```

[Federal Register Volume 80, Number 142 (Friday, July 24, 2015)]
[Rules and Regulations]
[Pages 43931-43936]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-17934]

-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2014-0011; Directorate Identifier 2013-NM-046-AD; 
Amendment 39-18194; AD 2015-13-07]
RIN 2120-AA64

Airworthiness Directives; Airbus Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of 
Transportation (DOT).

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: We are superseding Airworthiness Directive (AD) 98-13-23 for 
certain Airbus Model A300 B4-600, B4-600R, and F4-600R series 
airplanes, and Model A300 C4-605R Variant F airplanes (collectively 
called Model A300-600 series airplanes). AD 98-13-23 required 
inspections to detect corrosion and cracking of the lower horizontal 
stabilizer cutout longeron, the corner fitting, the skin strap, and the 
outer skin; and repair, if necessary. This new AD reduces the 
compliance times and repetitive intervals, and changes the inspection 
procedures. This AD was prompted by the determination that the risk of 
cracking is higher than initially determined. We are issuing this AD to 
prevent cracking of the lower horizontal stabilizer cutout longeron, 
the corner fitting, the skin strap, and the outer skin, which could 
result in reduced structural integrity of the horizontal-stabilizer 
cutout longeron.

DATES: This AD becomes effective August 28, 2015.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in this AD as of August 28, 
2015.
    The Director of the Federal Register approved the incorporation by 
reference of a certain other publication listed in this AD as of July 
30, 1998 (63 FR 34576).

ADDRESSES: You may examine the AD docket on the Internet at http://www.regulations.gov/#!docketDetail;D=FAA-2014-0011; or in person at the 
Docket Management Facility, U.S. Department of

[[Page 43932]]

Transportation, Docket Operations, M-30, West Building Ground Floor, 
Room W12-140, 1200 New Jersey Avenue SE., Washington, DC.
    For service information identified in this AD, contact Airbus SAS, 
Airworthiness Office--EAW, 1 Rond Point Maurice Bellonte, 31707 Blagnac 
Cedex, France; telephone +33 5 61 93 36 96; fax +33 5 61 93 44 51; 
email account.airworth-eas@airbus.com; Internet http://www.airbus.com. 
You may view this referenced service information at the FAA, Transport 
Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For information 
on the availability of this material at the FAA, call 425-227-1221. It 
is also available on the Internet at http://www.regulations.gov by 
searching for and locating Docket No. FAA-2014-0011.

FOR FURTHER INFORMATION CONTACT: Dan Rodina, Aerospace Engineer, 
International Branch, ANM-116, Transport Airplane Directorate, FAA, 
1601 Lind Avenue SW., Renton, WA 98057-3356; telephone 425-227-2125; 
fax 425-227-1149.

SUPPLEMENTARY INFORMATION: 

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 to supersede AD 98-13-23, Amendment 39-10614 (63 FR 34576, June 
25, 1998). AD 98-13-23 applied to certain Airbus Model 300-600 series 
airplanes. The NPRM published in the Federal Register on February 10, 
2014 (79 FR 7592).
    The European Aviation Safety Agency (EASA), which is the Technical 
Agent for the Member States of the European Union, has issued EASA 
Airworthiness Directive 2013-0048, dated March 4, 2013 (referred to 
after this as the Mandatory Continuing Airworthiness Information, or 
``the MCAI''), to correct an unsafe condition on certain Airbus Model 
A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-
605R Variant F airplanes (collectively called Model A300-600 series 
airplanes). The MCAI states:

    During a full scale fatigue test, a crack was found at the lower 
corner of the assembly of the horizontal stabilizer cut-out, between 
Frame (FR)87 and FR89 and between Stringer (STGR)24 and STGR27, Left 
Hand (LH) and Right Hand (RH) sides.
    This condition, if not detected and corrected, could reduce the 
structural integrity of the aeroplane.
    DGAC [The Direction Generale de l'Aviation Civile France] France 
issued AD * * * to require repetitive visual and High Frequency Eddy 
Current (HFEC) rotating probe inspections of the affected areas and 
subsequent corrective action, in case of cracks.
