Federal Register / Vol. 65, No. 103 / Friday, May 26, 2000 / Rules and Regulations 34055

Authority: 49 U.S.C. 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

2000–10–19 Israel Aircraft Industries, Ltd.:

Amendment 39–11743. Docket 99–NM–

360–AD.

Applicability: Model 1125 Westwind Astra

and Astra SPX series airplanes, serial

numbers 004 through 115 inclusive;

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 (b) 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 ice accumulation on the

airplane leading edges, which could result in

reduced controllability of the airplane,

accomplish the following:

Modification

(a) Within 1 year after the effective date of

this AD, replace the pneumatic de-icing boot

pressure indicator switch with a switch that

activates the flight deck indicator light at 15

pounds per square inch gage, in accordance

with Astra Alert Service Bulletin 1125–30A–

199, dated April 17, 2000, or in accordance

with a method approved by the Manager,

International Branch, ANM–116, FAA,

Transport Airplane Directorate.

Alternative Methods of Compliance

(b) 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 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the International Branch,

ANM–116.

Special Flight Permits

(c) 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.

Incorporation by Reference

(d) Except as provided by paragraph (a) of

this AD, the actions shall be done in

accordance with Astra Alert Service Bulletin

1125–30A–199, dated April 17, 2000. 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 Galaxy

Aerospace Corporation, One Galaxy Way,

Fort Worth Alliance Airport, Fort Worth,

Texas 76177. 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 Israeli airworthiness directive 30–00–02–

05, dated February 24, 2000.

(e) This amendment becomes effective on

June 30, 2000.

Issued in Renton, Washington, on May 16,

2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–12813 Filed 5–25–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99–NM–251–AD; Amendment

39–11742; AD 2000–10–18]

RIN 2120–AA64

Airworthiness Directives; Airbus

Industrie Model A300, A300–600, and

A310 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to certain Airbus Industrie

Model A300, A300–600, and A310

series airplanes, that currently requires

inspections to detect cracks in the lower

spar axis of the pylons between ribs 6

and 7, and repair, if necessary. For

certain Model A310 series airplanes,

this amendment reduces the currently

required inspection thresholds and

intervals, and removes an option for a

terminating modification. This

amendment is prompted by issuance of

mandatory continuing airworthiness

information by a foreign civil

airworthiness authority. The actions

specified by this AD are intended to

prevent such fatigue cracking, which

could result in reduced structural

integrity of the engine pylon’s lower

spar, and possible separation of the

engine from the airplane.

DATES: Effective June 30, 2000.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of June 30,

2000.

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 June 28, 1996 (61 FR

26091, May 24, 1996).

ADDRESSES: The service information

referenced in this AD may be obtained

from Airbus Industrie, 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:

Norman B. Martenson, Manager,

International Branch, ANM–116, FAA,

Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2110;

fax (425) 227–1149.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 96–11–05,

amendment 39–9630 (61 FR 26091, May

24, 1996), which is applicable to certain

Airbus Industrie Model A300, A300–

600, and A310 series airplanes, was

published in the Federal Register on

February 14, 2000 (65 FR 7316). The

action proposed to continue to require

inspections to detect cracks in the lower

spar axis of the engine pylons for Airbus

Model A300 and A300–600 series

airplanes, and to require

accomplishment of the actions specified

in Airbus Service Bulletin A310–54–

2017, Revision 03, for Model A310

series airplanes.

Comments Received

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

No Objection to the Proposal

One commenter, an operator, states

that it is not affected by the proposed

AD, and therefore has no objection or

additional comments.

34056 Federal Register / Vol. 65, No. 103 / Friday, May 26, 2000 / Rules and Regulations

Reference to French Airworthiness

Directive

One commenter, the manufacturer,

requests that the proposed AD be

revised to include a reference to a

related French airworthiness directive.

The commenter states that the proposed

AD refers to French airworthiness

directive 1999–239–287(B), which

addresses Airbus Model A310 series

airplanes, but does not mention 1993–

228–154(B)R3, which addresses Airbus

Model A300 and A300–600 series

airplanes (actions for those airplanes are

required in existing FAA AD 96–11–05).

