[Federal Register Volume 63, Number 139 (Tuesday, July 21, 1998)]
[Proposed Rules]
[Pages 39045-39050]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-19332]



[[Page 39045]]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 95-NM-275-AD]
RIN 2120-AA64


Airworthiness Directives; Airbus Model A310 Series Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Supplemental notice of proposed rulemaking; reopening of 
comment period.

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SUMMARY: This document revises an earlier proposed airworthiness 
directive (AD), applicable to all Airbus Model A310 series airplanes, 
that would have required various inspections to detect fatigue cracks 
at certain locations on the fuselage, horizontal stabilizer, and wings 
and tail, and repair or modification, if necessary; and installation of 
doublers. That proposal was prompted by results of full-scale fatigue 
testing of a ModelA310 series airplane, which revealed fatigue cracks 
at those locations. This new action revises the proposed rule by adding 
new inspections and reducing certain inspection intervals. The actions 
specified by this new proposed AD are intended to prevent reduced 
structural integrity of the fuselage, horizontal stabilizer, and wings.

DATES: Comments must be received by August 17, 1998.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-114, 
Attention: Rules Docket No. 95-NM-275-AD, 1601 Lind Avenue, SW., 
Renton, Washington 98055-4056. Comments may be inspected at this 
location between 9:00 a.m. and 3:00 p.m., Monday through Friday, except 
Federal holidays.
    The service information referenced in the proposed rule 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.

FOR FURTHER INFORMATION CONTACT: Norman B. Martenson, Manager, 
International Branch, ANM-116, FAA, Transport Airplane Directorate, 
1601 LindAvenue, SW., Renton, Washington 98055-4056; telephone (425) 
227-2110; fax (425) 227-1149.

SUPPLEMENTARY INFORMATION:

Comments Invited

    Interested persons are invited to participate in the making of the 
proposed 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 above. All 
communications received on or before the closing date for comments, 
specified above, will be considered before taking action on the 
proposed rule. The proposals contained in this notice may be changed in 
light of the comments received.
    Comments are specifically invited on the overall regulatory, 
economic, environmental, and energy aspects of the proposed 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 summarizing each FAA-public contact concerned with 
the substance of this proposal will be filed in the Rules Docket.
    Commenters wishing the FAA to acknowledge receipt of their comments 
submitted in response to this notice must submit a self-addressed, 
stamped postcard on which the following statement is made: ``Comments 
to Docket Number 95-NM-275-AD.'' The postcard will be date stamped and 
returned to the commenter.

Availability of NPRMs

    Any person may obtain a copy of this NPRM by submitting a request 
to the FAA, Transport Airplane Directorate, ANM-114, Attention: Rules 
Docket No. 95-NM-275-AD, 1601 Lind Avenue, SW., Renton, Washington 
98055-4056.

Discussion

    A proposal to amend part 39 of the Federal Aviation Regulations (14 
CFR part 39) to add an airworthiness directive (AD), applicable to all 
Airbus Model A310 series airplanes, was published as a notice of 
proposed rulemaking (NPRM) in the Federal Register on January 11, 1996 
(61 FR 1017). That NPRM would have required various inspections to 
detect fatigue cracks at certain locations on the fuselage, horizontal 
stabilizer, and wings and tail, and repair or modification, if 
necessary; and installation of doublers. That NPRM was prompted by 
results of full-scale fatigue testing of a Model A310 series airplane, 
which revealed fatigue cracks at those locations. That condition, if 
not corrected, could result in reduced structural integrity of the 
fuselage, horizontal stabilizer, and wings.

Disposition of Comments

    Due consideration has been given to the comments received in 
response to the NPRM.

