13944 Federal Register / Vol. 79, No. 48 / Wednesday, March 12, 2014 / Proposed Rules 

standards district office/certificate holding 

district office. The AMOC approval letter 

must specifically reference this AD. 

(i) AMOCs approved previously for AD 

2008–17–02, Amendment 39–15640 (73 FR 

47032, August 13, 2008), are approved as 

AMOCs for the corresponding provisions of 

paragraphs (g) and (h) of this AD. 

(ii) AMOCs approved previously for AD 

2012–08–03, Amendment 39–17019 (77 FR 

24367, April 24, 2012), are approved as 

AMOCs for the corresponding provisions of 

paragraphs (i), (j), and (k) of this AD. 

(iii) AMOCs approved previously for AD 

2012–15–14, Amendment 39–17143 (77 FR 

46937, August 7, 2012), are approved as 

AMOCs for the corresponding provisions of 

paragraphs (l), (m), (n), and (o) of this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer, use these actions if they are 

FAA-approved. Corrective actions are 

considered FAA-approved if they were 

approved by the State of Design Authority (or 

its delegated agent, or the Design Approval 

Holder with a State of Design Authority’s 

design organization approval, as applicable). 

You are required to ensure the product is 

airworthy before it is returned to service. 

(3) Reporting Requirements: A federal 

agency may not conduct or sponsor, and a 

person is not required to respond to, nor 

shall a person be subject to a penalty for 

failure to comply with a collection of 

information subject to the requirements of 

the Paperwork Reduction Act unless that 

collection of information displays a current 

valid OMB Control Number. The OMB 

Control Number for this information 

collection is 2120–0056. Public reporting for 

this collection of information is estimated to 

be approximately 5 minutes per response, 

including the time for reviewing instructions, 

completing and reviewing the collection of 

information. All responses to this collection 

of information are mandatory. Comments 

concerning the accuracy of this burden and 

suggestions for reducing the burden should 

be directed to the FAA at: 800 Independence 

Ave. SW., Washington, DC 20591, Attn: 

Information Collection Clearance Officer, 

AES–200. 

(bb) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) European 

Aviation Safety Agency Airworthiness 

Directive 2012–0176, dated September 7, 

2012, corrected September 20, 2012, 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–2014–0142. 

(2) For service information identified in 

this AD, contact Airbus SAS—Airworthiness 

Office—EAL, 1 Rond Point Maurice Bellonte, 

31707 Blagnac Cedex, France; telephone +33 

5 61 93 36 96; fax +33 5 61 93 45 80; email 

airworthiness.A330-A340@airbus.com; 

Internet http://www.airbus.com. 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. 

Issued in Renton, Washington, on March 4, 

2014. 

Michael J. Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–05435 Filed 3–11–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0138; Directorate 

Identifier 2013–NM–020–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede 

airworthiness directive (AD) 95–24–04, 

that applies to all Airbus Model A300 

series airplanes; 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 95–24– 

04 requires repetitive inspections to 

detect cracks at the aft spar web of the 

wings, and repair if necessary. Since we 

issued AD 95–24–04, we have 

determined that the inspection 

threshold and interval must be reduced 

to allow timely detection of cracks and 

accomplishment of applicable repairs, 

because of cracking in the rear spar web 

of the wings between certain ribs due to 

fatigue-related high shear stress. This 

proposed AD would reduce the 

inspection compliance time and 

interval, and would expand the 

applicability to airplanes on which a 

certain Airbus modification has been 

embodied in production and to 

airplanes on which a certain Airbus 

service bulletin has been embodied in 

service. We are proposing this AD to 

detect and correct fatigue-related 

cracking, which could result in reduced 

structural integrity of the wing. 

DATES: We must receive comments on 

this proposed AD by April 28, 2014. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed 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. 

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 proposed AD, the MCAI, 

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. Comments will be available in 

the AD docket shortly after receipt. 

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: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2014–0138; Directorate Identifier 

2013–NM–020–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD based on those comments. 

We will post all comments we 

receive, without change, to http://

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 


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substantive verbal contact we receive 

about this proposed AD. 