    Since that [DGAC France] AD was issued, a fleet survey and 
updated Fatigue and Damage Tolerance analyses have been performed to 
substantiate the second A300-600 Extended Service Goal (ESG2) 
exercise. The results of these analyses have shown that the risk of 
cracks for these aeroplanes is higher than initially determined and 
that, consequently, the thresholds and intervals must be reduced to 
allow timely detection of these cracks and accomplishment of an 
applicable corrective action.
    For the reasons described above, this [EASA] AD retains the 
requirements of DGAC France AD * * *, which is superseded, and 
requires the accomplishment of these actions within the new 
thresholds and intervals defined in Revision 03 of Airbus Service 
Bulletin (SB) A300-53-6042 [dated August 30, 2012].

    You may examine the MCAI in the AD docket on the Internet at http://www.regulations.gov/#!docketDetail;D=FAA-2014-0011-0002.

Comments

    We gave the public the opportunity to participate in developing 
this AD. The following presents the comments received on the NPRM (79 
FR 7592, February 10, 2014) and the FAA's response to each comment.

Acknowledgement of the NPRM (79 FR 7592, February 10, 2014)

    FedEx acknowledges the requirements of the NPRM (79 FR 7592, 
February 10, 2014).

Request To Revise Compliance Times

    UPS requested that we revise the compliance times in the proposed 
AD (79 FR 7592, February 10, 2014) to reflect specific times regardless 
of the aircraft utilization rate. UPS stated that a comment response in 
AD 98-13-23, Amendment 39-10614 (63 FR 34576, June 25, 1998), noted 
that the FAA did not concur with the ``average flight time'' (AFT) 
compliance time methodology as it may not address the unsafe condition 
in a timely manner. UPS stated that paragraph (h) of the proposed AD 
specifies that the compliance time is at the applicable times specified 
in paragraph 1.E. of Airbus Service Bulletin A300-53-6042, Revision 03, 
dated August 30, 2012, which establishes the initial and repetitive 
inspection compliance times based on AFT methodology. UPS requested 
changing the compliance times in paragraph (h) of the proposed AD to 
reflect specific values regardless of the aircraft utilization rate to 
provide consistency in the compliance times for paragraphs (g) and (h) 
of the proposed AD.
    We disagree with the commenter's request to revise the compliance 
times in this AD. At the time the FAA issued AD 98-13-23, Amendment 39-
10614 (63 FR 34576, June 25, 1998), the required actions in Airbus 
Service Bulletin A300-53-6042, Revision 1, dated February 20, 1995, 
contained inspection thresholds and intervals based on airplane flight 
cycles, and provided instructions for adjusting the flight cycle 
threshold and interval using each individual airplane's AFT 
utilization. The FAA did not agree with the AFT method because it could 
result in a different inspection threshold and interval for each 
individual airplane, and the FAA did not agree with adjusting a flight 
cycle based threshold and interval using the average flight time 
utilization without also having a related flight hour based threshold 
and interval. In Airbus Service Bulletin A300-53-6042, Revision 03, 
dated August 30, 2012, the inspection thresholds and intervals are now 
based on the accumulation of both flight cycles and flight hours, and 
are listed in tables appropriately grouping airplanes with average 
flight time utilization above 1.5 hours, and airplanes with average 
flight time utilization at or below 1.5 hours. The changes made in 
Airbus Service Bulletin A300-53-6042, Revision 03, dated August 30, 
2012 have addressed the FAA's original concerns with the AFT method and 
is acceptable for this AD.
    We acknowledge that a fixed compliance time for a fleet could be 
easier for operators to schedule and record compliance. Therefore, 
under the provisions of paragraph (l)(1) of this AD, we will consider 
requests for approval of an alternative method of compliance (AMOC) if 
a proposal is submitted that is supported by technical data that 
includes fatigue and damage tolerance analysis. We have not changed 
this AD in this regard.

Request for Credit for Previous Cold Expansion

    UPS requested that we allow credit for previous accomplishment of 
cold expansion of the fastener holes. UPS stated that paragraph (h)(3) 
of the proposed AD (79 FR 7592, February 10, 2014) requires cold 
working fastener holes in accordance with Airbus Service Bulletin A300-
53-6042, Revision 03, dated August 30, 2012, if no cracking is found. 
