38290 Federal Register / Vol. 63, No. 136 /Thursday, July 16, 1998 /Rules and Regulations

safety and the public interest require the

adoption of the rule with the changes

described previously. The FAA has

determined that these changes will

neither increase the economic burden

on any operator nor increase the scope

of the AD.

Cost Impact

The FAA estimates that 12 British

Aerospace Model BAe 146 and Model

Avro 146–RJ series airplanes of U.S.

registry will be affected by this AD, that

it will take approximately 4 work hours

per airplane to accomplish the required

actions, and that the average labor rate

is $60 per work hour. Based on these

figures, the cost impact of the AD on

U.S. operators is estimated to be $2,880,

or $240 per airplane.

The cost impact figure discussed

above is based on assumptions that no

operator has yet accomplished any of

the requirements of this AD action, and

that no operator would accomplish

those actions in the future if this AD

were not adopted.

Regulatory Impact

The regulations adopted herein will

not have substantial direct effects on the

States, on the relationship between the

national government and the States, or

on the distribution of power and

responsibilities among the various

levels of government. Therefore, in

accordance with Executive Order 12612,

it is determined that this final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

For the reasons discussed above, I

certify that this action (1) is not a

‘‘significant regulatory action’’ under

Executive Order 12866; (2) is not a

‘‘significant rule’’ under DOT

Regulatory Policies and Procedures (44

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

will not have a significant economic

impact, positive or negative, on a

substantial number of small entities

under the criteria of the Regulatory

Flexibility Act. A final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it may be obtained from the Rules

Docket at the location provided under

the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Incorporation by reference,

Safety.

Adoption of the Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration amends part 39 of the

Federal Aviation Regulations (14 CFR

part 39) as follows:

PART 39—AIRWORTHINESS

DIRECTIVES

1. The authority citation for part 39

continues to read as follows:

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

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

98–15–08 British Aerospace Regional

Aircraft (Formerly British Aerospace

Regional Aircraft Limited, Avro

International Aerospace Division;

British Aerospace, PLC; British

Aerospace Commercial Aircraft

Limited): Amendment 39–10659. Docket

97–NM–02–AD.

Applicability: Model BAe 146 and Model

Avro 146–RJ series airplanes, as listed in

British Aerospace Service Bulletin SB.57–49,

Revision 1, dated June 19, 1997, and having

wing skins made from 7150–T651 aluminum;

certificated in any category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

modified, altered, or repaired in the area

subject to the requirements of this AD. For

airplanes that have been modified, altered, or

repaired so that the performance of the

requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance in

accordance with paragraph (b) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To detect and correct stress corrosion

cracking in the wing skin, which could result

in reduced structural integrity of the wing,

accomplish the following:

(a) Within 4 months after the effective date

of this AD; and thereafter at intervals not to

exceed 4,000 landings or 2 years, whichever

occurs first: Perform a detailed visual

inspection of the top wing skins to detect

stress corrosion cracking, and any damaged

or missing surface protective finish that

exposes the metallic surfaces, in accordance

with British Aerospace Service Bulletin

SB.57–49, dated June 4, 1996, or Revision 1,

dated June 19, 1997.

(1) If any damaged or missing surface

protective finish is detected, and no cracking

or corrosion is detected, prior to further

flight, reapply the protective finish in

accordance with the service bulletin. Repeat

the detailed visual inspection, thereafter, at

intervals not to exceed 4,000 landings or 2

years, whichever occurs first.

(2) If any cracking is detected, prior to

further flight, repair in accordance with a

method approved by the Manager,

International Branch, ANM–116, FAA,

Transport Airplane Directorate.

Note 2: During the detailed visual

inspections of the top wing skins, pay

particular attention to the edge of cutouts,

skin edges, and attachment bolt holes.

(b) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager,

International Branch, ANM–116. Operators

shall submit their requests through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, International Branch,

ANM–116.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the International Branch,

ANM–116.

(c) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the airplane to

a location where the requirements of this AD

can be accomplished.