Discussion 

On November 9, 1995, we issued AD 

95–24–04, Amendment 39–9436 (60 FR 

58213, November 27, 1995). AD 95–24– 

04 required actions intended to address 

an unsafe condition on all Airbus Model 

A300 series airplanes; 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). 

Since we issued AD 95–24–04, 

Amendment 39–9436 (60 FR 58213, 

November 27, 1995), the European 

Aviation Safety Agency (EASA), which 

is the Technical Agent for the Member 

States of the European Community, has 

issued EASA Airworthiness Directive 

2013–0013R1, dated February 20, 2013 

(referred to after this as the Mandatory 

Continuing Airworthiness Information, 

or ‘‘the MCAI’’), to correct an unsafe 

condition for the specified products. 

The MCAI states: 

Wing fatigue tests carried out by Airbus 

revealed cracks on the vertical web of the 

rear spar between Ribs 1 and 2. Similar 

cracks in the same area were reportedly 

found by A300 aeroplane operators. In all 

cases, the cracks ran from the tip of the build 

slot to the nearest adjacent bolt hole. 

This condition, if not detected and 

corrected, could affect the structural integrity 

of the aeroplane. 

To address this unsafe condition, DGAC 

[Direction Ge ́ne ́rale de l’Aviation Civile] 

France issued * * * [an AD] to require an 

eddy current inspection of the aft face of the 

wing rear spar in the area adjacent to the 

build slot on Left Hand (LH) and Right Hand 

(RH) wings. 

Since that [French] AD was issued, a fleet 

survey and updated fatigue and damage 

tolerance analysis were performed in order to 

substantiate the second A300–600 Extended 

Service Goal (ESG2) exercise. The results of 

the survey and analysis showed that the 

inspection threshold and interval must be 

reduced to allow timely detection of cracks 

and accomplishment of an applicable 

corrective action. 

Prompted by these findings, Airbus issued 

Airbus Service Bulletin (SB) A300–57–6059 

Revision 04. 

For the reasons described above, this 

[EASA] AD retains the requirements of DGAC 

France AD 1997–375–239(B)R3, which is 

superseded, but redefines the thresholds and 

intervals. This [EASA] AD also expands the 

applicability to aeroplanes on which Airbus 

modification (mod) 12102 has been 

embodied in production and to aeroplanes on 

which Airbus SB A300–57–6063 (Airbus 

mod 11130) has been embodied in service. 

You may examine the MCAI in the 

AD docket on the Internet at http://

www.regulations.gov by searching for 

and locating it in Docket No. FAA– 

2014–0138. 

Relevant Service Information 

Airbus has issued Mandatory Service 

Bulletin A300–57–6059, Revision 04, 

dated February 22, 2011. The actions 

described in this service information are 

intended to correct the unsafe condition 

identified in the MCAI. 

For pre-Airbus Modification 11130 

(Airbus Service Bulletin A300–57–6063) 

airplanes, the compliance times are 

dependent on airplane configuration 

and utilization. The initial inspection 

thresholds described in Airbus 

Mandatory Service Bulletin A300–57– 

6059, Revision 04, dated February 22, 

2011, range between 18,000 and 23,300 

total flight cycles, and between 29,100 

and 46,600 total flight hours. The ‘‘grace 

period’’ specified in Airbus Mandatory 

Service Bulletin A300–57–6059, 

Revision 04, dated February 22, 2011, is 

either 1,000 flight cycles, or 1,600 flight 

hours, or 2,100 flight hours. The 

repetitive inspection interval ranges 

between 4,800 and 6,100 flight cycles, 

and between 7,700 and 12,300 flight 

hours. 

For post-Airbus Modification 11130 

(Airbus Service Bulletin A300–57–6063) 

airplanes or post-Airbus production 

Modification 12102 airplanes, the 

compliance times are dependent on 

airplane configuration and utilization. 

The initial inspection thresholds 

described in Airbus Mandatory Service 

Bulletin A300–57–6059, Revision 04, 

dated February 22, 2011, range between 

29,900 and 38,700 total flight cycles, 

and between 48,400 and 77,500 total 

flight hours. The ‘‘grace period’’ 

specified in Airbus Mandatory Service 

Bulletin A300–57–6059, Revision 04, 

dated February 22, 2011, is either 800 or 

1,000 flight cycles, or 1,200 or 1,700 

flight hours. The repetitive inspection 

interval ranges between 5,100 and 6,500 

flight cycles, or between 8,200 and 

13,100 flight hours. 