Request to Cite Revised Service Information

    Airbus requests that the FAA revise the proposal to reference later 
revisions of certain service bulletins, and French airworthiness 
directive 92-106-132(B)R4, dated June 5, 1996. In addition, Airbus 
indicates that two additional inspection tasks have been added in 
Revision 4 of the French airworthiness directive. These tasks are 
described in two Airbus service bulletins:
    <bullet> Airbus Service Bulletin A310-57-2064, dated August 24, 
1995, which describes procedures for repetitive eddy current 
inspections to detect cracking of the corner angle fitting and the 
vertical tee fitting at left and right frame 40, and corrective 
actions, if necessary.
    <bullet> Airbus Service Bulletin A310-57-2038, Revision 2, dated 
January 4, 1996, which describes procedures for repetitive high 
frequency eddy current or X-ray inspections to detect cracking of the 
stringer runouts inboard and outboard of rib 14 at stringers 6, 7, 8, 
and 9.
    In addition, Airbus issued the following service bulletin 
revisions, which are essentially the same as the previous issues of the 
service bulletins, except as specified below:
    <bullet> Service Bulletin A310-53-2014, Revision 5, dated June 9, 
1992; as revised by Service Bulletin Change Notices 5.A., dated 
September 29, 1992, and 5.B., dated February 5, 1996; which specifies a 
reduced inspection threshold, and updates the reference to the 
appropriate French airworthiness directive.
    <bullet> Service Bulletin A310-53-2059, Revision 1, dated January 
4, 1996, which specifies appropriate grace periods for the specified 
compliance time for accomplishment of the recommended inspections, and 
updates the reference to the appropriate French airworthiness 
directive.
    <bullet> Service Bulletin A310-57-2002, Revision 2, dated January 
4, 1996, which provides a grace period for the specified compliance 
time for accomplishment of the recommended inspection.
    <bullet> Service Bulletin A310-57-2006, Revision 3, dated May 2, 
1996, which revises the effectivity listing of the service bulletin.
    <bullet> Service Bulletin A310-57-2032, Revision 3, dated January 
4, 1996, which revises the effectivity listing of the service bulletin.

[[Page 39046]]

    <bullet> Service Bulletin A310-57-2037, Revision 3, dated January 
4, 1996, which contains minor editorial changes.
    <bullet> Service Bulletin A310-57-2046, Revision 4, dated October 
16, 1996; as revised by Service Bulletin Change Notice 4A, dated 
October 16, 1996; which changes the inspection technique, reduces the 
repetitive inspection intervals, and revises the effectivity listing of 
the service bulletin.
    <bullet> Service Bulletin A310-57-2047, Revision 2, dated January 
22, 1997, which revises the effectivity listing of the service 
bulletin.
    <bullet> Service Bulletin A310-57-2050, dated April 23, 1990; as 
revised by Service Bulletin Change Notices 0.A., dated September 29, 
1992, and 0.B., dated January 6, 1995; which adds a reference to the 
appropriate French airworthiness directive.
    The Direction Generale de l'Aviation Civile (DGAC), which is the 
airworthiness authority for France, classified these service bulletins 
as mandatory, and issued French airworthiness directive 92-106-
132(B)R4, dated June 5, 1996, in order to ensure the continued 
airworthiness of these airplanes in France.
    The FAA concurs with the commenter's request to cite the additional 
and revised service bulletins, and has revised this supplemental NPRM 
to provide these references. Additionally, the cost impact information, 
below, has been revised to reflect any additional costs to operators 
and to update the number of affected U.S.-registered airplanes.

