Federal Register / Vol. 79, No. 234 / Friday, December 5, 2014 / Rules and Regulations 72127 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–1066; Directorate 

Identifier 2013–NM–021–AD; Amendment 

39–18029; AD 2014–23–13] 

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) 2000–12– 

12, for certain Airbus Model A300, 

A300–600, and A310 series airplanes. 

AD 2000–12–12 required inspecting to 

detect cracks in the lower spar axis of 

the nacelle pylon between ribs 9 and 10, 

and repair if necessary. AD 2000–12–12 

also provided for optional modification 

of the pylon, which terminated the 

inspections for Model A300 series 

airplanes. This new AD reduces the 

initial and repetitive inspection 

compliance times. This AD was 

prompted by reports of cracking of the 

lower pylon spar after accomplishing 

the existing modification. We are 

issuing this AD to detect and correct 

fatigue cracking, which could result in 

reduced structural integrity of the lower 

spar of the nacelle pylon. 

DATES: This AD becomes effective 

January 9, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of January 9, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of July 28, 2000 (65 FR 

39072, June 23, 2000). 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of June 12, 1995 (60 FR 

25604, May 12, 1995). 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2013-1066; or in 

person at the Docket Management 

Facility, U.S. Department of 

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. 

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 2000–12–12, 

Amendment 39–11790 (65 FR 39072, 

June 23, 2000). AD 2000–12–12 applied 

to certain Airbus Model A300, A300– 

600, and A310 series airplanes. The 

NPRM published in the Federal 

Register on December 30, 2013 (78 FR 

79333). 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2013–0016, 

dated September 17, 2013 (referred to 

after this as the Mandatory Continuing 

Airworthiness Information, or ‘‘the 

MCAI’’), to correct an unsafe condition 

for certain Airbus Model A300, A300– 

600, and A310 series airplanes. The 

MCAI states: 

Cracks were found between ribs 9 and 10 

in the lower pylon spar of A310 aeroplanes 

equipped with Pratt & Whitney (PW) engines. 

For A310, A300 and A300–600 aeroplanes 

and, in order to prevent crack initiation, the 

implementation of a first inspection 

programme of this area was required by 

DGAC [Direction Ge ́ne ́rale de l’Aviation 

Civile] France AD 1992–049–130(B) [which 

corresponds to certain actions in FAA AD 

2000–12–12, Amendment 39–11790 (65 FR 

39072, June 23, 2000)], currently at Revision 

4. 

General Electric (GE) and PW pylons on 

A300 aeroplanes are also affected, due to 

similar design. 

After that [DGAC] AD was issued, 

prompted by new findings, a specific 

inspection programme for A310 aeroplanes 

was introduced and required by DGAC 

France AD 1999–237–285(B) [which 

corresponds to certain actions in FAA AD 

2000–12–12, Amendment 39–11790 (65 FR 

39072, June 23, 2000)], which was 

subsequently superseded by EASA AD 2008– 

0008 [http://ad.easa.europa.eu/blob/easa_

ad_2008_0008_superseded.pdf/AD_2008- 

0008_1], which introduced new thresholds 

and intervals in the frame of the A310 

extended service goal exercise. 

Some cracks, which were discovered after 

the implementation of the preventive 

modification, prompted Airbus to perform a 

new Fatigue and Damage Tolerance analysis 

with a refined model of the area with and 

without repair or preventive reinforcement 

before crack appearance. Based on the results 

of this analysis, Airbus revised the related 

Service Bulletins to introduce more 

restrictive thresholds and intervals for 

curative and preventive repair configuration. 

EASA issued AD 2013–0014 [http://

ad.easa.europa.eu/blob/easa_ad_2013_

0214.pdf/AD_2013-0014_1], which 

superseded DGAC France AD 1992–049– 

130(B) and EASA AD 2008–0008, to mandate 

a new inspection programme [including 

related investigative and corrective actions]. 

After EASA AD 2013–0014 was issued, 

further analysis allowed to identify one A300 

aeroplane model and one retrofitted A300 

MSN [manufacturer serial number] missing 

in the applicability chapter. 

For the reason described above, this 

[EASA] AD retains the requirements of EASA 

AD 2013–0014, which is superseded, and 

clarifies the Applicability section and adds 

one A300 model and one A300 MSN. 

