5922 Federal Register / Vol. 69, No. 26 / Monday, February 9, 2004 / Rules and Regulations 

in which cabin differential pressure is at 2.0 

pounds per square inch (psi) or less need not 

be counted when determining the number of 

flight cycles that have occurred on the 

airplane, provided that flight cycles with 

momentary spikes in cabin differential 

pressure above 2.0 psi are included as full 

pressure cycles. For this provision to apply, 

all cabin pressure records must be 

maintained for each airplane. No fleetaveraging of cabin pressure is allowed. 

Alternative Methods of Compliance 

(d)(1) In accordance with 14 CFR 39.19, the 

Manager, Seattle ACO, is authorized to 

approve alternative methods of compliance 

(AMOCs) for this AD. 

(2) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD, if it is approved by a 

Boeing Company DER who has been 

authorized by the Manager, Seattle ACO, to 

make such findings. 

Incorporation by Reference 

(e) Unless otherwise specified in this AD, 

the actions shall be done in accordance with 

Boeing Alert Service Bulletin 747–53A2439, 

dated July 5, 2001. This incorporation by 

reference was approved by the Director of the 

Federal Register in accordance with 5 U.S.C. 

552(a) and 1 CFR part 51. Copies may be 

obtained from Boeing Commercial Airplanes, 

P.O. Box 3707, Seattle, Washington 98124–

2207. Copies may be inspected at the FAA, 

Transport Airplane Directorate, 1601 Lind 

Avenue, SW., Renton, Washington; or at the 

Office of the Federal Register, 800 North 

Capitol Street, NW., suite 700, Washington, 

DC. 

Effective Date 

(f) This amendment becomes effective on 

March 15, 2004.

Issued in Renton, Washington, on January 

29, 2004. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service.

[FR Doc. 04–2584 Filed 2–6–04; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. 2002–NM–118–AD; Amendment 

39–13463; AD 2004–03–19] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A320–111, –211, and –231 Series 

Airplanes

AGENCY: Federal Aviation 

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes 

an existing airworthiness directive (AD), 

applicable to certain Airbus Model 

A320–111, –211, and –231 series 

airplanes, that currently requires 

repetitive inspections for cracking in the 

transition and pick-up angles in the 

lower part of the center fuselage area, 

and corrective action if necessary. That 

AD also provides for an optional 

terminating modification for the 

repetitive inspection requirements. This 

amendment reduces the compliance 

time for the inspections for cracking of 

the same area. The actions specified by 

this AD are intended to detect and 

correct fatigue cracking in the transition 

and pick-up angles of the lower part of 

the center fuselage, which could result 

in reduced structural integrity of the 

wing-fuselage support and fuselage 

pressure vessel. This action is intended 

to address the identified unsafe 

condition.

DATES: Effective March 15, 2004. 

The incorporation by reference of 

certain publications, as listed in the 

regulations, is approved by the Director 

of the Federal Register as of March 15, 

2004. 

The incorporation by reference of 

certain other publications, as listed in 

the regulations, was approved 

previously by the Director of the Federal 

Register as of July 14, 1998 (63 FR 

31345, June 9, 1998).

ADDRESSES: The service information 

referenced in this AD may be obtained 

from Airbus, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France. 

This information may be examined at 

the Federal Aviation Administration 

(FAA), Transport Airplane Directorate, 

Rules Docket, 1601 Lind Avenue, SW., 

Renton, Washington; or at the Office of 

the Federal Register, 800 North Capitol 

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: Dan 

Rodina, Aerospace Engineer, 

International Branch, ANM–116, FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, Washington 

98055–4056; telephone (425) 227–2125; 

fax (425) 227–1149.

SUPPLEMENTARY INFORMATION: A 

proposal to amend part 39 of the Federal 

Aviation Regulations (14 CFR part 39) 

by superseding AD 98–12–18, 

amendment 39–10573 (63 FR 31345, 

June 9, 1998), which is applicable to 

certain Airbus Model A320–111, –211, 

and –231 series airplanes, was 

published in the Federal Register on 

November 18, 2003 (68 FR 65008). The 

action proposed to continue to require 

repetitive inspections for cracking in the 

transition and pick-up angles in the 

lower part of the center fuselage area, 

and corrective action if necessary. The 

action also provides for an optional 

terminating modification for the 

repetitive inspection requirements. The 

new action proposed to reduce the 

compliance time for the inspections for 

cracking of the same area. 