Request to Substantiate Need for Accomplishment of Service 
Bulletins

    One commenter questions whether each of the service bulletins cited 
in the NPRM individually satisfies the unsafe condition requirements of 
part 39 of the Federal Aviation Regulations (14 CFR part 39). The 
commenter points out that Airbus Service Bulletin A310-53-2014 
indicates that the existence of a ``crack does not affect aircraft 
safety because its propagation ... could entail expensive repair.''
    The commenter further states that the supplementary comments (of 
the proposed rule) describe how the DGAC allows either a visual or eddy 
current inspection to detect cracks that measure 0.078 inch, but since 
the FAA has concluded that a 0.078-inch crack will not likely be found 
by visual means, the FAA proposes that only an eddy current inspection 
be used for the affected structure. The commenter states that this 
restriction goes beyond what is specified by the DGAC and should be 
substantiated. The commenter states that it suspects that the DGAC is 
well aware that a 0.078-inch crack would not be found by a visual 
inspection, but has concluded that a crack of that size on the affected 
structure does not render the airplane unsafe and that visual 
inspections are appropriate for the inspection interval provided.
    The commenter suggests that if the justification for this proposed 
AD is based upon the DGAC recommendation, then the FAA's departure from 
the DGAC's recommendation should be coordinated with the DGAC before 
the FAA adopts this proposed AD.
    The FAA infers that the commenter is requesting substantiation that 
accomplishment of all of the service bulletins referenced in the 
proposed AD is necessary in order to address an unsafe condition. The 
FAA also infers that the example cited regarding visual versus eddy 
current inspections is in reference to Airbus Service Bulletin A310-57-
2039, dated September 24, 1990.
    The wing, fuselage, and empennage structure is primary structure of 
the airplane that contributes significantly to carrying flight, ground, 
and pressurization loads. As in much of commercial aircraft structure, 
the failure of a single part is usually not catastrophic, and safe 
flight could likely continue for some time with any single part cracked 
or broken. However, if certain parts (as referenced in the service 
bulletins) were to fail, the residual strength of the surrounding 
aircraft structure would be reduced and could cause failure or 
initiate/accelerate cracking of other structural members. Therefore, in 
consonance with the DGAC, the FAA finds that accomplishment of the 
referenced service bulletins, as required by this supplemental NPRM, is 
necessary in order to adequately address the identified unsafe 
condition.
    However, the FAA has reconsidered its position concerning the use 
of visual inspection techniques, specifically for accomplishment of the 
actions specified in Airbus Service Bulletin A310-57-2039 and A310-57-
2050. The FAA finds that a visual inspection also will adequately 
detect cracking. Operators should note, however, that by the time 
cracking has progressed to the point of being visually detectable, 
repairs would likely be complicated and expensive. Since definitive 
repairs beyond a certain crack length are not provided in the service 
bulletins, an FAA-approved repair would be required to be accomplished 
for such cracking. The FAA has revised paragraphs (l) and (p) of this 
supplemental NPRM to add a visual inspection method as an option for 
accomplishment of the referenced service bulletins.

Reformatting of the Supplemental NPRM

    Operators should note that the FAA has revised the text of 
paragraphs (a) through (q) of the original NPRM for the sake of brevity 
and to reduce the complexity of the requirements specified in those 
paragraphs.

Conclusion

    Since certain changes explained previously expand the scope of the 
originally proposed rule, the FAA has determined that it is necessary 
to reopen the comment period to provide additional opportunity for 
public comment.
    This airplane model is manufactured in France and is type 
certificated for operation in the United States under the provisions of 
Section 21.29 of the Federal Aviation Regulations 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 Proposed 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, the supplemental NPRM would require 
accomplishment of the actions specified in the service bulletins 
described previously, except as discussed below.

Differences Between This Supplemental NPRM and the Service 
Bulletins

    Operators should note that, unlike the procedures described in 
Airbus Service Bulletins A310-57-2002, Revision 2, dated January 4, 
1996; A310-57-2006, Revision 3, dated May 2, 1996; A310-57-2032, 
Revision 3, dated January 4, 1996; and A310-57-2037, Revision 3, dated 
January 4, 1996; this supplemental NPRM would not permit further flight 
if cracks are detected in the wing skins. The FAA has determined that, 
because of the safety implications and consequences associated with 
such cracking, any wing skin that is found to be cracked must be 
repaired or modified prior to further flight.

[[Page 39047]]

    Additionally, operators should note that, although certain service 
bulletins specify that the manufacturer may be contacted for 
disposition of certain repair conditions, this supplemental NPRM would 
require 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 repairs that would be required to 
address the identified unsafe condition, and in consonance with 
existing bilateral airworthiness agreements, the FAA has determined 
that, for this supplemental NPRM, repairs approved by either the FAA or 
the DGAC (or its delegated agent) would be acceptable for compliance 
with this supplemental NPRM.