The unsafe condition is fatigue 

cracking, which could result in reduced 

structural integrity of the lower spar of 

the nacelle pylon. Related investigative 

actions include additional eddy current 

and liquid penetrant inspections for 

cracking. Corrective actions include 

repairing cracking. For certain cracking 

lengths, repairs are described as 

reinforcing the lower spar with a 

doubler. You may examine the MCAI in 

the AD docket on the Internet at 

http://www.regulations.gov/

#!documentDetail;D=FAA-2013-1066- 

0002. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the NPRM (78 FR 79333, 

December 30, 2013) and the FAA’s 

response to each comment. 

‘‘Contacting the Manufacturer’’ 

Paragraph in This AD 

United Parcel Service (UPS) requested 

that we revise the NPRM (78 FR 79333, 

December 30, 2013) 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; that it will 

increase requests for approval of 

alternative methods of compliance 


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72128 Federal Register / Vol. 79, No. 234 / Friday, December 5, 2014 / Rules and Regulations 

(AMOC) and result in delayed return to 

service; and that it creates a new 

requirement that did not exist when the 

superseded AD was written. 

We concur with the commenter’s 

request to remove from this AD the 

requirement that repair approvals must 

specifically refer to this AD. 

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 (78 FR 79333, December 

30, 2013), 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 a design approval holder 

(DAH) with State of Design Authority 

design organization approval (DOA), as 

applicable, to refer to a DAH authorized 

to approve required repairs for the 

proposed AD. 

UPS specifically stated the following 

in its comments to the NPRM (78 FR 

79333, December 30, 2013): ‘‘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 FAAapproved. 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 Airworthiness 

Directive 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. 

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 from this AD the requirement 

that the DAH-provided repair 

specifically refer to this AD. Before 

adopting such a requirement, 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 the AD. Any such 

requirements will be adopted through 

the normal AD rulemaking process, 

including notice-and-comment 

procedures, when appropriate. 

We also have decided to revise the 

language in paragraphs (g)(3), (g)(4), 

(h)(3), (h)(4), (i)(3), and (i)(4) of this AD 

to retain references to repair approvals 

done by the DGAC (or its delegated 

agent) from AD 2000–12–12, 

Amendment 39–11790 (65 FR 39072, 

June 23, 2000), as well as including 

references to EASA and the specific 

delegation approval granted by EASA 

for the DAH. Further, we revised 

paragraphs (n)(2) and (n)(3) of this AD 

to remove references to the ‘‘delegated 

agent’’ and the ‘‘DAH with State of 

Design Authority design organization 

approval’’ and instead provided the 

specific delegation approval granted by 

the State of Design Authority for the 

DAH. 

Conclusion 

We reviewed the relevant 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 (78 FR 

79333, December 30, 2013) for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (78 FR 79333, 

December 30, 2013). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Costs of Compliance 

We estimate that this AD affects 91 

airplanes of U.S. registry. 

The actions required by AD 2000–12– 

12, Amendment 39–11790 (65 FR 

39072, June 23, 2000), and retained in 


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Federal Register / Vol. 79, No. 234 / Friday, December 5, 2014 / Rules and Regulations 72129 

this AD take about 4 work-hours per 

product, at an average labor rate of $85 

per work-hour. Based on these figures, 

the estimated cost of the actions 

required by AD 2000–12–12 is $340 per 

product. 

We also estimate that it would take 

about 12 work-hours per product to 

comply with the basic requirements of 

this AD. The average labor rate is $85 

per work-hour. Based on these figures, 

we estimate the cost of this AD on U.S. 

operators to be $92,820, or $1,020 per 

product. 

In addition, we estimate that any 

necessary follow-on actions would take 

about 60 work-hours and require parts 

costing $1,680, for a cost of $6,780 per 

product. We have no way of 

determining the number of aircraft that 

might need these actions. 

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-2013-1066; 

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 

■ 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. The FAA amends § 39.13 by 

removing Airworthiness Directive (AD) 

2000–12–12, Amendment 39–11790 (65 

FR 39072, June 23, 2000), and adding 

the following new AD: 

2014–23–13 Airbus: Amendment 39–18029. 

Docket No. FAA–2013–1066; Directorate 

Identifier 2013–NM–021–AD. 