FAA’s Determination and Requirements 

of This Proposed AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with the State of 

Design Authority, we have been notified 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are proposing this 

AD because we evaluated all pertinent 

information and determined an unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

Repair Approvals 

In many FAA transport ADs, when 

the service information specifies to 

contact the manufacturer for further 

instructions if certain discrepancies are 

found, we typically include in the AD 

a requirement to accomplish the action 

using a method approved by either the 

FAA or the State of Design Authority (or 

its delegated agent). 

We have recently been notified that 

certain laws in other countries do not 

allow such delegation of authority, but 

some countries do recognize design 

approval organizations. In addition, we 

have become aware that some U.S. 

operators have used repair instructions 

that were previously approved by a 

State of Design Authority or a Design 

Approval Holder (DAH) as a method of 

compliance with this provision in FAA 

ADs. Frequently, in these cases, the 

previously approved repair instructions 

come from the airplane structural repair 

manual or the DAH repair approval 

statements that were not specifically 

developed to address the unsafe 

condition corrected by the AD. Using 

repair instructions that were not 

specifically approved for a particular 

AD creates the potential for doing 

repairs that were not developed to 

address the unsafe condition identified 

by the MCAI AD, the FAA AD, or the 

applicable service information, which 

could result in the unsafe condition not 

being fully corrected. 

To prevent the use of repairs that 

were not specifically developed to 

correct the unsafe condition, certain 

requirements of this proposed AD 

specify that the repair approval 

specifically refer to the FAA AD. This 

change is 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 use the phrase ‘‘its 

delegated agent, or the DAH with State 

of Design Authority design organization 

approval, as applicable’’ in this 

proposed AD to refer to a DAH 

authorized to approve certain required 

repairs for this proposed AD. 

Differences Between This AD and the 

MCAI or Service Information 

Although the MCAI or service 

information allows further flight after 

cracks are found during compliance 

with the required action, paragraphs (k) 

and (n) of this proposed AD would 

require that you repair any cracking 

before further flight. 

Costs of Compliance 

We estimate that this proposed AD 

affects 71 products of U.S. registry. 

We estimate the following costs to 

comply with this proposed AD: 


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ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. 

operators 

Inspection [actions retained from AD 95–24–04, 

Amendment 39–9436 (60 FR 58213, November 27, 1995)].

3 work-hour × $85 per 

hour = $255 per inspection cycle.

$0 $255 per inspection 

cycle.

$18,105 per inspection 

cycle. 

Inspection [new proposed action] ......................... 3 work-hour × $85 per 

hour = $255 per inspection cycle.

0 $255 per inspection 

cycle.

$18,105 per inspection 

cycle. 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition actions 

specified in this proposed AD. 

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 proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would 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 this proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 

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. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 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) 

95–24–04, Amendment 39–9436 (60 FR 

58213, November 27, 1995), and adding 

the following new AD: 

Airbus: Docket No. FAA–2014–0138; 

Directorate Identifier 2013–NM–020–AD. 

(a) Comments Due Date 

We must receive comments by April 28, 

2014. 

(b) Affected ADs 

This AD supersedes AD 95–24–04, 

Amendment 39–9436 (60 FR 58213, 

November 27, 1995). 

(c) Applicability 

This AD applies to the Airbus airplanes 

specified in paragraphs (c)(1) through (c)(5) 

of this AD, certificated in any category, all 

manufacturer serial numbers. 

(1) Airbus Model A300 B2–1A, B2–1C, 

B2K–3C, B2–203, B4–2C, B4–103, and B4– 

203 airplanes. 

(2) Airbus Model A300 B4–601, B4–603, 

B4–620, and B4–622 airplanes 

(3) Airbus Model A300 B4–605R and B4– 

622R airplanes. 

(4) Airbus Model A300 F4–605R airplanes. 

(5) Airbus Model A300 C4–605R Variant F 

airplanes. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 57, Wings. 

