Service Bulletin
Change Notices 0.A., dated September 29, 1992, and 0.B., dated
January 6, 1995, at the applicable time specified in Note 1 of
paragraph 1.A.(2) of the service bulletin, or within 1,000 flight
cycles after the effective date of this AD, whichever occurs later;
and thereafter at intervals not to exceed those specified in Note 1
of paragraph 1.A.(2) of the service bulletin. Except as provided by
paragraph (t) of this AD, if any discrepancy is found, prior to
further flight, perform follow-on corrective actions in accordance
with the service bulletin. Accomplishment of Airbus Modification
number 6130S6815 (Airbus Service Bulletin A310-57-2048), constitutes
terminating action for the repetitive inspections required by
paragraph (p) of this AD.
(q) For airplanes listed in Airbus Service Bulletin A310-53-
2074, Revision 1, dated February 20, 1995: Perform visual and eddy
current inspections to detect damaged sealant, corrosion, and cracks
in accordance with Airbus Service Bulletin A310-53-2074, Revision 1,
dated February 20, 1995. Accomplish these requirements at the
applicable time specified in Table 2 of paragraph 1.C.(4) of the
service bulletin, or within 1,000 flight cycles after the effective
date of this AD, whichever occurs later; and thereafter at intervals
not to exceed those specified in Table 2 of paragraph 1.C.(4) of the
service bulletin, as applicable. Except as provided by paragraph (t)
of this AD, if any discrepancy is found, prior to further flight,
perform follow-on corrective actions in accordance with the service
bulletin.
(r) For airplanes listed in Airbus Service Bulletin A310-57-
2064, dated August 24, 1995: Perform an eddy current inspection to
detect cracks of the upper corner angle fitting and the vertical tee
fitting at left and right frame 40, in accordance with Airbus
Service Bulletin A310-57-2064, dated August 24, 1995. Perform the
inspection at the time specified in paragraph (r)(1) or (r)(2) of
this AD, as applicable. Except as provided by paragraph (t) of this
AD, if any crack is found, prior to further flight, perform
corrective actions in accordance with the service bulletin.
(1) For Model A310-200 series airplanes: Prior to the
accumulation of 18,000 total flight cycles, or within 2,000 flight
cycles after the effective date of this AD, whichever occurs later;
and thereafter at intervals not to exceed 11,000 flight cycles.
(2) For Model A310-300 series airplanes: Prior to the
accumulation of 18,000 total flight cycles, or within 1,700 flight
cycles after the effective date of this AD, whichever occurs later;
and thereafter at intervals not to exceed 7,700 flight cycles.
(s) For airplanes listed in Airbus Service Bulletin A310-57-
2038, Revision 2, dated January 4, 1996: Prior to the accumulation
of 12,000 total flight cycles, or within 1,500 flight cycles after
the effective date of this AD, whichever occurs later, perform a
high frequency eddy current (HFEC) or X-ray inspection to detect
cracking of the stringer runouts inboard and outboard of rib 14 at
stringers 6, 7, 8, and 9, in accordance with Airbus Service Bulletin
A310-57-2038, Revision 2, dated January 4, 1996. Thereafter, repeat
the inspection at intervals not to exceed those specified in
paragraph 1.B.(5) of the service bulletin, as applicable. If any
crack is detected, prior to further flight, repair in accordance
with a method approved by the Manager, International Branch, ANM-
116, or the DGAC (or its delegated agent).
(t) If any crack is found during any inspection required by this
AD, and the applicable service bulletin specifies to contact Airbus
for an appropriate action Prior to further flight, repair in
accordance with a method approved by either the Manager,
International Branch, ANM-116, or the DGAC (or its delegated agent).
(u) 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, International Branch, ANM-116.
Operators shall submit their requests through an appropriate FAA
Principal Maintenance Inspector, who may add comments and then send
it to the Manager, International Branch, ANM-116.
Note 4: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the International Branch, ANM-116.
(v) 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.
Note 5: The subject of this AD is addressed in French
airworthiness directive 92-106-132(B)R4, dated June 5, 1996.
Issued in Renton, Washington, on July 14, 1998.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 98-19332 Filed 7-20-98; 8:45 am]
BILLING CODE 4910-13-P