(a) Effective Date 

This AD becomes effective January 9, 2015. 

(b) Affected ADs 

This AD replaces AD 2000–12–12, 

Amendment 39–11790 (65 FR 39072, June 

23, 2000). 

(c) Applicability 

This AD applies to the Airbus airplanes 

identified in paragraphs (c)(1) through (c)(4) 

of this AD, certificated in any category. 

(1) Airbus Model A300 B2–203, B2K–3C, 

B4–103, B4–203, and B4–2C airplanes on 

which Airbus Modification 2434 has been 

embodied in production. 

(2) Airbus Model A300 airplane having 

manufacturer serial number 125, on the left 

hand side pylon only. 

(3) Airbus Model A300 B4–620, B4–622R, 

and B4–622 airplanes, except for airplanes on 

which Airbus Modification 10149 has been 

embodied in production. 

(4) Airbus Model A310–221, –222, –322, 

–324, and –325 airplanes, except for 

airplanes on which Airbus Modification 

10149 has been embodied in production. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 54, Nacelles/pylons. 

(e) Reason 

This AD was prompted by reports of 

cracking of the lower pylon spar after 

accomplishing an existing modification. We 

are issuing this AD to detect and correct 

fatigue cracking, which could result in 

reduced structural integrity of the lower spar 

of the nacelle pylon. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Inspection and Corrective 

Action for Certain Model A300 Series 

Airplanes 

This paragraph restates the requirements of 

paragraph (a) of AD 2000–12–12, 

Amendment 39–11790 (65 FR 39072, June 

23, 2000), with additional sources for repair 

approvals. For Model A300 B4–2C, B2K–3C, 

B2–203, B4–103, and B4–203 series 

airplanes: Prior to the accumulation of 9,000 

total landings, or within 500 landings after 

June 12, 1995 (the effective date of AD 95– 

10–03, Amendment 39–9220 (60 FR 25604, 

May 12, 1995)), whichever occurs later, 

perform an internal eddy current inspection 

to detect cracks in the lower spar axis of the 

pylon between ribs 9 and 10, in accordance 

with Airbus Service Bulletin A300–54–071, 

dated November 12, 1991; or Revision 1, 

dated October 15, 1993. Accomplishment of 

an inspection required by paragraph (k), (l), 

or (m) of this AD terminates the inspection 

requirements of this paragraph. 

(1) If no crack is found, repeat the 

inspection thereafter at intervals not to 

exceed 2,500 landings. 

(2) If any crack is found that is less than 

or equal to 30 millimeters (mm): Perform 

subsequent inspections and repair in 

accordance with the methods and times 

specified in Airbus Service Bulletin A300– 

54–071, dated November 12, 1991; or 

Revision 1, dated October 15, 1993. 

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

30 mm, but less than 100 mm: Before further 

flight, repair using a method approved by the 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA; or the 

Direction Ge ́ne ́rale de l’Aviation Civile 

(DGAC) (or its delegated agent); or the 

European Aviation Safety Agency (EASA); or 

Airbus’s EASA Design Organization 

Approval (DOA). 

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

or equal to 100 mm: Before further flight, 

repair using a method approved by the 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA; or the 

DGAC (or its delegated agent); or the EASA; 

or Airbus’s EASA DOA. 

(5) Accomplishment of the modification 

specified in Airbus Service Bulletin A300– 

54–0079, dated October 15, 1993, constitutes 

terminating action for the inspections 

required by paragraph (g) of this AD. 


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(h) Retained Inspection and Corrective 

Action for Model A300–600 Series Airplanes 

This paragraph restates the requirements of 

paragraph (b) of AD 2000–12–12, 

Amendment 39–11790 (65 FR 39072, June 

23, 2000), with additional sources for repair 

approvals. For Model A300–600, B4–620, 

C4–620, B4–622R, and B4–622 series 

airplanes: Except as provided by paragraph 

(h)(5) of this AD, prior to the accumulation 

of 4,000 total landings, or within 500 

landings after June 12, 1995 (the effective 

date of AD 95–10–03, Amendment 39–9220 

(60 FR 25604, May 12, 1995)), whichever 

occurs later, perform an internal eddy current 

inspection to detect cracks in the lower spar 

axis of the pylon between ribs 9 and 10, in 

accordance with Airbus Service Bulletin 

A300–54–6011, dated November 12, 1991, as 

amended by Airbus Service Bulletin Change 

Notice O.A., dated July 10, 1992; or Revision 

1, dated October 15, 1993. Accomplishment 

of an inspection required by paragraph (k), 

(l), or (m) of this AD terminates the 

inspection requirements of this paragraph. 