Cost Impact

    The FAA estimates that 36 airplanes of U.S. registry would be 
affected by this AD. Approximate work hours to accomplish the proposed 
actions and costs for required parts are listed in the following table. 
The average labor rate is $60 per work hour.

                                                      A310                                                      
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                                                             Parts cost/      Cost/     No. of U.S.     Number  
            Service bulletin No.               Work hours     Airplane       Airplane    airplanes     modified 
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53-2014.....................................           78         $12,121      $16,801            7            5
53-2016.....................................          317          14,282       33,302           12            5
53-2054.....................................           11             N/A          660            8            0
53-2057.....................................           12             N/A          720           13            0
53-2059.....................................           13             N/A          780           17            0
53-2074.....................................          232             N/A       13,920           17            0
55-2002.....................................          715          34,100       77,000            7            6
55-2004.....................................           16             N/A          960           11            0
57-2002.....................................            8             N/A          480            6            0
57-2006.....................................           52             N/A        3,120            2            0
57-2032.....................................            5             N/A          300            6            0
57-2037.....................................            2             N/A          120            6            0
57-2039.....................................            3             N/A          180           15            0
57-2046.....................................          172             N/A       10,320           33            0
57-2047.....................................           82             N/A        4,920           24            0
57-2050.....................................           24             N/A        1,440           20            0
57-2064.....................................            8             N/A          480           26            0
57-2038.....................................            6             N/A          360            0            0
----------------------------------------------------------------------------------------------------------------

    Based on these figures, the cost impact of the AD on U.S. operators 
is estimated to be $1,845,591. However, the FAA has been advised that a 
certain number of U.S.-registered airplanes already have been modified 
in accordance with the requirements of this AD. (The numbers of U.S.-
registered airplanes that have already been modified are listed under 
the heading, ``Number Modified,'' in the table above.) Therefore, the 
future economic cost impact of this rule on U.S. operators is now 
$1,133,076.
    The FAA recognizes that the obligation to maintain aircraft in an 
airworthy condition is vital, but sometimes expensive. Because AD's 
require specific actions to address specific unsafe conditions, they 
appear to impose costs that would not otherwise be borne by operators. 
However, because of the general obligation of operators to maintain 
aircraft in an airworthy condition, this appearance is deceptive. 
Attributing those costs solely to the issuance of this supplemental 
NPRM is unrealistic because, in the interest of maintaining safe 
aircraft, prudent operators would accomplish the required actions even 
if they were not required to do so by the supplemental NPRM.
    A full cost-benefit analysis has not been accomplished for this 
supplemental NPRM. As a matter of law, in order to be airworthy, an 
aircraft must conform to its type design and be in a condition for safe 
operation. The type design is approved only after the FAA makes a 
determination that it complies with all applicable airworthiness 
requirements. In adopting and maintaining those requirements, the FAA 
has already made the determination that they establish a level of 
safety that is cost-beneficial. When the FAA, as in this supplemental 
NPRM, makes a finding of an unsafe condition, this means that the 
original cost-beneficial level of safety is no longer being achieved 
and that the proposed actions are necessary to restore that level of 
safety. Because this level of safety has already been determined to be 
cost-beneficial, a full cost-benefit analysis for this supplemental 
NPRM would be redundant and unnecessary.

Regulatory Impact

    The regulations proposed herein would 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 
proposal would not have sufficient federalism implications to warrant 
the preparation of a Federalism Assessment.
    For the reasons discussed above, I certify that 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); 
and (3) if promulgated, 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 copy of the draft 
regulatory evaluation prepared for this action is contained in the 
Rules Docket. A copy of it may be obtained by contacting the Rules 
Docket at the location provided under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Safety.

The Proposed Amendment

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration proposes to amend 
part

[[Page 39048]]

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.


Sec. 39.13  [Amended]

    2. Section 39.13 is amended by adding the following new 
airworthiness directive:

Airbus Industrie: Docket 95-NM-275-AD.