Comments 

Interested persons have been afforded 

an opportunity to participate in the 

making of this amendment. No 

comments were submitted in response 

to the proposal or the FAA’s 

determination of the cost to the public. 

Conclusion 

The FAA has determined that air 

safety and the public interest require the 

adoption of the rule as proposed. 

Cost Impact 

There are approximately 24 airplanes 

of U.S. registry that will be affected by 

this AD. The new requirements of this 

AD add no additional economic burden. 

The current costs for this AD are 

repeated for the convenience of affected 

operators, as follows: 

The inspections that are currently 

required by AD 98–12–18, and retained 

in this AD, take about 9 work hours per 

airplane to accomplish, at an average 

labor rate of $65 per work hour. Based 

on these figures, the cost impact of the 

currently required actions on U.S. 

operators is estimated to be $14,040, or 

$585 per airplane, per inspection cycle. 

The cost impact figure discussed 

above is based on assumptions that no 

operator has yet accomplished any of 

the requirements of this AD action, and 

that no operator would accomplish 

those actions in the future if this AD 

were not adopted. The cost impact 

figures discussed in AD rulemaking 

actions represent only the time 

necessary to perform the specific actions 

actually required by the AD. These 

figures typically do not include 

incidental costs, such as the time 

required to gain access and close up, 

planning time, or time necessitated by 

other administrative actions. 

If an operator chooses to do the 

optional terminating modification rather 

than continue the repetitive inspections, 

it will take between 5 and 10 work 

hours per airplane to accomplish the 

modification, at an average labor rate of 

$65 per work hour. Required parts will 

cost between $1,077 and $1,837 per 

airplane. Based on these figures, the cost 

impact of the modification is estimated 

to be between $1,402 and $2,487 per 

airplane. 

Regulatory Impact 

The regulations adopted herein will 

not have a substantial direct effect on 

the States, on the relationship between 

the national Government and the States, 

Federal Register / Vol. 69, No. 26 / Monday, February 9, 2004 / Rules and Regulations 5923

or on the distribution of power and 

responsibilities among the various 

levels of government. Therefore, it is 

determined that this final rule does not 

have federalism implications under 

Executive Order 13132.

For the reasons discussed above, I 

certify that this action (1) is not a 

‘‘significant regulatory action’’ under 

Executive Order 12866; (2) is not a 

‘‘significant rule’’ under DOT 

Regulatory Policies and Procedures (44 

FR 11034, February 26, 1979); and (3) 

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 final evaluation has 

been prepared for this action and it is 

contained in the Rules Docket. A copy 

of it may be obtained from the Rules 

Docket at the location provided under 

the caption ADDRESSES.

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety.

Adoption of the Amendment

■ Accordingly, pursuant to the authority 

delegated to me by the Administrator, 

the Federal Aviation Administration 

amends 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 U.S.C. 106(g), 40113, 44701.

§ 39.13 [Amended]

■ 2. Section 39.13 is amended by 

removing amendment 39–10573 (63 FR 

31345, June 9, 1998), and by adding a 

new airworthiness directive (AD), 

amendment 39–13463, to read as 

follows:

2004–03–19 Airbus: Amendment 39–13463. 

Docket 2002–NM–118–AD. Supersedes 

AD 98–12–18, Amendment 39–10573.

Applicability: Model A320–111, –211, and 

–231 series airplanes; certificated in any 

category; as listed in Airbus Service Bulletin 

A320–53–1027, Revision 03, dated February 

12, 2002; or Airbus Service Bulletin A320–

53–1028, Revision 01, dated February 12, 

2002. 

Compliance: Required as indicated, unless 

accomplished previously. 

To detect and correct fatigue cracking in 

the transition and pick-up angles of the lower 

part of the center fuselage, which could 

result in reduced structural integrity of the 

wing-fuselage support and fuselage pressure 

vessel, accomplish the following: 

Restatement of Requirements of AD 98–12–

18 

Repetitive Inspections/Corrective Actions/

Modification 

(a) Prior to the accumulation of 16,000 total 

landings, or within 6 months after July 14, 

1998 (the effective date of AD 98–12–18, 

amendment 39–10573), whichever occurs 

later, accomplish paragraphs (a)(1) and (a)(2) 

of this AD, in accordance with Airbus 

Service Bulletin A320–53–1028, dated March 

1, 1994. 