(e) Reason 

This AD was prompted by a determination 

that the inspection compliance time and 

interval must be reduced to allow timely 

detection of cracks and accomplishment of 

applicable repairs if necessary because of 

cracking in the rear spar web of the wings 

between certain ribs due to fatigue-related 

high shear stress. We are issuing this AD to 

detect and correct fatigue-related cracking, 

which could result in reduced structural 

integrity of the wing. 

(f) Compliance 

You are responsible for having the actions 

required by this AD performed within the 

compliance times specified, unless the 

actions have already been done. 

(g) Retained Inspection of Model A300 B2 

Series Airplanes 

This paragraph restates the requirements of 

paragraph (a) of AD 95–24–04, Amendment 

39–9436 (60 FR 58213, November 27, 1995), 

with no changes. For Model A300 B2 series 

airplanes: Prior to the accumulation of 18,000 

total flight cycles, or within 1,400 flight 

cycles after December 27, 1995 (the effective 

date of AD 95–24–04), whichever occurs 

later, perform a high frequency eddy current 

(HFEC) inspection to detect cracks at the aft 

spar web of the wings, in accordance with 

Airbus Service Bulletin A300–57–0213, 

dated August 12, 1994. Repeat the inspection 

thereafter at intervals not to exceed 5,000 

flight cycles. 

(h) Retained Inspection of Model A300 

B4–103, and B4–2C Series Airplanes 

This paragraph restates the requirements of 

paragraph (b) of AD 95–24–04, Amendment 

39–9436 (60 FR 58213, November 27, 1995), 

with no changes. For Model A300 B4–103, 

and B4–2C series airplanes: Prior to the 

accumulation of 19,000 total flight cycles, or 

within 1,400 flight cycles after December 27, 

1995 (the effective date of AD 95–24–04), 

whichever occurs later, perform an HFEC 

inspection to detect cracks at the aft spar web 

of the wings, in accordance with Airbus 

Service Bulletin A300–57–0213, dated 

August 12, 1994. Repeat the inspection 

thereafter at intervals not to exceed 6,000 

flight cycles. 

(i) Retained Inspection of Model A300 

B4–200 Series Airplanes 

This paragraph restates the requirements of 

paragraph (c) of AD 95–24–04, Amendment 

39–9436 (60 FR 58213, November 27, 1995), 

with no changes. For Model A300 B4–200 

series airplanes: Prior to the accumulation of 

17,000 total flight cycles, or within 1,400 

flight cycles after December 27, 1995 (the 

effective date of AD 95–24–04), whichever 

occurs later, perform an HFEC inspection to 

detect cracks at the aft spar web of the wings, 


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in accordance with Airbus Service Bulletin 

A300–57–0213, dated August 12, 1994. 

Repeat the inspection thereafter at intervals 

not to exceed 5,000 flight cycles. 

(j) Retained Inspection of Model A300–600 

B4–601, B4–603, B4–620, B4–622, B4–605R, 

B4–622R, and F4–605R Series Airplanes 

This paragraph restates the requirements of 

paragraph (d) of AD 95–24–04, Amendment 

39–9436 (60 FR 58213, November 27, 1995), 

with no changes. For Model A300–600 B4– 

601, B4–603, B4–620, B4–622, B4–605R, B4– 

622R, and F4–605R series airplanes: Prior to 

the accumulation of 21,600 flight cycles, 

perform an HFEC inspection to detect cracks 

at the aft spar web of the wings, in 

accordance with Airbus Service Bulletin 

A300–57–6059, dated August 12, 1994. 

Repeat the inspection thereafter at intervals 

not to exceed 5,700 flight cycles. 

Accomplishment of the initial inspection 

required by paragraph (l) of this AD 

terminates the requirements of this 

paragraph. 

(k) Retained Repairs 

This paragraph restates the requirements of 

paragraph (e) of AD 95–24–04, Amendment 

39–9436 (60 FR 58213, November 27, 1995), 

with new actions. 

(1) Before the effective date of this AD, if 

any crack is detected during any inspection 

required by paragraphs (g) though (j) of this 

AD: Prior to further flight, repair the crack, 

in accordance with Airbus Service Bulletin 

A300–57–0213, dated August 12, 1994; or 

Airbus Service Bulletin A300–57–6059, 

dated August 12, 1994; as applicable; or in 

accordance with a method approved by the 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA. 