    Applicability: All Model A310 series airplanes, 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 (u) of 
this AD. The request should include an assessment of the effect of 
the modification, alteration, or repair on the unsafe condition 
addressed by this AD; and, if the unsafe condition has not been 
eliminated, the request should include specific proposed actions to 
address it.

    Compliance: Required as indicated, unless accomplished 
previously.
    To prevent reduced structural integrity of the fuselage, 
horizontal stabilizer, and wings, accomplish the following:
    (a) For airplanes listed in Airbus Service Bulletin A310-53-
2014, Revision 5, dated June 9, 1992, as revised by Service Bulletin 
Change Notices 5.A., dated September 29, 1992, and 5.B., dated 
February 5, 1996: Prior to the accumulation of 12,000 total flight 
cycles, or within 500 flight cycles after the effective date of this 
AD, whichever occurs later, perform an eddy current inspection to 
detect cracks on the fuselage center section doublers at frame 40, 
and install new doublers, in accordance with Airbus Service Bulletin 
A310-53-2014, Revision 5, dated June 9, 1992, as revised by Service 
Bulletin Change Notices 5.A., dated September 29, 1992, and 5.B., 
dated February 5, 1996. Except as provided by paragraph (t) of this 
AD, if any discrepancy is found, prior to further flight, perform 
follow-on corrective actions, as applicable, in accordance with the 
service bulletin.
    (b) For airplanes listed in Airbus Service Bulletin A310-53-
2016, Revision 5, dated December 7, 1992: Prior to the accumulation 
of 12,000 total flight cycles, or within 1,000 flight cycles after 
the effective date of this AD, whichever occurs later, perform a 
defectoscope or rototest inspection to detect cracks in the area of 
frame 47 and frame 54, and install new doublers, in accordance with 
Airbus Service Bulletin A310-53-2016, Revision 5, dated December 7, 
1992. Except as provided by paragraph (t) of this AD, if any 
discrepancy is found, prior to further flight, perform follow-on 
corrective actions, as applicable, in accordance with the service 
bulletin.
    (c) For airplanes listed in Airbus Service Bulletin A310-53-
2054, Revision 2, dated May 22, 1990: Prior to the accumulation of 
12,000 total flight cycles, or within 1,000 flight cycles after the 
effective date of this AD, whichever occurs later, and thereafter at 
intervals not to exceed 3,000 flight cycles, perform a visual 
inspection to detect cracks on frame 46 between the left- and right-
hand sides of stringers 21 and 22 on the forward and aft faces in 
accordance with Airbus Service Bulletin A310-53-2054, Revision 2, 
dated May 22, 1990. If any crack is found, prior to further flight, 
repair in accordance with Airbus Service Bulletin A310-53-2054, 
Revision 2, dated May 22, 1990.
    (1) Accomplishment of the repair required by paragraph (c) of 
this AD, or modification of the reinforcement angle runout in 
accordance with Airbus Service Bulletin A310-53-2019, Revision 2, 
dated May 22, 1990, terminates the repetitive inspection 
requirements of paragraph (c) of this AD.
    (2) Accomplishment of paragraph (c) of this AD terminates the 
requirements of AD 91-13-01, amendment 39-7032.
    (d) For airplanes listed in Airbus Service Bulletin A310-53-
2057, Revision 1, dated April 30, 1992: Perform a visual inspection 
to detect cracks at the T-section connecting frame 50A to the beam 
between the left- and right-hand sides of frames 50 and 51, in 
accordance with Airbus Service Bulletin A310-53-2057, Revision 1, 
dated April 30, 1992. Perform the inspection at the time specified 
in paragraph (d)(1) or (d)(2) of this AD, as applicable. If any 
crack is found, prior to further flight, accomplish Airbus 
Modifications No. 4853 and No. 5273 in accordance with Airbus 
Service Bulletin A310-53-2057, Revision 1, dated April 30, 1992. 
Accomplishment of these modifications terminates the requirements of 
this paragraph.
    (1) For the airplane having manufacturer's serial number (MSN) 
191: Prior to the accumulation of 24,000 total flight cycles, or 
within 1,000 flight cycles after the effective date of this AD, 
whichever occurs later; and thereafter at intervals not to exceed 
6,000 flight cycles.