(1) If no crack is found, repeat the 

inspection thereafter at intervals not to 

exceed 2,500 landings. 

(2) If any crack is found that is less than 

or equal to 30 mm: Perform subsequent 

inspections and repair in accordance with 

the methods and times specified in Airbus 

Service Bulletin A300–54–6011, dated 

November 12, 1991, as amended by Airbus 

Service Bulletin Change Notice O.A., dated 

July 10, 1992; or Revision 1, dated October 

15, 1993. 

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

30 mm, but less than 100 mm: Before further 

flight, repair using a method approved by the 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA; or the 

DGAC (or its delegated agent); or the EASA; 

or Airbus’s EASA DOA. 

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

or equal to 100 mm: Before further flight, 

repair using a method approved by the 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA; or the 

DGAC (or its delegated agent); or the EASA; 

or Airbus’s EASA DOA. 

(5) Accomplishment of the modification 

specified in Airbus Service Bulletin A300– 

54–6019, dated October 15, 1993, increases 

the threshold and repetitive interval of the 

inspections required by paragraph (h) of this 

AD to the threshold and interval specified in 

paragraph 2.D. of the Accomplishment 

Instructions of Airbus Service Bulletin A300– 

54–6011, Revision 1, dated October 15, 1993. 

(i) Retained Inspection and Corrective 

Action for Model A310 Series Airplanes 

This paragraph restates the requirements of 

paragraph (c) of AD 2000–12–12, 

Amendment 39–11790 (65 FR 39072, June 

23, 2000), with additional sources for repair 

approvals. For Model A310–221, –222, –322, 

–324, and –325 series airplanes: Perform an 

internal eddy current inspection to detect 

cracks in the lower spar axis of the pylon 

between ribs 9 and 10, in accordance with 

Airbus Service Bulletin A310–54–2016, 

dated November 12, 1991; or Revision 1, 

dated October 15, 1993; or Revision 02, dated 

June 11, 1999; at the time specified in 

paragraph (j) of this AD. Accomplishment of 

an inspection required by paragraph (k), (l), 

or (m) of this AD terminates the inspection 

requirements of this paragraph. 

(1) If no crack is found, repeat the 

inspection thereafter at intervals not to 

exceed 2,500 landings. 

(2) If any crack is found that is less than 

or equal to 30 mm: Perform subsequent 

inspections and repair in accordance with 

the methods and times specified in Airbus 

Service Bulletin A310–54–2016, dated 

November 12, 1991; or Revision 1, dated 

October 15, 1993; or Revision 02, dated June 

11, 1999. 

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

30 mm, but less than 100 mm: Before further 

flight, repair using a method approved by the 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA; or the 

DGAC (or its delegated agent); or the EASA; 

or Airbus’s EASA DOA. 

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

or equal to 100 mm: Before further flight, 

repair using a method approved by the 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA; or the 

DGAC (or its delegated agent); or the EASA; 

or Airbus’s EASA DOA. 

(5) Accomplishment of the modification 

specified in Airbus Service Bulletin A310– 

54–2022, dated October 15, 1993; or Revision 

01, dated March 16, 1999; increases the 

threshold and repetitive interval of the 

inspections required by paragraph (i) of this 

AD to the threshold and interval specified in 

paragraph 2.D. of the Accomplishment 

Instructions of Airbus Service Bulletin A310– 

54–2016, Revision 02, dated June 11, 1999. 

(j) Retained Compliance Time for Paragraph 

(i) of This AD 

This paragraph restates the requirements of 

paragraph (d) of AD 2000–12–12, 

Amendment 39–11790 (65 FR 39072, June 

23, 2000), with no changes. Perform the 

initial inspection required by paragraph (i) of 

this AD at the earlier of the times specified 

by paragraphs (j)(1) and (j)(2) of this AD. 

(1) Prior to the accumulation of 25,000 

total landings, or within 500 landings after 

June 12, 1995 (the effective date of AD 95– 

10–03, Amendment 39–9220 (60 FR 25604, 

May 12, 1995), whichever occurs later. 