The FAA acknowledges that the

actions required by existing FAA AD

96–11–05 are related to French

airworthiness directive 1993–228–

154(B). The FAA has no objection to

including the reference in this AD,

which continues to require those actions

for Model A300 and A300–600 series

airplanes. ‘‘NOTE 3’’ of the AD has been

revised accordingly. However, although

the FAA generally references the latest

pertinent airworthiness directive issued

by another airworthiness authority as an

informational Note in the AD, this

information is not intended to be an

exhaustive list of all related mandatory

continuing airworthiness information,

and should not be considered as such.

Conclusion

After careful review of the available

data, including the comments noted

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule with the change

previously described. The FAA has

determined that this change will neither

increase the economic burden on any

operator nor increase the scope of the

AD.

Cost Impact

There are approximately 146

airplanes of U.S. registry that will be

affected by this AD.

The requirements of this AD will not

add any new additional economic

burden on affected operators, other than

the costs that are associated with

accomplishing inspections for certain

airplanes at an earlier time than would

have been required by AD 96–11–05.

The current costs associated with this

AD are reiterated (as follows) for the

convenience of affected operators.

The inspections that are currently

required by AD 96–11–05, and retained

in this AD, take approximately 8 work

hours per airplane to accomplish, at an

average labor rate of $60 per work hour.

Based on these figures, the cost impact

of the currently required actions on U.S.

operators is estimated to be $480 per

airplane, per inspection cycle.

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,

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 39–9630 (61 FR

26091, May 24, 1996), and by adding a

new airworthiness directive (AD),

amendment 39–11742, to read as

follows:

2000–10–18 Airbus Industrie:

Amendment 39–11742. Docket 99–

NM–251-AD. Supersedes AD 96–

11–05, Amendment 39–9630.

Applicability: The following models,

certificated in any category: Model A300 and

A300–600 series airplanes, as listed in Airbus

Service Bulletins A300–54–0073 and A300–

54–6014, both Revision 1, dated March 28,

1994; and Model A310 series airplanes,

except those on which Airbus Modification

10149 has been accomplished.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

otherwise 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 (m)(1) 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 fatigue

cracking, which could result in reduced

structural integrity of the engine pylon’s

lower spar and possible separation of the

engine from the airplane, accomplish the

following:

Restatement of Certain Requirements of AD

96–11–05

Eddy Current Inspections

(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 June 28, 1996 (the

effective date of AD 96–11–05, amendment

39–9630), 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 millimeters ( 1.38 inches), 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.

Federal Register / Vol. 65, No. 103 / Friday, May 26, 2000 / Rules and Regulations 34057

(ii) If any crack is found, prior to further

flight, repair in accordance with a method

approved by the Manager, International

Branch, ANM–116, FAA, Transport Airplane

Directorate; or the Direction Ge ́ne ́rale de

l’Aviation Civile (DGAC) (or its delegated

agent).

(3) If any crack is found that is greater than

or equal to 35 mm (1.38 in.), 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).

(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 June 28, 1996, 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, International

Branch, ANM–116; or the DGAC (or its

delegated agent).

(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 June 28, 1996,

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 (1.38 in.), prior to further flight, stopdrill 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, International

Branch, ANM–116; or by the DGAC (or its

delegated agent).

(3) If any crack is found that is greater than

or equal to 35 mm (1.38 in.), 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).

(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

installation of the modification, or within

500 landings after June 28, 1996, 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, International

Branch, ANM–116; or the DGAC (or its

delegated agent).

(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 June 28, 1996,

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 (1.38 in.), 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, International

Branch, ANM–116; or the DGAC (or its

delegated agent).

(3) If any crack is found that is greater than

or equal to 35 mm (1.38 in.), 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).

(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 June 28, 1996, 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, International

Branch, ANM–116; or the DGAC (or its

delegated agent).

(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 June 28, 1996,

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.