    (2) For airplanes other than the airplane identified in 
paragraph (d)(1) of this AD: Prior to the accumulation of 12,000 
total flight cycles, or within 1,000 flight cycles after the 
effective date of this AD, whichever occurs later; and thereafter at 
intervals not to exceed 6,000 flight cycles.
    (e) For airplanes listed in Airbus Service Bulletin A310-53-
2059, Revision 1, dated January 4, 1996: Perform a visual inspection 
to detect cracks in the lower milled side panel at the lap joint 
with the upper side panel at frame 47 and stringer 22, left- and 
right-hand sides, in accordance with Airbus Service Bulletin A310-
53-2059, Revision 1, dated January 4, 1996. Perform the inspection 
at the time specified in paragraph (e)(1) or (e)(2) of this AD, as 
applicable. Except as provided by paragraph (t) of this AD, if any 
crack is found, prior to further flight, repair in accordance with 
the service bulletin. Thereafter, repeat the inspections at 
intervals not to exceed 9,000 flight cycles, or accomplish Airbus 
Modification 5997 (Airbus Service Bulletin A310-53-2058). 
Accomplishment of either the repair or Airbus Modification 5997 
constitutes terminating action for the repetitive inspections 
required by this paragraph.
    (1) For Model A310-200 series airplanes, accomplish the 
inspection at the time specified in paragraph (e)(1)(i) or 
(e)(1)(ii) of this AD, as applicable.
    (i) For airplanes that have accumulated less than 20,000 total 
flight cycles as of the effective date of this AD: Prior to the 
accumulation of 18,000 total flight cycles, or within 2,000 flight 
cycles after the effective date of this AD, whichever occurs later.
    (ii) For airplanes that have accumulated 20,000 or more total 
flight cycles as of the effective date of this AD: Within 1,000 
flight cycles after the effective date of this AD.
    (2) For Model A310-300 series airplanes, accomplish the 
inspection at the time specified in paragraph (e)(2)(i) or 
(e)(2)(ii) of this AD, as applicable.
    (i) For airplanes that have accumulated less than 19,700 total 
flight cycles as of the effective date of this AD: Prior to the 
accumulation of 18,000 total flight cycles, or within 1,700 flight 
cycles after the effective date of this AD, whichever occurs later.
    (ii) For airplanes that have accumulated 19,700 or more total 
flight cycles as of the effective date of this AD: Within 850 flight 
cycles after the effective date of this AD.
    (f) For airplanes listed in Airbus Service Bulletin A310-55-
2002, Revision 4, dated April 28, 1989: Prior to the accumulation of 
12,000 total flight cycles, or within 1,000 flight cycles after the 
effective date of this AD, whichever occurs later, perform an eddy 
current inspection to detect cracks on the upper integral part 
adjacent to the rear attach fittings on the horizontal stabilizer, 
and modify the horizontal stabilizer, in accordance with Airbus 
Service Bulletin A310-55-2002, Revision 4, dated April 28, 1989. 
Except as provided by paragraph (t) of this AD, if any discrepancy 
is found, prior to further flight, perform follow-on corrective 
actions, as applicable, in accordance with the service bulletin.
    (g) For airplanes listed in Airbus Service Bulletin A310-55-
2004, Revision 2, dated February 7, 1991: Perform a high frequency 
eddy current rototest inspection to detect cracks at specified 
fastener holes in the top skin chordwise splice along the contour of 
the steel doubler between ribs 3 and 4 on the left- and right-hand 
center and side boxes on the horizontal stabilizer in accordance 
with Airbus Service Bulletin A310-55-2004, Revision 2, dated 
February 7, 1991, at the time specified in paragraph (g)(1) or 
(g)(2) of this AD, as applicable. Except as provided by paragraph 
(t) of this AD, if any discrepancy is found, prior to further 
flight, perform follow-on corrective actions, as applicable, in 
accordance with the service bulletin.
    (1) For airplanes on which Airbus Modification A310-4933 (Airbus 
Service Bulletin A310-55-2002) was accomplished prior to the 
accumulation of 6,000 total flight cycles on the airplane; or for 
airplanes having MSN 311 through 414 inclusive, on which Airbus 
Modification A310-4933 was accomplished during production: Prior to 
the