(2) As of the effective date of this AD, if 

any crack is detected during any inspection 

required by paragraphs (g) though (j) of this 

AD: Before further flight, repair the crack, in 

accordance with Airbus Service Bulletin 

A300–57–0213, dated August 12, 1994 (for 

Model A300 B2 series airplanes, and Model 

A300 B4–103 and B4–2C series airplanes); or 

Airbus Mandatory Service Bulletin A300–57– 

6059, Revision 04, dated February 22, 2011 

(for Model A300–600 B4–601, B4–603, B4– 

620, B4–622, B4–605R, B4–622R, and F4– 

605R series airplanes); except if Airbus 

Service Bulletin A300–57–0213, dated 

August 12, 1994; or Airbus Mandatory 

Service Bulletin A300–57–6059, Revision 04, 

dated February 22, 2011; specifies to contact 

Airbus for an approved repair, before further 

flight, repair the crack using a method 

approved by either the Manager, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA; or the European 

Aviation Safety Agency (EASA) (or its 

delegated agent, or the Design Approval 

Holder with the EASA design organization 

approval, as applicable). For a repair method 

to be approved, the repair approval must 

specifically refer to this AD. 

(l) New Repetitive Inspections 

For airplanes identified in paragraphs 

(c)(2) through (c)(5) of this AD: At the later 

of the compliance times specified in 

paragraph (l)(1) and (l)(2) of this AD, perform 

an HFEC inspection to detect cracks of the aft 

face of the wing rear spar web in the area 

adjacent to the build slot, in accordance with 

the Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A300–57–6059, 

Revision 04, dated February 22, 2011. Repeat 

the inspection thereafter at the applicable 

compliance time specified in Airbus 

Mandatory Service Bulletin A300–57–6059, 

Revision 04, dated February 22, 2011, except 

as specified in paragraph (m) of this AD. 

Accomplishment of the initial inspection 

required by this paragraph terminates the 

requirements of paragraph (j) of this AD. 

(1) At the earlier of the applicable 

compliance times specified in the 

‘‘Threshold Inspection’’ column in table 1 

through table 4 of paragraph 1.E., 

‘‘Compliance,’’ of Airbus Mandatory Service 

Bulletin A300–57–6059, Revision 04, dated 

February 22, 2011. Where Airbus Mandatory 

Service Bulletin A300–57–6059, Revision 04, 

dated February 22, 2011, specifies ‘‘(FH)’’ 

and ‘‘(FC)’’ in the ‘‘Threshold Inspection’’ 

columns, this AD specifies ‘‘total flight 

hours’’ and ‘‘total flight cycles.’’ 

(2) At the earlier of the applicable 

compliance times specified in the ‘‘Grace 

Period’’ column in table 1 through table 4 of 

paragraph 1.E., ‘‘Compliance,’’ of Airbus 

Mandatory Service Bulletin A300–57–6059, 

Revision 04, dated February 22, 2011. Where 

Airbus Mandatory Service Bulletin A300–57– 

6059, Revision 04, dated February 22, 2011, 

specifies ‘‘(FH)’’ and ‘‘(FC)’’ in the ‘‘Grace 

Period’’ columns, this AD specifies ‘‘flight 

hours’’ and ‘‘flight cycles.’’ Where Airbus 

Mandatory Service Bulletin A300–57–6059, 

Revision 04, dated February 22, 2011, 

specifies a grace period, this AD requires 

compliance within the specified compliance 

time after the effective date of this AD. 

(m) Compliance Time Exceptions 

The repetitive inspection required by 

paragraph (l) of this AD is to be 

accomplished at the earlier of the applicable 

compliance time specified in column 

‘‘Repeat Interval’’ of table 1 through table 4 

of Airbus Mandatory Service Bulletin A300– 

57–6059, Revision 04, dated February 22, 

2011. Where Airbus Mandatory Service 

Bulletin A300–57–6059, Revision 04, dated 

February 22, 2011, specifies ‘‘(FC)’’ and 

‘‘(FH)’’ in the ‘‘Repeat Interval’’ columns, this 

AD specifies ‘‘flight hours’’ and ‘‘flight 

cycles.’’ 