(1) Perform a detailed inspection to detect 

cracks of the transition angle, in accordance 

with the service bulletin. 

(i) If no crack is detected during the 

detailed inspection required by paragraph 

(a)(1) of this AD, accomplish either paragraph 

(a)(1)(i)(A) or paragraph (a)(1)(i)(B) of this 

AD. 

(A) Repeat the detailed inspection 

thereafter at intervals not to exceed 12,000 

landings. Or 

(B) Prior to further flight, modify the center 

fuselage in accordance with Airbus Service 

Bulletin A320–53–1027, Revision 2, dated 

June 8, 1995. Accomplishment of the 

modification constitutes terminating action 

for the repetitive inspection requirements of 

paragraph (a)(1)(i)(A) of this AD. 

(ii) If any crack is detected during the 

detailed inspection required by paragraph 

(a)(1) of this AD, prior to further flight, 

replace the transition angle with a new 

transition angle, in accordance with Airbus 

Service Bulletin A320–53–1027, Revision 2, 

dated June 8, 1995. 

(2) Perform a rotating probe inspection to 

detect cracks of the pick-up angle, in 

accordance with the service bulletin. 

(i) If no crack is detected during the 

rotating probe inspection required by 

paragraph (a)(2) of this AD, accomplish either 

paragraph (a)(2)(i)(A) or (a)(2)(i)(B) of this 

AD. 

(A) Repeat the rotating probe inspection 

thereafter at intervals not to exceed 12,000 

landings. Or 

(B) Prior to further flight, modify the center 

fuselage in accordance with Airbus Service 

Bulletin A320–53–1027, Revision 2, dated 

June 8, 1995. Accomplishment of the 

modification constitutes terminating action 

for the repetitive inspection requirements of 

paragraph (a)(2)(i)(A) of this AD. 

(ii) If any crack is detected and it is less 

than 1.9 mm in length, prior to further flight, 

accomplish the applicable corrective actions 

specified in the service bulletin. For holes 

that have not been modified in accordance 

with the service bulletin, repeat the rotating 

probe inspection thereafter at intervals not to 

exceed 12,000 landings. 

(iii) If any crack is detected and it is 1.9 

mm or greater in length, prior to further 

flight, repair it in accordance with a method 

approved by the Manager, International 

Branch, ANM–116, FAA, Transport Airplane 

Directorate.

Note 1: Accomplishment of the 

replacement/modification in accordance with 

Airbus Service Bulletin A320–53–1027, 

dated March 1, 1994; or Revision 1, dated 

September 5, 1994, prior to the effective date 

of this AD, is considered acceptable for 

compliance with the applicable action 

specified in this AD.

New Requirements of This AD 

Detailed and Rotating Probe Inspections 

(b) For airplanes on which the 

modification specified in AD 98–12–18 has 

not been done: Do the applicable inspections 

specified in paragraphs (b)(1) and (b)(2) of 

this AD, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–53–1028, Revision 01, 

dated February 12, 2002. 

(1) For airplanes on which the inspections 

required by AD 98–12–18 have been done: 

Within 12,000 flight cycles after 

accomplishment of the last inspection 

required by paragraphs (a)(1)(i)(A) and 

(a)(2)(i)(A) of this AD, as applicable; do a 

detailed inspection of the transition angle 

and a rotating probe inspection of the pickup angle in the lower part of the center 

fuselage area for cracking. 

(2) For airplanes on which the inspections 

required by AD 98–12–18 have not been 

done: At the later of the times specified in 

paragraph (b)(2)(i) or (b)(2)(ii) of this AD; do 

a detailed inspection of the transition angle 

and a rotating probe inspection of the pickup angle in the lower part of the center 

fuselage area for cracking. 

(i) Before the accumulation of 10,400 total 

flight cycles, or 24,600 total flight hours, 

whichever is first. 

(ii) Before the accumulation of 16,000 total 

flight cycles, or within 3,500 flight cycles 

after the effective date of this AD, whichever 

is first. 