(2) At the applicable time specified by 

paragraph (j)(2)(i), (j)(2)(ii), or (j)(2)(iii) of this 

AD. 

(i) For airplanes that have accumulated 

fewer than 10,000 landings as of July 28, 

2000 (the effective date of AD 2000–12–12, 

Amendment 39–11790 (65 FR 39072, June 

23, 2000)): Perform the inspection prior to 

the accumulation of 3,800 total landings, or 

within 1,500 landings after July 28, 2000, 

whichever occurs later. 

(ii) For airplanes that have accumulated 

10,000 total landings or more, but fewer than 

20,000 total landings, as of July 28, 2000 (the 

effective date of AD 2000–12–12, 

Amendment 39–11790 (65 FR 39072, June 

23, 2000)): Perform the inspection within 

1,000 landings after July 28, 2000. 

(iii) For airplanes that have accumulated 

20,000 total landings or more as of July 28, 

2000 (the effective date of AD 2000–12–12, 

Amendment 39–11790 (65 FR 39072, June 

23, 2000)): Perform the inspection within 500 

landings after July 28, 2000. 

(k) New Repetitive Inspections for Cracking 

(1) For airplanes identified in paragraph 

(k)(2) of this AD: Except as provided by 

paragraphs (n)(1) and (n)(4) of this AD, at the 

applicable compliance time specified in 

paragraph 1.E.(2), ‘‘Compliance,’’ of the 

applicable service bulletin specified in 

paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of 

this AD, or within 100 flight cycles after the 

effective date of this AD, whichever occurs 

later, do an eddy current inspection or liquid 

penetrant inspection for cracking of the lower 

spar of the pylon between ribs 9 and 10; and 

do all applicable related investigative and 

corrective actions; in accordance with the 

Accomplishment Instructions of the 

applicable service bulletin specified in 

paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of 

this AD, except as required by paragraphs 

(n)(2) and (n)(3) of this AD. Do all applicable 

related investigative and corrective actions 

before further flight. Repeat the inspection of 

the lower spar of the pylon between ribs 9 

and 10 thereafter at intervals not to exceed 

the applicable interval specified in paragraph 

1.E.(2), ‘‘Compliance,’’ of the applicable 

service bulletin specified in paragraph 

(k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of this AD. 

Accomplishment of corrective actions 

required by this paragraph terminates the 

repetitive inspections required by this 

paragraph. Accomplishment of an inspection 

required by this paragraph terminates the 

inspection requirements of paragraphs (g), 

(h), and (i) of this AD. Accomplishment of 

the optional modification specified in the 

applicable service bulletin specified in 

paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of 

this AD terminates the repetitive inspections 

required by this paragraph. 

(i) Airbus Service Bulletin A300–54–0071, 

Revision 04, dated April 11, 2013 (for Model 

A300 B2–203, B2K–3C, B4–103, B4–203, and 

B4–2C airplanes). 

(ii) Airbus Service Bulletin A310–54–2016, 

Revision 06, dated January 16, 2013 (for 

Model A310–221, –222, –322, –324, and –325 

airplanes). 

(iii) Airbus Service Bulletin A300–54– 

6011, Revision 03, dated June 23, 2011 (for 

Model A300 B4–620, B4–622R, and B4–622 

airplanes). 

(2) For airplanes that have not been 

modified or repaired with a doubler as 

specified in the applicable service bulletin 

specified in paragraph (k)(2)(i), (k)(2)(ii), or 

(k)(2)(iii) of this AD, do the inspections 

required by paragraph (k)(1) of this AD. 

(i) Airbus Service Bulletin A300–54–0079 

(for Model A300 B2–203, B2K–3C, B4–103, 

B4–203, and B4–2C airplanes). 

(ii) Airbus Service Bulletin A310–54–2022 

(for Model A310–221, –222, –322, –324, and 

–325 airplanes). 

(iii) Airbus Service Bulletin A300–54–6019 

(for Model A300 B4–620, B4–622R, and B4– 

622 airplanes). 