However, the fastener holes were previously cold worked as a 
requirement of paragraph (c)(2) of AD 98-13-23, Amendment 39-10614 (63 
FR 34576, June 25, 1998). UPS suggested that we add the phrase ``unless 
previously accomplished'' to

[[Page 43933]]

the second sentence of paragraph (h)(3) of the proposed AD.
    We agree with the request to give credit if fastener holes were 
cold worked before the effective date of this AD. We have added a new 
paragraph (k)(2) to this AD to give credit for cold working fastener 
holes using Airbus Service Bulletin A300-53-6042, Revision 1, dated 
February 20, 1995, which is referred to as the appropriate source of 
service information for the actions in AD 98-13-23, Amendment 39-10614 
(63 FR 34576, June 25, 1998); or Airbus Service Bulletin A300-53-6042, 
Revision 02, dated April 28, 1998.
    We have re-designated paragraph (k) of the proposed AD (79 FR 7592, 
February 10, 2014) as paragraph (k)(1) of this AD. We also removed the 
reference to Airbus Service Bulletin A300-53-6042, Revision 1, dated 
February 20, 1995 from paragraph (k)(1) of this AD, which gives credit 
for actions in paragraph (g) of this AD. Paragraph (g) of this AD 
already refers Airbus Service Bulletin A300-53-6042, Revision 1, dated 
February 20, 1995, as a source of service information.

Request To Remove Requirement To Refer to This AD in Repair Approvals

    UPS also requested that we revise paragraph (i)(2) of the proposed 
AD (79 FR 7592, February 10, 2014) to remove the requirement to include 
the AD reference in repair approvals. UPS noted its concerns that the 
proposal would require development of a unique Airbus process for U.S. 
operators; that it could have significant financial and administrative 
impacts to existing customer support agreements and different AD 
records requirements within an operator's fleet; and that it will 
increase requests for approval of AMOCs and result in delayed return to 
service.
    We concur with the commenter's request to remove from this AD the 
requirement that repair approvals must specifically refer to this AD. 
We have revised paragraph (i)(2) of this AD accordingly.
    Since late 2006, we have included a standard paragraph titled 
``Airworthy Product'' in all MCAI ADs in which the FAA develops an AD 
based on a foreign authority's AD. The MCAI or referenced service 
information in an FAA AD often directs the owner/operator to contact 
the manufacturer for corrective actions, such as a repair. Briefly, the 
Airworthy Product paragraph allowed owners/operators to use corrective 
actions provided by the manufacturer if those actions were FAA-
approved. In addition, the paragraph stated that any actions approved 
by the State of Design Authority (or its delegated agent) are 
considered to be FAA-approved.
    In the NPRM (79 FR 7592, February 10, 2014), we proposed to prevent 
the use of repairs that were not specifically developed to correct the 
unsafe condition, by requiring that the repair approval provided by the 
State of Design Authority or its delegated agent specifically refer to 
this FAA AD. This change was intended to clarify the method of 
compliance and to provide operators with better visibility of repairs 
that are specifically developed and approved to correct the unsafe 
condition. In addition, we proposed to change the phrase ``its 
delegated agent'' to include ``the Design Approval Holder (DAH) with a 
State of Design Authority's design organization approval (DOA)'' to 
refer to a DAH authorized to approve required repairs for the AD.
    In its comments to the NPRM (79 FR 7592, February 10, 2014), UPS 
stated the following: ``The proposed wording, being specific to 
repairs, eliminates the interpretation that Airbus messages are 
acceptable for approving minor deviations (corrective actions) needed 
during accomplishment of an AD mandated Airbus service bulletin.''