(d) Except as provided by paragraph (a)(2)

of this AD, the inspections and repairs shall

be done in accordance with British

Aerospace Service Bulletin SB.57–49, dated

June 4, 1996; or British Aerospace Service

Bulletin SB.57–49, Revision 1, dated June 19,

1997. This incorporation by reference was

approved by the Director of the Federal

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

and 1 CFR part 51. Copies may be obtained

from AI(R) American Support, Inc., 13850

Mclearen Road, Herndon, Virginia 20171.

Copies may be inspected at the FAA,

Transport Airplane Directorate, 1601 Lind

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

Office of the Federal Register, 800 North

Capitol Street, NW., suite 700, Washington,

DC.

Note 4: The subject of this AD is addressed

in British airworthiness directive 005–06–96,

dated June 4, 1996.

(e) This amendment becomes effective on

August 20, 1998.

Issued in Renton, Washington, on July 8,

1998.

S.R. Miller,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–18770 Filed 7–15–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–NM–160–AD; Amendment

39–10660; AD 98–15–09]

RIN 2120–AA64

Airworthiness Directives; Airbus Model

A320–111 and –211 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.
Federal Register / Vol. 63, No. 136 /Thursday, July 16, 1998 /Rules and Regulations 38291

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Airbus Model

A320–111 and –211 series airplanes.

This action requires repetitive

inspections to detect fatigue cracking of

the frames of the sliding windows in the

cockpit, and repair, if necessary. This

amendment is prompted by issuance of

mandatory continuing airworthiness

information by a foreign civil

airworthiness authority. The actions

specified in this AD are intended to

detect and correct fatigue cracking of the

frames of the sliding windows in the

cockpit, which could result in reduced

structural integrity of the pressure

vessel of the fuselage of the airplane.

DATES: Effective July 31, 1998.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of July 31,

1998.

Comments for inclusion in the Rules

Docket must be received on or before

August 17, 1998.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 97–NM–

160–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

The service information referenced in

this AD may be obtained from Airbus

Industrie, 1 Rond Point Maurice

Bellonte, 31707 Blagnac Cedex, France.

This information may be examined at

the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW.,

Renton, Washington; or at the Office of

the Federal Register, 800 North Capitol

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

FOR FURTHER INFORMATION CONTACT:

Norman B. Martenson, Manager,

International Branch, ANM–116, FAA,

Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2110;

fax (425) 227–1149.

SUPPLEMENTARY INFORMATION: The

Direction Ge ́ne ́rale de l’Aviation Civile

(DGAC), which is the airworthiness

authority for France, notified the FAA

that an unsafe condition may exist on

certain Airbus Model A320–111 and

–211 series airplanes. The DGAC

advises that, during full-scale fatigue

testing, fatigue cracking was found on

the frame of a sliding window in the

cockpit, at the junction with a doubler.

Such fatigue cracking of the frames of

the sliding windows in the cockpit, if

not corrected, could result in reduced

structural integrity of the pressure

vessel of the fuselage of the airplane.

Explanation of Relevant Service

Information

The manufacturer has issued Airbus

Service Bulletin A320–53–1065, dated

May 4, 1992. This service bulletin

describes procedures for repetitive

ultrasonic inspections to detect fatigue

cracking around fasteners A, B, and C of

the frames of the sliding windows in the

cockpit; and repetitive eddy current

inspections to detect fatigue cracking

around fasteners D and E of the frames

of the sliding windows. The service

bulletin also specifies that the

inspections for fatigue cracking of the

frames of the sliding windows should be

accomplished only on the left side of

certain airplanes, and only on the right

side of certain other airplanes. In the

case of one airplane, the inspections

should be accomplished on both sides

of the airplane. The DGAC classified

this service bulletin as mandatory and

issued French airworthiness directive

96–235–088(B), dated October 23, 1996,

in order to assure the continued

airworthiness of these airplanes in

France.

FAA’s Conclusions

This airplane model is manufactured

in France and is type certificated for

operation in the United States under the

provisions of § 21.29 of the Federal

Aviation Regulations (14 CFR 21.19)

and the applicable bilateral

airworthiness agreement. Pursuant to

this bilateral airworthiness agreement,

the DGAC has kept the FAA informed

of the situation described above. The

FAA has examined the findings of the

DGAC, reviewed all available

information, and determined that AD

action is necessary for products of this

type design that are certificated for

operation in the United States.