(l) New Repetitive Inspections for PostRepair Airplanes 

For airplanes that have been repaired with 

a doubler as specified in the applicable 

Airbus service bulletin specified in 


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paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of 

this AD: At the applicable time specified in 

paragraph 1.E.(2), ‘‘Compliance,’’ in the 

applicable service bulletin specified in 

paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of 

this AD, except as specified in paragraphs 

(n)(1) and (n)(4) of this AD, do an eddy 

current inspection or liquid penetrant 

inspection for cracking of the lower spar of 

the pylon between ribs 9 and 10, and do all 

applicable corrective actions, in accordance 

with the Accomplishment Instructions of the 

applicable service bulletin specified in 

paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of 

this AD, except as required by paragraph 

(n)(2) of this AD. Do all applicable corrective 

actions before further flight. Repeat the 

inspection of the lower spar of the pylon 

between ribs 9 and 10 thereafter at intervals 

not to exceed the applicable interval 

specified in paragraph 1.E.(2), ‘‘Compliance,’’ 

of the applicable service bulletin specified in 

paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of 

this AD. Accomplishment of an inspection 

required by this paragraph terminates the 

inspection requirements of paragraphs (g), 

(h), and (i) of this AD. 

(m) New Repetitive Inspections for PostModification Airplanes 

For airplanes that have been modified as 

specified in the applicable Airbus service 

bulletin specified in paragraph (k)(1)(i), 

(k)(1)(ii), or (k)(1)(iii) of this AD: At the 

applicable time specified in paragraph 

1.E.(2), ‘‘Compliance,’’ in the applicable 

service bulletin specified in paragraph 

(k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of this AD, 

except as specified in paragraph (n)(1) and 

(n)(4) of this AD: Do an eddy current 

inspection or liquid penetrant inspection for 

cracking of the lower spar of the pylon 

between ribs 9 and 10; and do all applicable 

corrective actions; in accordance with the 

Accomplishment Instructions of the 

applicable service bulletin specified in 

paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of 

this AD, except as required by paragraph 

(n)(2) of this AD. Do all applicable corrective 

actions before further flight. Repeat the 

inspection of the lower spar of the pylon 

between ribs 9 and 10 thereafter at intervals 

not to exceed the applicable interval 

specified in paragraph 1.E.(2), ‘‘Compliance,’’ 

of the applicable service bulletin specified in 

paragraph (k)(1)(i), (k)(1)(ii), or (k)(1)(iii) of 

this AD. Accomplishment of an inspection 

required by this paragraph terminates the 

inspection requirements of paragraphs (g), 

(h), and (i) of this AD. 

(n) New Service Bulletin Exceptions 

(1) Where the service bulletins specified in 

paragraphs (k)(1)(i), (k)(1)(ii), and (k)(1)(iii) of 

this AD specify a compliance time ‘‘from the 

publication date,’’ this AD requires 

compliance within the specified compliance 

time after the effective date of this AD. 

(2) If any crack is detected during any 

inspection required by paragraph (k), (l), or 

(m) of this AD, and the service bulletin 

specified in paragraph (k)(1)(i), (k)(1)(ii), or 

(k)(1)(iii) of this AD specifies to contact the 

manufacturer: Before further flight, repair 

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 DOAauthorized signature. 

(3) Where the service bulletins specified in 

paragraphs (k)(1)(i), (k)(1)(ii), and (k)(1)(iii) of 

this AD specify to contact the manufacturer 

for inspection requirements: Inspect 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 DOAauthorized signature. 

(4) Where the ‘‘Threshold’’ column in the 

tables in paragraph 1.E., ‘‘Compliance,’’ of 

the service bulletins specified in paragraphs 

(k)(1)(i), (k)(1)(ii), and (k)(1)(iii) of this AD 

specifies a compliance time in flight cycles/ 

flight hours, this AD requires compliance 

within the corresponding time in total flight 

cycles/total flight hours; except that for tables 

for post-repair and post-modification 

airplanes, this AD requires compliance 

within the corresponding time after 

accomplishing the repair or modification. 

(o) Credit for Previous Actions 

This paragraph provides credit for actions 

required by paragraph (k) of this AD, if those 

actions were performed before the effective 

date of this AD using the applicable service 

bulletin specified in paragraphs (o)(1) 

through (o)(4) of this AD. 

(1) Airbus Service Bulletin A300–54–071, 

Revision 02, dated August 25, 2000 (for 

Model A300 B2–203, B2K–3C, B4–103, B4– 

203, and B4–2C airplanes), which is not 

incorporated by reference in this AD. 