    This comment has made the FAA aware that some operators have 
misunderstood or misinterpreted the Airworthy Product paragraph to 
allow the owner/operator to use messages provided by the manufacturer 
as approval of deviations during the accomplishment of an AD-mandated 
action. The Airworthy Product paragraph does not approve messages or 
other information provided by the manufacturer for deviations to the 
requirements of the AD-mandated actions. The Airworthy Product 
paragraph only addresses the requirement to contact the manufacturer 
for corrective actions for the identified unsafe condition and does not 
cover deviations from other AD requirements. However, deviations to AD-
required actions are addressed in 14 CFR 39.17, and anyone may request 
the approval for an alternative method of compliance to the AD-required 
actions using the procedures found in 14 CFR 39.19.
    To address this misunderstanding and misinterpretation of the 
Airworthy Product paragraph, we have changed that paragraph and 
retitled it ``Contacting the Manufacturer.'' This paragraph now 
clarifies that for any requirement in this AD to obtain corrective 
actions from a manufacturer, the actions must be accomplished using a 
method approved by the FAA, EASA, or Airbus's EASA DOA.
    The Contacting the Manufacturer paragraph also clarifies that, if 
approved by the DOA, the approval must include the DOA-authorized 
signature. The DOA signature indicates that the data and information 
contained in the document are EASA-approved, which is also FAA-
approved. Messages and other information provided by the manufacturer 
that do not contain the DOA-authorized signature approval are not EASA-
approved, unless EASA directly approves the manufacturer's message or 
other information.
    This clarification does not remove flexibility afforded previously 
by the Airworthy Product paragraph. Consistent with long-standing FAA 
policy, such flexibility was never intended for required actions. This 
is also consistent with the recommendation of the AD Implementation 
Aviation Rulemaking Committee to increase flexibility in complying with 
ADs by identifying those actions in manufacturers' service instructions 
that are ``Required for Compliance'' with ADs. We continue to work with 
manufacturers to implement this recommendation. But once we determine 
that an action is required, any deviation from the requirement must be 
approved as an alternative method of compliance.
    Other commenters to an NPRM having Directorate Identifier 2012-NM-
101-AD (78 FR 78285, December 26, 2013) pointed out that in many cases 
the foreign manufacturer's service bulletin and the foreign authority's 
MCAI may have been issued some time before the FAA AD. Therefore, the 
DOA may have provided U.S. operators with an approved repair, developed 
with full awareness of the unsafe condition, before the FAA AD is 
issued. Under these circumstances, to comply with the FAA AD, the 
operator would be required to go back to the manufacturer's DOA and 
obtain a new approval document, adding time and expense to the 
compliance process with no safety benefit.
    Based on these comments, we removed the requirement from this AD 
that the DAH-provided repair specifically refer to this AD. Before 
adopting such a requirement in the future, the FAA will coordinate with 
affected DAHs and verify they are prepared to implement means to ensure 
that their repair approvals consider the unsafe condition addressed in 
an AD. Any such requirements will be adopted through the normal AD 
rulemaking process, including notice-and-comment procedures, when 
appropriate.
    We have also decided not to include a generic reference to either 
the

[[Page 43934]]

``delegated agent'' or the ``DAH with State of Design Authority design 
organization approval,'' but instead we will provide the specific 
delegation approval granted by the State of Design Authority for the 
DAH.

Conclusion

    We reviewed the available data, including the comments received, 
and determined that air safety and the public interest require adopting 
this AD with the changes described previously and minor editorial 
changes. We have determined that these minor changes:
     Are consistent with the intent that was proposed in the 
NPRM (79 FR 7592, February 10, 2014) for correcting the unsafe 
condition; and
     Do not add any additional burden upon the public than was 
already proposed in the NPRM (79 FR 7592, February 10, 2014).

Related Service Information Under 1 CFR Part 51

    Airbus issued Service Bulletin A300-53-6042, Revision 03, dated 
August 30, 2012. The service information describes procedures for an 
inspection of the lower tail plane cut-out. This service information is 
reasonably available because the interested parties have access to it 
through their normal course of business or by the means identified in 
the ADDRESSES section of this AD.

Costs of Compliance

    We estimate that this AD affects 5 airplanes of U.S. registry.
    The actions required by AD 98-13-23, Amendment 39-10614 (63 FR 
34576, June 25, 1998), and retained in this AD take about 268 work-
hours per product, at an average labor rate of $85 per work-hour. 