Explanation of Requirements of the

Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other airplanes of the same

type design registered in the United

States, this AD is being issued to detect

and correct fatigue cracking of the

frames of the sliding windows in the

cockpit, which could result in reduced

structural integrity of the pressure

vessel of the fuselage of the airplane.

This AD requires accomplishment of the

actions specified in the service bulletin

described previously, except as

discussed below.

Differences Between This Rule and

Service Bulletin

Operators should note that, unlike the

procedures described in Airbus Service

Bulletin A320–53–1065, this

amendment would not permit further

flight if cracking of the frame of a

sliding window in the cockpit is

detected. The FAA has determined that,

because of the safety implications and

consequences associated with such

cracking, any subject window frame that

is found to be cracked must be repaired

prior to further flight.

Operators also should note that,

although the service bulletin specifies

that the manufacturer may be contacted

for disposition of repair conditions, this

AD requires the repair of those

conditions to be accomplished in

accordance with a method approved by

either the FAA, or the DGAC (or its

delegated agent). In light of the type of

repair that is required to address the

identified unsafe condition, and in

consonance with existing bilateral

airworthiness agreements, the FAA has

determined that, for this AD, a repair

approved by either the FAA or the

DGAC is acceptable for compliance with

this AD.

Cost Impact

None of the airplanes affected by this

action are on the U.S. Register. All

airplanes included in the applicability

of this rule currently are operated by

non-U.S. operators under foreign

registry; therefore, they are not directly

affected by this AD action. However, the

FAA considers that this rule is

necessary to ensure that the unsafe

condition is addressed in the event that

any of these subject airplanes are

imported and placed on the U.S.

Register in the future.

Should an affected airplane be

imported and placed on the U.S.

Register in the future, it would require

approximately 4 work hours (2 work

hours for each side of the airplane) to

accomplish the required inspections, at

an average labor rate of $60 per work

hour. Based on these figures, the cost

impact of this AD would be $240 per

airplane, per inspection cycle.

Determination of Rule’s Effective Date

Since this AD action does not affect

any airplane that is currently on the

U.S. register, it has no adverse economic

impact and imposes no additional

burden on any person. Therefore, prior

notice and public procedures hereon are

unnecessary and the amendment may be

made effective in less than 30 days after

publication in the Federal Register.
38292 Federal Register / Vol. 63, No. 136 /Thursday, July 16, 1998 /Rules and Regulations

Comments Invited

Although this action is in the form of

a final rule and was not preceded by

notice and opportunity for public

comment, comments are invited on this

rule. Interested persons are invited to

comment on this rule by submitting

such written data, views, or arguments

as they may desire. Communications

shall identify the Rules Docket number

and be submitted in triplicate to the

address specified under the caption

ADDRESSES. All communications

received on or before the closing date

for comments will be considered, and

this rule may be amended in light of the

comments received. Factual information

that supports the commenter’s ideas and

suggestions is extremely helpful in

evaluating the effectiveness of the AD

action and determining whether

additional rulemaking action would be

needed.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report that

summarizes each FAA-public contact

concerned with the substance of this AD

will be filed in the Rules Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this rule must

submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 97–NM–160–AD.’’ The

postcard will be date stamped and

returned to the commenter.

Regulatory Impact

The regulations adopted herein will

not have substantial direct effects on the

States, on the relationship between the

national government and the States, or

on the distribution of power and

responsibilities among the various

levels of government. Therefore, in

accordance with Executive Order 12612,

it is determined that this final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

For the reasons discussed above, I

certify that this action (1) is not a

‘‘significant regulatory action’’ under

Executive Order 12866; (2) is not a

‘‘significant rule’’ under DOT

Regulatory Policies and Procedures (44

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

will not have a significant economic

impact, positive or negative, on a

substantial number of small entities

under the criteria of the Regulatory

Flexibility Act. A final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it may be obtained from the Rules

Docket at the location provided under

the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Incorporation by reference,

Safety.

Adoption of the Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration amends part 39 of the

Federal Aviation Regulations (14 CFR

part 39) as follows:

PART 39—AIRWORTHINESS

DIRECTIVES

1. The authority citation for part 39

continues to read as follows:

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

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

98–15–09 Airbus Industrie: Amendment

39–10660. Docket 97–NM–160–AD.