(2) Airbus Service Bulletin A300–54–0071, 

Revision 03, dated October 5, 2012 (for 

Model A300 B2–203, B2K–3C, B4–103, B4– 

203, and B4–2C airplanes), which is not 

incorporated by reference in this AD. 

(3) Airbus Service Bulletin A310–54–2016, 

Revision 04, dated November 16, 2007; or 

Airbus Service Bulletin A310–54–2016, 

Revision 05, dated October 5, 2012 (for 

Model A310–221, –222, –322, –324, and –325 

airplanes); which are not incorporated by 

reference in this AD. 

(4) Airbus Service Bulletin A300–54–6011, 

Revision 02, dated August 25, 2000 (for 

Model A300 B4–620, B4–622R, and B4–622 

airplanes), which is not incorporated by 

reference in this AD. 

(p) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, 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 previously for AD 

2000–12–12, Amendment 39–11790 (65 FR 

39072, June 23, 2000), are approved as 

AMOCs for the corresponding provisions 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. 

(q) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) European 

Aviation Safety Agency Airworthiness 

Directive 2013–0216, dated September 17, 

2013, for related information. You may 

examine the MCAI in the AD docket on the 

Internet at http://www.regulations.gov/

#!documentDetail;D=FAA-2013-1066-0002. 

(2) Service information identified in this 

AD that is not incorporated by reference in 

this AD is available at the addresses specified 

in paragraphs (r)(6) and (r)(7) of this AD. 

(r) 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 January 9, 2015. 

(i) Airbus Service Bulletin A300–54–0071, 

Revision 04, dated April 11, 2013. 

(ii) Airbus Service Bulletin A310–54–2016, 

Revision 06, dated January 16, 2013. 

(iii) Airbus Service Bulletin A300–54– 

6011, Revision 03, dated June 23, 2011. 

(4) The following service information was 

approved for IBR on July 28, 2000 (65 FR 

39072, June 23, 2000). 

(i) Airbus Service Bulletin A310–54–2016, 

Revision 02, dated June 11, 1999. 

(ii) Reserved. 

(5) The following service information was 

approved for IBR on June 12, 1995 (60 FR 

25604, May 12, 1995). 

(i) Airbus Service Bulletin A300–54–071, 

dated November 12, 1991. 

(ii) Airbus Service Bulletin A300–54–071, 

Revision 1, dated October 15, 1993. 

(iii) Airbus Service Bulletin A300–54– 

6011, dated November 12, 1991. 

(iv) Airbus Service Bulletin Change Notice 

O.A., A300–54–6011, dated July 10, 1992. 

(v) Airbus Service Bulletin A300–54–6011, 

Revision 1, dated October 15, 1993. (Pages 1 

through 10 and 12 through 19 of this 

document are identified as Revision 1, dated 

October 15, 1993; page 11 is dated November 

12, 1991.) 


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72132 Federal Register / Vol. 79, No. 234 / Friday, December 5, 2014 / Rules and Regulations 

(vi) Airbus Service Bulletin A300–54– 

6019, dated October 15, 1993. 

(6) 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. 

(7) 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. 

(8) 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/ibrlocations.html. 

Issued in Renton, Washington, on 

November 6, 2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–28477 Filed 12–4–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0159; Directorate 

Identifier 2012–SW–010–AD; Amendment 

39–18032; AD 2014–23–16] 

RIN 2120–AA64 

Airworthiness Directives; Robinson 

Helicopter Company Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2011–12– 

10 for Robinson Helicopter Company 

(Robinson) Model R22, R22 Alpha, R22 

Beta, R22 Mariner, R44, and R44 II 

helicopters with certain main rotor 

blades (blade) installed. AD 2011–12–10 

required inspecting each blade at the 

skin-to-spar line for debonding, 

corrosion, a separation, a gap, or a dent 

and replacing any damaged blade with 

an airworthy blade. This new AD also 

requires a terminating action for those 

inspection requirements. These actions 

are intended to detect debonding of the 

blade skin, which could result in blade 

failure and subsequent loss of control of 

the helicopter, and to correct the unsafe 

condition by replacing the main rotor 

blades with new blades that do not 

require the AD inspection. 