Required parts cost about $0 per product. Based on these figures, the 
estimated cost of the actions that were required by AD 98-13-23 is 
$22,780 per product.
    We also estimate that it will take about 88 work-hours per product 
to comply with the new basic requirements of this AD. The average labor 
rate is $85 per work-hour. Required parts will cost about $0 per 
product. Based on these figures, we estimate the cost of this AD on 
U.S. operators to be $37,400, or $7,480 per product per inspection 
cycle.
    In addition, we estimate that any necessary follow-on actions will 
take about 155 work-hours and require parts costing $0, for a cost of 
$13,175 per product. We have no way of determining the number of 
aircraft that might need this action.

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, section 106, describes the 
authority of the FAA Administrator. ``Subtitle VII: Aviation 
Programs,'' describes in more detail the scope of the Agency's 
authority.
    We are issuing this rulemaking under the authority described in 
``Subtitle VII, Part A, Subpart III, Section 44701: General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

Regulatory Findings

    We determined that this AD will not have federalism implications 
under Executive Order 13132. This AD will not have a substantial direct 
effect on the States, on the relationship between the national 
government and the States, or on the distribution of power and 
responsibilities among the various levels of government.
    For the reasons discussed above, I certify that this AD:
    1. Is not a ``significant regulatory action'' under Executive Order 
12866;
    2. Is not a ``significant rule'' under the DOT Regulatory Policies 
and Procedures (44 FR 11034, February 26, 1979);
    3. Will not affect intrastate aviation in Alaska; and
    4. Will not have a significant economic impact, positive or 
negative, on a substantial number of small entities under the criteria 
of the Regulatory Flexibility Act.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov/#!docketDetail;D=FAA-2014-0011; or in person at the 
Docket Management Facility between 9 a.m. and 5 p.m., Monday through 
Friday, except Federal holidays. The AD docket contains this AD, the 
regulatory evaluation, any comments received, and other information. 
The street address for the Docket Operations office (telephone 800-647-
5527) is in the ADDRESSES section.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

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

Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by removing Airworthiness Directive (AD) 
98-13-23, Amendment 39-10614 (63 FR 34576, June 25, 1998), and adding 
the following new AD:

2015-13-07 Airbus: Amendment 39-18194. Docket No. FAA-2014-0011; 
Directorate Identifier 2013-NM-046-AD.

(a) Effective Date

    This AD becomes effective August 28, 2015.

(b) Affected ADs

    This AD replaces AD 98-13-23, Amendment 39-10614 (63 FR 34576, 
June 25, 1998).

(c) Applicability

    This AD applies to Airbus Model A300 B4-601, B4-603, B4-620, and 
B4-622 airplanes; Model A300 B4-605R and B4-622R airplanes; Model 
A300 F4-605R and F4-622R airplanes; and Model A300 C4-605R Variant F 
airplanes; certificated in any category; on which Airbus 
Modification 6146 has not been installed.

(d) Subject

    Air Transport Association (ATA) of America Code 53, Fuselage.

(e) Reason

    This AD was prompted by reports of cracking found at the lower 
corner of the horizontal stabilizer cutout longeron during a full 
scale fatigue test, and a determination that the risk of cracking is 
higher than initially determined. We are issuing this AD to prevent 
cracking of the lower horizontal stabilizer cutout longeron, the 
corner fitting, the skin strap, and the outer skin, which could 
result in reduced structural integrity of the horizontal-stabilizer 
cutout longeron.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

(g) Retained Inspections and Corrective Actions

    This paragraph restates the requirements of paragraphs (a), (b), 
(c), (d), and (e) of AD 98-13-23, Amendment 39-10614 (63 FR 34576,

[[Page 43935]]

June 25, 1998), with revised service information.