[[Page 39049]]

accumulation of 18,000 total flight cycles, or within 1,000 flight 
cycles after the effective date of this AD, whichever occurs later; 
and thereafter at intervals not to exceed 12,000 flight cycles.
    (2) For airplanes on which Airbus Modification A310-4933 (Airbus 
Service Bulletin A310-55-2002) was accomplished upon or after the 
accumulation of 6,000 total flight cycles: Prior to the accumulation 
of 12,000 flight cycles since the modification, or within 1,000 
flight cycles after the effective date of this AD, whichever occurs 
later; and thereafter at intervals not to exceed 12,000 flight 
cycles.
    (h) For airplanes listed in Airbus Service Bulletin A310-57-
2002, Revision 2, dated January 4, 1996: Prior to the accumulation 
of 12,000 total flight cycles, or within 1,000 flight cycles after 
the effective date of this AD, whichever occurs later; and 
thereafter at intervals not to exceed 3,000 flight cycles; perform a 
detailed visual inspection to detect cracks in the external surface 
of the wing lower skin around the landing access panel holes of the 
leading edge, in accordance with Airbus Service Bulletin A310-57-
2002, Revision 1, dated July 2, 1992. If any discrepancy is found, 
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 Generale de l'Aviation Civile 
(DGAC) (or its delegated agent). Accomplishment of Airbus 
Modification 5101 (Airbus Service Bulletin A310-57-2003) terminates 
the repetitive inspection requirements of paragraph (h) of this AD.
    (i) For airplanes listed in Airbus Service Bulletin A310-57-
2006, Revision 3, dated May 2, 1996: Prior to the accumulation of 
6,000 total flight cycles, or within 1,000 flight cycles after the 
effective date of this AD, whichever occurs later; and thereafter at 
intervals not to exceed 3,000 flight cycles; perform an eddy current 
inspection to detect cracks in the holes around the overwing 
refueling aperture at ribs 13-14, in accordance with Airbus Service 
Bulletin A310-57-2006, Revision 3, dated May 2, 1996. Except as 
provided by paragraph (t) of this AD, if any discrepancy is found, 
prior to further flight, perform follow-on corrective actions, as 
applicable, in accordance with the service bulletin. Accomplishment 
of Airbus Modification 5891H5128 (Airbus Service Bulletin A310-57-
2020) terminates the repetitive inspection requirements of paragraph 
(i) of this AD.
    (j) For airplanes listed in Airbus Service Bulletin A310-57-
2032, Revision 3, dated January 4, 1996: Prior to the accumulation 
of 12,000 total flight cycles, or within 1,000 flight cycles after 
the effective date of this AD, whichever occurs later; and 
thereafter at intervals not to exceed 4,500 flight cycles; perform a 
detailed visual inspection to detect cracks around the bolts in the 
wing top skin upper surface of the front spar between rib 7 and rib 
28, in accordance with Airbus Service Bulletin A310-57-2032, 
Revision 3, dated January 4, 1996. If any discrepancy is found, 
prior to further flight, repair in accordance with a method approved 
by the Manager, International Branch, ANM-116, or the DGAC (or its 
delegated agent). Accomplishment of Airbus Modification 5026H0878 
(Airbus Service Bulletin A310-57-2005) terminates the repetitive 
inspection requirements of paragraph (j) of this AD.
    (k) For airplanes listed in Airbus Service Bulletin A310-57-
2037, Revision 3, dated January 4, 1996: Prior to the accumulation 
of 12,000 total flight cycles, or within 1,000 flight cycles after 
the effective date of this AD, whichever occurs later; and 
thereafter at intervals not to exceed 3,000 flight cycles; perform a 