34058 Federal Register / Vol. 65, No. 103 / Friday, May 26, 2000 / Rules and Regulations

(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 (1.38 in.), prior to further flight, stopdrill 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, International

Branch, ANM–116; or the DGAC (or its

delegated agent).

(3) If any crack is found that is greater than

or equal to 35 mm (1.38 in.), 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).

(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 17,000 landings since

installation of the modification, or within

500 landings after June 28, 1996, 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, International

Branch, ANM–116; or the DGAC (or its

delegated agent).

New Requirements of This AD

New and Repetitive Inspections for Model

A310 Series Airplanes

(i) For Model A310 series airplanes on

which the modification specified in Airbus

Service Bulletin A310–54–2023, dated

October 15, 1993, has not been

accomplished: 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 A310–54–2017, Revision 03, dated

June 11, 1999, at the applicable time

specified in paragraph (i)(1), (i)(2), or (i)(3) of

this AD.

(1) For airplanes that have accumulated

fewer than 10,000 total landings as of the

effective date of this AD: Inspect prior to the

accumulation of 7,000 total landings, or

within 1,500 landings after the effective date

of this AD, whichever occurs later.

(2) For airplanes that have accumulated

10,000 total landings or more and fewer than

20,000 total landings as of the effective date

of this AD: Inspect within 1,000 landings

after the effective date of this AD.

(3) For airplanes that have accumulated

20,000 total landings or more as of the

effective date of this AD: Inspect within 500

landings after the effective date of this AD.

(j) If no crack is found during the

inspection required by paragraph (i) of this

AD, accomplish the actions specified by

either paragraph (j)(1) or (j)(2) of this AD.

(1) Repeat the inspection thereafter at

intervals not to exceed 6,400 landings. Or

(2) Prior to further flight, modify the lower

spar between ribs 6 and 7 in accordance with

Airbus Industrie Service Bulletin A310–54–

2023, dated October 15, 1993, and thereafter

accomplish the actions required by paragraph

(l) of this AD.

(k) If any crack is found during any

inspection required by paragraph (i) or (j) of

this AD, accomplish the actions required by

paragraph (k)(1) or (k)(2) of this AD, as

applicable.

(1) If the crack is less than 35 mm (1.38

in.), prior to further flight, repair in

accordance with Airbus Industrie Service

Bulletin A310–54–2017, Revision 03, dated

June 11, 1999. Thereafter, within 13,600

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 end of the

doubler, in accordance with the service

bulletin.

(i) If no crack is found during the

inspection required by paragraph (k)(1) of

this AD, repeat the inspection required by

paragraph (i) of this AD thereafter at intervals

not to exceed 11,600 landings.

(ii) If any crack is found during the

inspection required by paragraph (k)(1) of

this AD, 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).

(2) If the crack is equal to or greater than

35 mm (1.38 in.), 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).

(l) For Model A310 series airplanes on

which the modification specified in Airbus

Industrie Service Bulletin A310–54–2023,

dated October 15, 1993, has been

accomplished: Within 23,000 landings after

accomplishment of the modification, or

within 90 days 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 A310–54–2017, Revision 03,

dated June 11, 1999.

(1) If no crack is found, repeat the

inspection thereafter at intervals not to

exceed 15,500 landings.

(2) If any crack is found during any

inspection required by paragraph (l) or (l)(1)

of this AD, 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).

Alternative Methods of Compliance

(m)(1) 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.

(2) Alternate methods of compliance

approved previously in accordance with AD

96–11–05, Amendment 39–9630, for

paragraphs (a) through (h) of that AD, are

approved as alternative methods of

compliance with paragraphs (a) through (h)

of this AD.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the International Branch,

ANM–116.

Special Flight Permits

(n) 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.

Federal Register / Vol. 65, No. 103 / Friday, May 26, 2000 / Rules and Regulations 34059

Incorporation by Reference

(o) Except as required by paragraphs (a)(2), (a)(2)(ii), (a)(3), (b)(2), (c)(2), (c)(2)(ii), (c)(3), (d)(2), (e)(2), (e)(2)(ii), (e)(3), (f)(2), (g)(2),

(g)(2)(ii), (g)(3), (h)(2), (k)(1)(ii), (k)(2), and (l)(2), the actions shall be done in accordance with the following Airbus service bulletins:

Airbus service bulletin No. Revision level Service bulletin

date

A300–54–0073, ....................................................................................................................................... 1 ............................. March 28, 1994.