    (1) Prior to the accumulation of 18,000 total landings, or 
within 2,000 landings after July 30, 1998 (the effective date of AD 
98-13-23, Amendment 39-10614 (63 FR 34576, June 25, 1998), whichever 
occurs later: Perform a visual and eddy current inspection to detect 
cracks and/or corrosion of Areas 1 and 2 of the lower horizontal 
stabilizer cutout longeron, in accordance with Airbus Service 
Bulletin A300-53-6042, Revision 1, dated February 20, 1995; or the 
Accomplishment Instructions of Airbus Service Bulletin A300-53-6042, 
Revision 03, dated August 30, 2012. As of the effective date of this 
AD, use only Airbus Service Bulletin A300-53-6042, Revision 03, 
dated August 30, 2012, to do the actions required by this paragraph.
    (2) At the later of the times specified in paragraphs (g)(2)(i) 
and (g)(2)(ii) of this AD: Perform a visual and an eddy current 
inspection to detect cracks and corrosion of Area 3 of the lower 
horizontal stabilizer cutout longeron, in accordance with Airbus 
Service Bulletin A300-53-6042, Revision 1, dated February 20, 1995; 
or the Accomplishment Instructions of Airbus Service Bulletin A300-
53-6042, Revision 03, dated August 30, 2012. As of the effective 
date of this AD, use only Airbus Service Bulletin A300-53-6042, 
Revision 03, dated August 30, 2012, to do the actions required by 
this paragraph.
    (i) Prior to the accumulation of 24,000 total landings, but not 
before the accumulation of 18,000 total landings; or
    (ii) Prior to the accumulation of 2,000 landings after July 30, 
1998 (the effective date of AD 98-13-23, Amendment 39-10614 (63 FR 
34576, June 25, 1998)).
    (3) If no cracking is detected during any inspection required by 
paragraph (g)(1) or (g)(2) of this AD: Before further flight, cold 
work and ream the vacated fastener holes, in accordance with Airbus 
Service Bulletin A300-53-6042, Revision 1, dated February 20, 1995; 
or the Accomplishment Instructions of Airbus Service Bulletin A300-
53-6042, Revision 03, dated August 30, 2012; and perform the 
requirements of paragraph (g)(3)(i) or (g)(3)(ii) of this AD, as 
applicable. As of the effective date of this AD, use only Airbus 
Service Bulletin A300-53-6042, Revision 03, dated August 30, 2012, 
to do the actions required by this paragraph.
    (i) For airplanes on which no cracking is found in Area 1 or 2: 
Repeat the inspections required by paragraph (g)(1) of this AD 
thereafter at intervals not to exceed 6,000 flight cycles.
    (ii) For airplanes on which no cracking is found in Area 3: 
Perform the various follow-on actions in accordance with Airbus 
Service Bulletin A300-53-6042, Revision 1, dated February 20, 1995; 
or the Accomplishment Instructions of Airbus Service Bulletin A300-
53-6042, Revision 03, dated August 30, 2012. (The follow-on actions 
include installing a new corner fitting, installing a new longeron, 
and performing a cold working procedure.) After accomplishment of 
these follow-on actions, no further action is required by this AD. 
After the effective date of this AD, use only Airbus Service 
Bulletin A300-53-6042, Revision 03, dated August 30, 2012, to do the 
actions required by this paragraph.
    (4) If any cracking is detected during any inspection required 
by paragraph (g)(1) or (g)(2) of this AD, perform the requirements 
of paragraph (g)(4)(i) or (g)(4)(ii) of this AD, as applicable.
    (i) If any cracking is found in Area 1 or 3 that is within the 
limits specified in Airbus Service Bulletin A300-53-6042, Revision 
1, dated February 20, 1995; or Airbus Service Bulletin A300-53-6042, 
Revision 03, dated August 30, 2012: Before further flight, repair in 
accordance with Airbus Service Bulletin A300-53-6042, Revision 1, 
dated February 20, 1995; or the Accomplishment Instructions of 
Airbus Service Bulletin A300-53-6042, Revision 03, dated August 30, 
2012. As of the effective date of this AD, use only Airbus Service 
Bulletin A300-53-6042, Revision 03, dated August 30, 2012, to do the 
actions required by this paragraph.
    (ii) If any cracking is found in Area 2, or if any cracking is 
found in any area and that cracking is beyond the limits described 
in Airbus Service Bulletin A300-53-6042, Revision 1, dated February 
20, 1995; or Airbus Service Bulletin A300-53-6042, Revision 03, 
dated August 30, 2012: Before further flight, repair using a method 
approved by the Manager, International Branch, ANM-116, Transport 
Airplane Directorate, FAA; or the European Aviation Safety Agency 
(EASA), or Airbus's EASA Design Organization Approval (DOA).