Repetitive Inspections 

(c) Repeat the detailed and rotating probe 

inspections specified in paragraphs (b)(1) and 

(b)(2) of this AD at intervals not to exceed 

10,400 flight cycles or 24,600 flight hours, 

whichever is first, until the modification 

specified in paragraph (e) of this AD has been 

done.

Note 2: For the purposes of this AD, a 

detailed inspection is defined as: ‘‘An 

intensive visual examination of a specific 

structural area, system, installation, or 

assembly to detect damage, failure, or 

irregularity. Available lighting is normally 

supplemented with a direct source of good 

lighting at intensity deemed appropriate by 

the inspector. Inspection aids such as mirror, 

magnifying lenses, etc., may be used. Surface 

cleaning and elaborate access procedures 

may be required.’’

Corrective Action 

(d) If any cracking is found during any 

inspection required by paragraph (b) or (c) of 

this AD: Prior to further flight, either repair 

the cracking per the Accomplishment 

Instructions of Airbus Service Bulletin A320–

53–1028, Revision 01, dated February 12, 

2002; or do the modification specified in 

paragraph (e) of this AD. Where the service 

bulletin specifies to contact the manufacturer 

for repair instructions, prior to further flight, 

repair the cracking in accordance with a 

method approved by the Manager, 

International Branch, ANM–116; or the 

Direction Ge ́ne ́rale de l’Aviation Civile (or its 

5924 Federal Register / Vol. 69, No. 26 / Monday, February 9, 2004 / Rules and Regulations 

delegated agent). If the cracking is repaired, 

repeat the inspections as required by 

paragraph (c) of this AD. 

Modification 

(e) Modification of the transition and pickup angles in the lower part of the center 

fuselage in accordance with paragraphs 3.A. 

through 3.D. of the Accomplishment 

Instructions of Airbus Service Bulletin A320–

53–1027, Revision 03, dated February 12, 

2002, ends the repetitive inspections 

required by this AD. 

Alternative Methods of Compliance 

(f) In accordance with 14 CFR 39.19, the 

Manager, International Branch, ANM–116, is 

authorized to approve alternative methods of 

compliance for this AD. 

Incorporation by Reference 

(g) Unless otherwise specified in this AD, 

the actions shall be done in accordance with 

Airbus Service Bulletin A320–53–1027, 

Revision 2, dated June 8, 1995; Airbus 

Service Bulletin A320–53–1027, Revision 03, 

dated February 12, 2002; Airbus Service 

Bulletin A320–53–1028, dated March 1, 

1994; and Airbus Service Bulletin A320–53–

1028, Revision 01, dated February 12, 2002; 

as applicable. 

(1) The incorporation by reference of 

Airbus Service Bulletin A320–53–1027, 

Revision 03, dated February 12, 2002; and 

Airbus Service Bulletin A320–53–1028, 

Revision 01, dated February 12, 2002; is 

approved by the Director of the Federal 

Register in accordance with 5 U.S.C. 552(a) 

and 1 CFR part 51. 

(2) The incorporation by reference of 

Airbus Service Bulletin A320–53–1027, 

Revision 2, dated June 8, 1995; and Airbus 

Service Bulletin A320–53–1028, dated March 

1, 1994; was approved previously by the 

Director of the Federal Register as of July 14, 

1998 (63 FR 31345, June 9, 1998). 

(3) Copies may be obtained from Airbus, 1 

Rond Point Maurice Bellonte, 31707 Blagnac 

Cedex, France. Copies may be inspected at 

the FAA, Transport Airplane Directorate, 

1601 Lind Avenue, SW., Renton, 

Washington; or at the Office of the Federal 

Register, 800 North Capitol Street, NW., suite 

700, Washington, DC.

Note 3: The subject of this AD is addressed 

in French airworthiness directive 2002–

183(B), dated April 3, 2002.

Effective Date 

(h) This amendment becomes effective on 

March 15, 2004.

Issued in Renton, Washington, on January 

30, 2004. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service.

[FR Doc. 04–2582 Filed 2–6–04; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. 2003–NM–170–AD, Amendment 

39–13467; AD 2004–03–23] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 737–200 and –300 Series 

Airplanes Equipped With a Main Deck 

Cargo Door Installed in Accordance 

With Supplemental Type Certificate 

(STC) SA2969SO

AGENCY: Federal Aviation 

Administration, DOT.

ACTION: Final rule; request for 

comments. 