A300–54–6014, ....................................................................................................................................... 1 ............................. March 28, 1994.

A310–54–2017, ....................................................................................................................................... 03 ........................... June 11, 1999.

A310–54–2023, ....................................................................................................................................... Original .................. October 15, 1993.

(1) The incorporation by reference of

Airbus Service Bulletin A310–54–2017,

Revision 03, dated June 11, 1999, 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 the

remaining service bulletins was approved

previously by the Director of the Federal

Register as of June 28, 1996 (61 FR 26091,

May 24, 1996).

(3) Copies may be obtained from Airbus

Industrie, 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 directives 1999–

239–287(B) and 1993–228–154(B)R3, both

dated June 2, 1999.

(p) This amendment becomes effective on

June 30, 2000.

Issued in Renton, Washington, on May 16,

2000.

Donald L. Riggin,

Acting Manager,Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–12814 Filed 5–25–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99–NM–28–AD; Amendment

39–11740; AD 2000–10–16]

RIN 2120–AA64

Airworthiness Directives; Airbus Model

A319, A320, and A321 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to certain Airbus Model

A319, A320, and A321 series airplanes,

that currently requires repetitive

inspections for discrepancies of the lock

bolt for the pintle pin on the main

landing gear (MLG), and follow-on

corrective actions, if necessary. This

amendment requires additional followon actions for certain airplanes. This

amendment also provides for optional

terminating action for the requirements

of this AD. This amendment is

prompted by issuance of mandatory

continuing airworthiness information by

a foreign civil airworthiness authority.

The actions specified by this AD are

intended to detect and correct a rotated,

damaged, or missing lock bolt, which

could result in disengagement of the

pintle pin from the pintle fitting

bearing, and consequent collapse of the

MLG during landing.

DATES: Effective June 30, 2000.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of June 30,

2000.

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 August 12, 1998 (63 FR

36834, July 8, 1998).

ADDRESSES: The service information

referenced in this AD may be obtained

from Airbus Industrie, 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:

Norman B. Martenson, Manager,

International Branch, ANM–116, FAA,

Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2110;

fax (425) 227–1149.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 98–14–11,

amendment 39–10644 (63 FR 36834,

July 8, 1998), which is applicable to all

Airbus Model A319, A320, and A321

series airplanes, was published in the

Federal Register on February 24, 2000

(65 FR 9225). The action proposed to

continue to require repetitive

inspections for discrepancies of the lock

bolt for the pintle pin on the main

landing gear (MLG), and follow-on

corrective actions, if necessary; and to

require additional follow-on actions,

including a retorque of the lock bolt for

the pintle pin.

Comment Received

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comment received.

Reference to Terminating Modification

Two commenters request that the

proposed AD include reference to

Airbus Modifications 28903 (for Model

A319 and A320 series airplanes) and

30044 (for Model A321 series airplanes)

as terminating action to the

requirements of this AD. Airbus Service

Bulletin A320–32–1213, dated March

21, 2000, describes procedures for

accomplishment of the modification,

which involves installation of a dual

lock bolt configuration. One commenter

notes that the Direction Ge ́ne ́rale de

l’Aviation Civile (DGAC), which is the

airworthiness authority of France, has

approved this modification as

terminating action for the inspections

and actions described in Airbus Service

Bulletin A320–32–1187.

The FAA concurs that the

modification described in Airbus

Service Bulletin A320–32–1213

constitutes acceptable terminating

action to the requirements of this AD. A

new paragraph (c) has been added to the

AD to provide this option to operators,

and the applicability of the AD has been

limited to those airplanes not having the

modification. Additionally, since

terminating action is now available, the

FAA has removed the ‘‘Interim Action’’

discussion from the AD; however, the

FAA may consider further rulemaking if