    (5) If any corrosion is detected during any inspection required 
by paragraph (g) of this AD, prior to further flight, repair the 
corrosion, in accordance with Airbus Service Bulletin A300-53-6042, 
Revision 1, dated February 20, 1995; or the Accomplishment 
Instructions of Airbus Service Bulletin A300-53-6042, Revision 03, 
dated August 30, 2012. As of the effective date of this AD, use only 
Airbus Service Bulletin A300-53-6042, Revision 03, dated August 30, 
2012, to do the actions required by this paragraph.

(h) New Inspections

    At the applicable times specified in paragraph 1.E., 
``Compliance,'' of Airbus Service Bulletin A300-53-6042, Revision 
03, dated August 30, 2012, except as provided by paragraphs (j)(1) 
and (j)(2) of this AD: Do the actions specified in paragraphs 
(h)(1), (h)(2), and (h)(3) of this AD, in accordance with the 
Accomplishment Instructions of Airbus Service Bulletin A300-53-6042, 
Revision 03, dated August 30, 2012. Repeat the inspections, 
thereafter, at the applicable intervals specified in paragraph 1.E., 
``Compliance,'' of Airbus Service Bulletin A300-53-6042, Revision 
03, dated August 30, 2012. Doing the initial inspections required by 
paragraph (h) of this AD and applicable corrective actions required 
by paragraph (i) of this AD terminates the requirements of paragraph 
(g) of this AD.
    (1) Do a general visual inspection for cracking and corrosion of 
the lower horizontal stabilizer cut-out longeron, the corner 
fitting, the skin strap, and the skin between frame (FR)87 and FR89 
and between stringers (STGR)24 and STGR27, left- and right-hand 
sides.
    (2) Do a high frequency eddy current (HFEC) inspection for 
cracking of the flanges of the lower corner fittings and the edges 
of the outer skin and the edges of the longeron, the skin strap, and 
the skin at the run-out of the corner fitting above the last eight 
fasteners.
    (3) Do a rotating probe inspection for cracking of the fastener 
holes. If no cracking is found during the rotating probe inspection, 
before further flight, do a cold expansion of the fastener holes, in 
accordance with the Accomplishment Instructions of Airbus Service 
Bulletin A300-53-6042, Revision 03, dated August 30, 2012.

(i) New Corrective Actions

    (1) If any corrosion is found during any inspection required by 
paragraph (h) of this AD, before further flight, repair, in 
accordance with the Accomplishment Instructions of Airbus Service 
Bulletin A300-53-6042, Revision 03, dated August 30, 2012.
    (2) If any cracking is found during any inspection required by 
paragraph (h) of this AD, before further flight, repair in 
accordance with the Accomplishment Instructions of Airbus Service 
Bulletin A300-53-6042, Revision 03, dated August 30, 2012, except 
where Airbus Service Bulletin A300-53-6042, Revision 03, dated 
August 30, 2012, specifies to contact Airbus, before further flight, 
repair using a method approved by the Manager, International Branch, 
ANM-116, Transport Airplane Directorate, FAA; or EASA, or Airbus's 
EASA DOA.

(j) Exception

    (1) Where Airbus Service Bulletin A300-53-6042, Revision 03, 
dated August 30, 2012, specifies a grace period of 1950 flight 
cycles or 4100 flight hours, this AD specifies the grace period 
after the effective date of this AD.
    (2) Where Airbus Service Bulletin A300-53-6042, Revision 03, 
dated August 30, 2012, specifies a compliance time ``after receipt 
of this service bulletin,'' this AD requires compliance within the 
specified compliance time after the effective date of this AD.

(k) Credit for Previous Actions

    (1) This paragraph provides credit for the corresponding actions 
required by paragraph (g) of this AD, if those actions were 
performed before the effective date of this AD using Airbus Service 
Bulletin A300-53-6042, Revision 02, dated April 28, 1998, which is 
not incorporated by reference in this AD.