(n) New Repair 

If any crack is detected during any 

inspection required by paragraph (l) of this 

AD: Before further flight, repair the crack, in 

accordance with the Accomplishment 

Instructions of Airbus Mandatory Service 

Bulletin A300–57–6059, Revision 04, dated 

February 22, 2011. Where Airbus Mandatory 

Service Bulletin A300–57–6059, Revision 04, 

dated February 22, 2011, specifies to contact 

Airbus for an approved repair: Before further 

flight, repair the crack using a method 

approved by either the Manager, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA; or the European 

Aviation Safety Agency (EASA) (or its 

delegated agent, or the Design Approval 

Holder with the EASA design organization 

approval, as applicable). For a repair method 

to be approved, the repair approval must 

specifically refer to this AD. Repair of any 

cracking as required by this paragraph does 

not terminate the repetitive inspections 

required by paragraph (l) of this AD. 

(o) Credit for Previous Actions 

(1) This paragraph provides credit for the 

actions required by paragraphs (j) and (k) of 

this AD, if those actions were performed 

before the effective date of this AD using 

Airbus Service Bulletin A300–57–6059, 

dated August 12, 1994. 

(2) This paragraph provides credit for the 

actions required by paragraphs (j), (k), (l), and 

(n) of this AD, if those actions were 

performed before the effective date of this AD 

using Airbus Service Bulletin A300–57–6059, 

Revision 03, dated October 25, 1999, 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. 

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. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer, use these actions if they are 

FAA approved. Corrective actions are 

considered FAA-approved if they were 

approved by the State of Design Authority (or 

its delegated agent, or the Design Approval 

Holder with a State of Design Authority’s 

design organization approval, as applicable). 

You are required to ensure the product is 

airworthy before it is returned to service. 

(q) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) 

Airworthiness Directive 2013–0013R1, dated 

February 20, 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 it in Docket No. 

FAA–2014–0138. 

(2) 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 


tkelley on DSK3SPTVN1PROD with PROPOSALS
13948 Federal Register / Vol. 79, No. 48 / Wednesday, March 12, 2014 / Proposed Rules 

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. 

Issued in Renton, Washington, on February 

28, 2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–05436 Filed 3–11–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2014–0104; Airspace 

Docket No. 13–AEA–4] 

RIN 2120–AA66 

Proposed Amendment and Revocation 

of Jet Routes; Northeast United States 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: This action proposes to 

modify segments of jet routes J–64 and 

J–80, and remove jet route J–77, in the 

northeastern United States. The FAA is 

proposing this action because segments 

of these routes are receiving minimal to 

no usage due to other more efficient 

routes in the area. This action would 

eliminate unneeded route segments, 

reduce chart clutter and improve chart 

readability. 

DATES: Comments must be received on 

or before April 28, 2014. 

ADDRESSES: Send comments on this 

proposal to the U.S. Department of 

Transportation, Docket Operations, M– 

30, 1200 New Jersey Avenue SE., West 

Building Ground Floor, Room W12–140, 

Washington, DC 20590–0001; telephone: 

(202) 366–9826. You must identify FAA 

Docket No. FAA–2014–0104 and 

Airspace Docket No. 13–AEA–4 at the 

beginning of your comments. You may 

also submit comments through the 

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

FOR FURTHER INFORMATION CONTACT: Paul 

Gallant, Airspace Policy and 

Regulations Group, Office of Airspace 

Services, Federal Aviation 

Administration, 800 Independence 

Avenue SW., Washington, DC 20591; 

telephone: (202) 267–8783. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

Interested parties are invited to 

participate in this proposed rulemaking 

by submitting such written data, views, 

or arguments as they may desire. 

Comments that provide the factual basis 

supporting the views and suggestions 

presented are particularly helpful in 

developing reasoned regulatory 

decisions on the proposal. Comments 

are specifically invited on the overall 

regulatory, aeronautical, economic, 

environmental, and energy-related 

aspects of the proposal. 