Applicability: Model A320–111 and –211

series airplanes, serial numbers 002 through

004 inclusive, and 023; on which Airbus

Modification 20473 has not been

accomplished; certificated in any category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

otherwise modified, altered, or repaired in

the area subject to the requirements of this

AD. For airplanes that have been modified,

altered, or repaired so that the performance

of the requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance in

accordance with paragraph (e) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To detect and correct fatigue cracking of

the frames of the sliding windows in the

cockpit, which could result in reduced

structural integrity of the pressure vessel of

the fuselage of the airplane, accomplish the

following:

(a) Prior to the accumulation of 20,000 total

flight cycles, or within 2,000 flight cycles

after the effective date of this AD, whichever

occurs later, accomplish the requirements of

paragraphs (a)(1) and (a)(2) of this AD, in

accordance with Airbus Service Bulletin

A320–53–1065, dated May 4, 1992.

(1) Perform an ultrasonic inspection to

detect fatigue cracking around fasteners A, B,

and C of the frame of the sliding window in

the cockpit, on the left or right side of the

airplane, as applicable.

(2) Perform an eddy current inspection to

detect fatigue cracking around fasteners D

and E of the frame of the sliding window in

the cockpit, on the left or right side of the

airplane, as applicable.

(b) If no cracking is detected during the

inspections required by paragraph (a) of this

AD, repeat the inspections thereafter at

intervals not to exceed 13,000 flight cycles.

(c) If any cracking is detected during the

inspections required by paragraph (a) of this

AD, and the total length of the cracks is less

than 20 mm: Prior to further flight, repair in

accordance with a method approved by

either the Manager, International Branch,

ANM–116, FAA, Transport Airplane

Directorate; or the Direction Ge ́ne ́rale de

l’Aviation Civile (DGAC) (or its delegated

agent). Accomplishment of such repair

constitutes terminating action for the

inspection requirements of paragraph (a) of

this AD.

(d) If any cracking is detected during the

inspections required by paragraph (a) of this

AD, and the total length of the cracks is 20

mm or greater: Prior to further flight, repair

in accordance with a method approved by

the Manager, International Branch, ANM–

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

(e) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager,

International Branch, ANM–116. Operators

shall submit their requests through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, International Branch,

ANM–116.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the International Branch,

ANM–116.

(f) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the airplane to

a location where the requirements of this AD

can be accomplished.

(g) The inspections shall be done in

accordance with Airbus Service Bulletin

A320–53–1065, dated May 4, 1992. This

incorporation by reference was approved by

the Director of the Federal Register in

accordance with 5 U.S.C. 552(a) and 1 CFR

part 51. Copies may be obtained from Airbus

Industrie, 1 Rond Point Maurice Bellonte,

31707 Blagnac Cedex, France. Copies may be

inspected at the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW., Renton,

Washington; or at the Office of the Federal

Register, 800 North Capitol Street, NW., suite

700, Washington, DC.

Note 3: The subject of this AD is addressed

in French airworthiness directive 96–235–

088(B), dated October 23, 1996.

(h) This amendment becomes effective on

July 31, 1998.
Federal Register / Vol. 63, No. 136 /Thursday, July 16, 1998 /Rules and Regulations 38293

Issued in Renton, Washington, on July 8,

1998.

S.R. Miller,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–18769 Filed 7–15–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 94–NM–94–AD; Amendment

39–10657; AD 98–15–06]

RIN 2120–AA64

Airworthiness Directives; Airbus Model

A320 and Model A321 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Airbus Model

A320 and Model A321 series airplanes,

that requires repetitive inspections to

verify proper installation of the plain

bushings of the upper and lower

connection links on the forward and aft

passenger/crew doors, and correction of

discrepancies. This amendment also

requires installation of shouldered

bushings on the frame segment used for

attachment of the connection links or

modification of the frame segment

bushing (as applicable), which

terminates the repetitive inspection

requirements. This amendment is

prompted by a report that, during an

emergency evacuation of in-service

airplanes, the left aft passenger/crew

door jammed against the fuselage

structure in a nearly closed position due

to bushing migration. The actions

specified by this AD are intended to

prevent jamming of the passenger/crew

door, which could delay or impede the

evacuation of passengers during an

emergency.

DATES: Effective August 20, 1998.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of August 20,

1998.