DATES: This AD is effective January 9, 

2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of January 9, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of July 5, 2011 (76 FR 35330, 

June 17, 2011); corrected March 5, 2012 

(77 FR 12991). 

ADDRESSES: For service information 

identified in this AD, contact Robinson 

Helicopter Company, 2901 Airport 

Drive, Torrance, CA 90505; telephone 

(310) 539–0508; fax (310) 539–5198; or 

at http://www.robinsonheli.com/

servelib.htm. You may review a copy of 

the referenced service information at the 

FAA, Office of the Regional Counsel, 

Southwest Region, 2601 Meacham 

Blvd., Room 663, Fort Worth Texas, 

76137. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov or in person at the 

Docket Operations Office between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this AD, any 

incorporated-by-reference service 

information, the economic evaluation, 

any comments received, and other 

information. The street address for the 

Docket Operations Office (phone: 800– 

647–5527) is U.S. Department of 

Transportation, Docket Operations 

Office, M–30, West Building Ground 

Floor, Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: Fred 

Guerin, Aviation Safety Engineer, Los 

Angeles Aircraft Certification Office, 

Transport Airplane Directorate, FAA, 

3960 Paramount Blvd., Lakewood, CA 

90712; telephone (562) 627–5232; email 

fred.guerin@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

On February 25, 2013, at 78 FR 12648, 

the Federal Register published our 

notice of proposed rulemaking (NPRM), 

which proposed to amend 14 CFR part 

39 to supersede AD 2011–12–10, 

Amendment 39–16717 (76 FR 35330, 

June 17, 2011), corrected March 5, 2012 

(77 FR 12991), that applied to Robinson 

Model R22, R22 Alpha, R22 Beta, and 

R22 Mariner helicopters with blade, part 

number (P/N) A016–4; and Model R44 

and R44 II helicopters with blade, P/N 

C016–2 or C–016–5, installed. AD 2011– 

12–10 required a pilot check of the 

blade skin-to-spar joint area for any bare 

metal before the first flight of each day. 

AD 2011–12–10 also required 

repetitively inspecting each blade for 

corrosion, separation, a gap, or a dent, 

refinishing any bare metal before further 

flight, and replacing any damaged blade 

with an airworthy blade. AD 2011–12– 

10 was prompted by a fatal accident due 

to blade delamination. 

At the time we issued AD 2011–12– 

10, Robinson had developed 

replacement blades on the R22 and R44 

model helicopters. AD 2011–12–10 was 

issued as a Final rule; request for 

comment; however, the amount of time 

permitted to replace the blades required 

allowing the public an opportunity to 

comment. Thus, the NPRM proposed to 

retain the pilot check, recurring 

inspection, and blade refinishing 

requirements of AD 2011–12–10. An 

owner/operator (pilot) may perform the 

visual check required by paragraph (f)(1) 

of this AD and must enter compliance 

with that paragraph into the helicopter 

maintenance records in accordance with 

14 CFR 43.9(a)(1) through (4) and 

91.417(a)(2)(v). A pilot may perform this 

check because it involves only looking 

at a visible area of the blades and can 

be performed equally well by a pilot or 

a mechanic. This check is an exception 

to our standard maintenance 

regulations. The NPRM also proposed to 

add a part-numbered blade to its 

applicability for R22 model helicopters. 

Lastly, the NPRM proposed to require, 

within five years of the effective date, 

replacing both main rotor blades with 

the new part-numbered aluminum 

blades, which would constitute 

terminating action of the recurring 

inspection requirements. These actions 

are intended to detect and prevent 

debonding of the blade skin, which 

could result in blade failure and 

subsequent loss of control of the 

helicopter. 

Comments 

After our NPRM (78 FR 12648, 

February 25, 2013) was published, we 

received comments from 15 commenters 

and have given due consideration to 

each one. We have identified five 

unique issues and addressed those 

issues as follows. 

Requests 

Ten operators requested that we 

withdraw the NPRM and allow 

continued repetitive inspections of the 

blades for all affected models, as there 

is insufficient data justifying the 

termination of the requirement for 

repetitive inspections and for replacing 

the main rotor blades with new blades 

that do not require the AD inspection. 

One commenter noted that there have 

been no blade failures since the 

procedures of AD 2011–12–10 have 


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