Communications should identify both 

docket numbers (FAA Docket No. FAA– 

2014–0104 and Airspace Docket No. 13– 

AEA–4) and be submitted in triplicate to 

the Docket Management Facility (see 

ADDRESSES section for address and 

phone number). You may also submit 

comments through the Internet at http:// 

www.regulations.gov. 

Commenters wishing the FAA to 

acknowledge receipt of their comments 

on this action must submit with those 

comments a self-addressed, stamped 

postcard on which the following 

statement is made: ‘‘Comments to FAA 

Docket No. FAA–2014–0104 and 

Airspace Docket No. 13–AEA–4.’’ The 

postcard will be date/time stamped and 

returned to the commenter. 

All communications received on or 

before the specified comment closing 

date will be considered before taking 

action on the proposed rule. The 

proposal contained in this action may 

be changed in light of comments 

received. All comments submitted will 

be available for examination in the 

public docket both before and after the 

comment closing date. A report 

summarizing each substantive public 

contact with FAA personnel concerned 

with this rulemaking will be filed in the 

docket. 

Availability of NPRM’s 

An electronic copy of this document 

may be downloaded through the 

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

You may review the public docket 

containing the proposal, any comments 

received and any final disposition in 

person in the Dockets Office (see 

ADDRESSES section for address and 

phone number) between 9:00 a.m. and 

5:00 p.m., Monday through Friday, 

except Federal holidays. An informal 

docket may also be examined during 

normal business hours at the office of 

the Eastern Service Center, Federal 

Aviation Administration, Room 210, 

1701 Columbia Ave., College Park, GA 

30337. 

Persons interested in being placed on 

a mailing list for future NPRM’s should 

contact the FAA’s Office of Rulemaking, 

(202) 267–9677, for a copy of Advisory 

Circular No. 11–2A, Notice of Proposed 

Rulemaking Distribution System, which 

describes the application procedure. 

Background 

On October 20, 2011, the FAA 

amended part of the high altitude route 

structure in the northeastern United 

States to expedite the routing of 

westbound traffic departing the New 

York Metropolitan area and to realign 

high altitude overflight traffic to help 

reduce delays within New York 

terminal airspace (76 FR 57902). The 

new and amended routes from that 

action have enhanced air traffic flows in 

the area and have become the routes of 

primary use. The FAA determined that 

jet route J–77, and portions of jet routes 

J–64 and J–80, are receiving minimal 

usage and have been made essentially 

redundant by other, more efficient route 

options available in that area. 

The Proposal 

The FAA is proposing an amendment 

to Title 14, Code of Federal Regulations 

(14 CFR) part 71 to eliminate portions 

of jet routes J–64 and J–80 and to 

remove jet route J–77 in the 

northeastern United States. The 

proposed changes would eliminate 

segments that no longer benefit the 

efficiency of the National Airspace 

System, reduce chart clutter and 

improve readability of the affected 

Enroute High Altitude charts. The 

proposed route changes are outlined 

below. 

J–64: J–64, currently extending 

between Los Angeles, CA, and 

Robbinsville, NJ, would terminate at the 

intersection of the Ravine, PA, 102°(T)/ 

113°(M) radial and the Lancaster, PA, 

044°(T)/053°(M) radial. This new 

termination point would be at the 

SARAA fix, approximately 65 nautical 

miles northwest of the current end point 

Robbinsville, NJ. 

J–77: J–77, currently extending 

between Boston, MA, and Westminster, 

MD, would be removed. Other routes 

are available for navigation between the 

Baltimore, MD, area and Boston, MA. 

J–80: J–80, currently extending 

between Oakland, CA, and Bangor, ME, 

would terminate at Bellaire, OH, 

eliminating the segments between 

Bellaire and Bangor, ME. RNAV route 

Q–480 and jet route J–581 provide 

alternative routing between Bellaire, 

OH, and Bangor, ME. 

Where new navigation aid radials are 

cited in a proposed route description, 

below, both True and Magnetic degrees 

are listed. Otherwise, only True degrees 

are stated. 

Jet routes are published in paragraph 

2004 of FAA Order 7400.9X dated 

August 7, 2013, and effective September 

15, 2013, which is incorporated by 

reference in 14 CFR 71.1. The jet routes 


tkelley on DSK3SPTVN1PROD with PROPOSALS