SUMMARY: This amendment supersedes 

an existing airworthiness directive (AD), 

applicable to certain Boeing Model 737–

200 and –300 series airplanes, that 

currently requires a one-time inspection 

to detect cracks of the lower frames and 

reinforcing angles of the main deck 

cargo door where the door latch fittings 

attach between certain fuselage stations 

and water lines, and replacement of any 

cracked part with a new part having the 

same part number. This amendment 

continues to require the existing actions 

and corrects a reference to an incorrect 

fuselage station. The actions specified 

by the AD are intended to detect and 

correct cracking of the lower portion of 

the main deck cargo door frames, which 

could result in sudden depressurization, 

loss or opening of the main deck cargo 

door during flight, and loss of control of 

the airplane.

DATES: Effective February 24, 2004. 

The incorporation by reference of a 

certain publication, as listed in the 

regulations, was approved previously by 

the Director of the Federal Register as of 

May 29, 2001 (66 FR 20380, April 23, 

2001). 

Comments for inclusion in the Rules 

Docket must be received on or before 

April 9, 2004.

ADDRESSES: Submit comments in 

triplicate to the Federal Aviation 

Administration (FAA), Transport 

Airplane Directorate, ANM–114, 

Attention: Rules Docket No. 2003–NM–

170–AD, 1601 Lind Avenue, SW., 

Renton, Washington 98055–4056. 

Comments may be inspected at this 

location between 9 a.m. and 3 p.m., 

Monday through Friday, except Federal 

holidays. Comments may be submitted 

via fax to (425) 227–1232. Comments 

may also be sent via the Internet using 

the following address: 9-anmnprmcomment@faa.gov. Comments sent 

via fax or the Internet must contain 

‘‘Docket No. 2003-NM–170-AD’’ in the 

subject line and need not be submitted 

in triplicate. Comments sent via the 

Internet as attached electronic files must 

be formatted in Microsoft Word 97 for 

Windows or ASCII text. 

The service information referenced in 

the proposed rule may be obtained from 

Pemco World Air Services, 100 Pemco 

Drive, Dothan, AL 36303. This 

information may be examined at the 

FAA, Transport Airplane Directorate, 

1601 Lind Avenue, SW., Renton, 

Washington; or at the FAA, Atlanta 

Aircraft Certification Office, One Crown 

Center, 1895 Phoenix Boulevard, Suite 

450, Atlanta, Georgia; or at the Office of 

the Federal Register, 800 North Capitol 

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: Don 

Buckley, Aerospace Engineer, Airframe 

and Propulsion Branch, ACE–117A, 

FAA, Atlanta Aircraft Certification 

Office, One Crown Center, 1895 Phoenix 

Boulevard, Suite 450, Atlanta, Georgia 

30337–2748, telephone (770) 703–6086; 

fax (770) 703–6097.

SUPPLEMENTARY INFORMATION: On April 

12, 2001, the FAA issued AD 2001–08–

07, amendment 39–12184 (66 FR 20380, 

April 23, 2001), applicable to certain 

Boeing Model 737–200 and –300 series 

airplanes, to require a one-time 

inspection to detect cracks of the lower 

frames and reinforcing angles of the 

main deck cargo door where the door 

latch fittings attach between certain 

fuselage stations and water lines, and 

replacement of any cracked part with a 

new part having the same part number. 

That action was prompted by reports 

that, during the inspections required by 

the existing AD, cracks were found in 

the reinforcing angles of the main deck 

cargo door frame. The requirements of 

that AD are intended to detect and 

correct cracking of the lower portion of 

the main deck cargo door frames, which 

could result in sudden depressurization, 

loss or opening of the main deck cargo 

door during flight, and loss of control of 

the airplane. 

Actions Since Issuance of Previous Rule 

Since the issuance of that AD, several 

commenters point out a typographical 

error in paragraphs (a) and (b) of the AD. 

The first sentence of those paragraphs 

state, ‘‘* * * at the location where the 

door latch fittings attach between 

fuselage station (FS) 361.86 and FS 

298.12 * * *.’’ FS 298.12 is incorrect; 

the correct FS is 498.12, which is 

specified in the service bulletin cited in 

that AD (i.e., Pemco Service Bulletin 

737–52–003, Revision 2, dated 

September 13, 2000, including