ADDRESSES: The service information

referenced in this AD may be obtained

from Airbus Industrie, 1 Rond Point

Maurice Bellonte, 31707 Blagnac Cedex,

France. This information may be

examined at the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, Rules Docket,

1601 Lind Avenue, SW., Renton,

Washington; or at the Office of the

Federal Register, 800 North Capitol

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

FOR FURTHER INFORMATION CONTACT:

Norman B. Martenson, Manager,

International Branch, ANM–116, FAA,

Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2110;

fax (425) 227–1149.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an airworthiness directive (AD)

that is applicable to certain Airbus

Model A320 and A321 series airplanes

was published as a supplemental notice

of proposed rulemaking (NPRM) in the

Federal Register on February 25, 1997

(62 FR 8408). That action proposed to

require repetitive inspections to verify

proper installation of the plain bushings

of the upper and lower connection links

on the forward and aft passenger/crew

doors, and correction of discrepancies.

That action also proposed to require

replacement of the shouldered bushing

on the locking mechanism with a new

oversized bushing or modification of the

frame segment bushing (as applicable),

which terminates the repetitive

inspection requirements.

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

Request to Revise Applicability

One commenter, Airbus, requests that

the applicability of the supplemental

NPRM be revised to specify that the AD

applies to (1) airplanes on which Airbus

Modification 24497 has not been

installed in production; and (2)

airplanes on which Airbus Service

Bulletin A320–52–1027, Revision 2,

dated February 18, 1993, Revision 3,

dated December 10, 1993, or Airbus

Service Bulletin A320–52–1064,

Revision 1, dated September 8, 1995,

has not been installed.

Airbus advises that installation of

Airbus Modification 22422 in

production is not equivalent to

accomplishment of Airbus Service

Bulletin A320–52–1027. (The

applicability of the supplemental NPRM

incorrectly equates Modification 22422

to Airbus Service Bulletin A320–52–

1027.) The commenter adds that

airplanes on which Airbus Service

Bulletin A320–52–1027 has been

accomplished are not affected by the

requirements of the supplemental

NPRM. The commenter states further

that Airbus Service Bulletin A320–52–

1064 must be accomplished on

airplanes on which Airbus Modification

22422 was installed in production.

The FAA concurs with the

commenter’s request. Installation of

shouldered bushings on the segment

frame is necessary in order to provide a

full solution and adequately address the

identified unsafe condition. Airbus

Modification 22422 installed in

production added interference fit plain

bushings, in place of plain bushings.

However, several occurrences of

migration of the bushings were reported

on those airplanes having Modification

22422 installed in production.

Subsequently, Airbus has developed a

further modification of the frame

segment bushing, which entails

removing the plain bushings and

installing shouldered bushings on the

frame used for attachment of the

connection links. Airbus Modification

24497 accomplishes this installation for

airplanes in production, using

interference fit shouldered bushings.

(For retrofit solutions, installation of the

shouldered bushings is accomplished

with Loctite sealant rather than

interference fit).

Airbus Service Bulletin A320–52–

1027 is the retrofit solution equivalent

to Modification 24497, to be

accomplished on those airplanes in a

pre-Modification 22422 configuration.

For those airplanes on which

Modification 22422 was installed in

production, installation of shouldered

bushings is also necessary, and is to be

accomplished in accordance with the

procedures described in Airbus Service

Bulletin A320–52–1064.

Accomplishment of the retrofit solution

described in A320–52–1027 or A320–

52–1064, as applicable, would terminate

the repetitive inspection requirements

of this AD. The FAA has revised the

applicability and paragraphs (a), (b), (c),

and (d) of the final rule to clarify the

effectivity of the AD.

Request to Extend Compliance Time

One commenter requests that the

compliance time for accomplishing the

initial detailed visual inspection be

extended from the proposed 450 flight

hours to 460 flight hours, and that the

repetitive interval be extended from the

proposed 900 flight hours to 920 flight

hours. The commenter states that such

an extension will allow the inspection

to be accomplished during a regularly

scheduled ‘‘A’’ and ‘‘2A’’ check, and

thereby eliminate any additional

expenses that would be associated with

special scheduling. The FAA does not

concur. In developing an appropriate

compliance time for this action, the