    (2) This paragraph provides credit for the corresponding actions 
required by paragraph (h)(3) of this AD, if those actions were 
performed before the effective date of this AD using Airbus Service 
Bulletin A300-53-6042, Revision 1, dated February 20, 1995, which 
was incorporated by reference in AD 98-13-23, Amendment 39-10614 (63 
FR 34576, June 25, 1998), and continues to be incorporated by 
reference in this AD; or Airbus Service Bulletin A300-53-6042, 
Revision 02, dated April 28, 1998, which is not incorporated by 
reference in this AD.

(l) Other FAA AD Provisions

    The following provisions also apply to this AD:
    (1) Alternative Methods of Compliance (AMOCs): The Manager, 
International Branch, ANM-116, Transport Airplane

[[Page 43936]]

Directorate, FAA, has the authority to approve AMOCs for this AD, if 
requested using the procedures found in 14 CFR 39.19. In accordance 
with 14 CFR 39.19, send your request to your principal inspector or 
local Flight Standards District Office, as appropriate. If sending 
information directly to the International Branch, send it to ATTN: 
Dan Rodina, Aerospace Engineer, International Branch, ANM-116, 
Transport Airplane Directorate, FAA, 1601 Lind Avenue SW., Renton, 
WA 98057-3356; telephone 425-227-2125; fax 425-227-1149. Information 
may be emailed to: 9-ANM-116-AMOC-REQUESTS@faa.gov.
    (i) Before using any approved AMOC, notify your appropriate 
principal inspector, or lacking a principal inspector, the manager 
of the local flight standards district office/certificate holding 
district office. The AMOC approval letter must specifically 
reference this AD.
    (ii) AMOCs approved for AD 98-13-23, Amendment 39-10614 (63 FR 
34576, June 25, 1998), are approved as AMOCs for the corresponding 
requirements of this AD.
    (2) Contacting the Manufacturer: As of the effective date of 
this AD, for any requirement in this AD to obtain corrective actions 
from a manufacturer, the action must be accomplished using a method 
approved by the Manager, International Branch, ANM-116, Transport 
Airplane Directorate, FAA; or the EASA; or Airbus's EASA DOA. If 
approved by the DOA, the approval must include the DOA-authorized 
signature.

(m) Related Information

    (1) Refer to Mandatory Continuing Airworthiness Information 
(MCAI) EASA Airworthiness Directive 2013-0048, dated March 4, 2013, 
for related information. This MCAI may be found in the AD docket on 
the Internet at http://www.regulations.gov by searching for and 
locating Docket No. FAA-2014-0011.
    (2) Service information identified in this AD that is not 
incorporated by reference in this AD is available at the addresses 
specified in paragraphs (n)(5) and (n)(6) of this AD.

(n) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the 
incorporation by reference (IBR) of the service information listed 
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) You must use this service information as applicable to do 
the actions required by this AD, unless this AD specifies otherwise.
    (3) The following service information was approved for IBR on 
August 28, 2015.
    (i) Airbus Service Bulletin A300-53-6042, Revision 03, dated 
August 30, 2012.
    (ii) Reserved.
    (4) The following service information was approved for IBR on 
July 30, 1998 (63 FR 34576, June 25, 1998).
    (i) Airbus Service Bulletin A300-53-6042, Revision 1, dated 
February 20, 1995.
    (ii) Reserved.
    (5) For service information identified in this AD, contact 
Airbus SAS, Airworthiness Office--EAW, 1 Rond Point Maurice 
Bellonte, 31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; 
fax +33 5 61 93 44 51; email account.airworth-eas@airbus.com; 
Internet http://www.airbus.com.
    (6) You may view this service information at the FAA, Transport 
Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For 
information on the availability of this material at the FAA, call 
425-227-1221.
    (7) You may view this service information that is incorporated 
by reference at the National Archives and Records Administration 
(NARA). For information on the availability of this material at 
NARA, call 202-741-6030, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued in Renton, Washington, on June 17, 2015.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2015-17934 Filed 7-23-15; 8:45 am]
BILLING CODE 4910-13-P
```