high frequency eddy current inspection to detect cracks around the 
attachment bolt heads for the shroud panel landing on the bottom 
skin aft of the rear spar, forward of access door 575CB/675CB, in 
accordance with Airbus Service Bulletin A310-57-2037, Revision 3, 
dated January 4, 1996. If any discrepancy is found, prior to further 
flight, repair in accordance with a method approved by the Manager, 
International Branch, ANM-116, or the DGAC (or its delegated agent). 
Accomplishment of Airbus Modification 5106H0894 (Airbus Service 
Bulletin A310-57-2004) terminates the repetitive inspection 
requirements of paragraph (k) of this AD.
    (l) For airplanes listed in Airbus Service Bulletin A310-57-
2039, dated September 24, 1990: Perform either an eddy current or 
visual inspection to detect cracks on the left and right vertical 
posts, numbers 1 through 5 inclusive, in the wing center box at 
frame 40/41, in accordance with Airbus Service Bulletin A310-57-
2039, dated September 24, 1990. Perform the inspection at the time 
specified in paragraph (l)(1) or (l)(2) of this AD, as applicable. 
Except as provided by paragraph (t) of this AD, if any crack is 
found, prior to further flight, accomplish the modification 
specified in Airbus Service Bulletin A310-57-2041, dated September 
24, 1990, in accordance with Airbus Service Bulletin A310-57-2039, 
dated September 24, 1990.
    (1) For airplanes on which Airbus Modification 7541/S7973 
(reference Airbus Service Bulletin A310-57-2041) has not been 
accomplished: Inspect prior to the accumulation of 21,000 total 
flight cycles, or within 1,000 flight cycles after the effective 
date of this AD, whichever occurs later; and thereafter at intervals 
not to exceed 4,200 flight cycles (for a visual inspection), or 
7,500 flight cycles (for an eddy current inspection).
    (2) For airplanes on which Airbus Modification 7541/S7973 
(reference Airbus Service Bulletin A310-57-2041) has been 
accomplished: Inspect at the time specified in the graph contained 
in Note 1 of paragraph 1.A.(2) of Airbus Service Bulletin A310-57-
2039, dated September 24, 1990, or within 1,000 flight cycles after 
the effective date of this AD, whichever occurs later; and 
thereafter at intervals not to exceed 5,000 flight cycles (for a 
visual inspection), or 8,600 flight cycles (for an eddy current 
inspection).
    (m) For Model A310-200 series airplanes on which Airbus 
Modification 7925H1113 has not been accomplished: Prior to the 
accumulation of 12,000 total flight cycles, or within 1,000 flight 
cycles after the effective date of this AD, whichever occurs later, 
perform an ultrasonic inspection to detect cracks in certain bolt 
holes where the main landing gear forward pick-up fitting is 
attached to the rear spar, in accordance with Airbus Service 
Bulletin A310-57-2046, Revision 4, dated October 16, 1996 (including 
Appendix 1, Revision 3, dated October 17, 1995), as revised by 
Service Bulletin Change Notice 4A, dated October 16, 1996. 
Accomplishment of paragraph (m) of this AD terminates the 
requirements of AD 91-06-18, amendment 39-6940.
    (1) If no crack is found, accomplish either paragraph (m)(1)(i) 
or (m)(1)(ii) of this AD in accordance with the service bulletin at 
the time specified in that paragraph.
    (i) Repeat the inspection of the bolt/stud holes thereafter at 
intervals not to exceed 3,500 flight cycles. Or
    (ii) Prior to further flight, accomplish Airbus Modification 
7925H1113; and, prior to the accumulation of 18,000 flight cycles 
after accomplishment of Airbus Modification 7925H1113, perform the 
inspection required by paragraph (m) of this AD. Repeat the 
inspection thereafter at intervals not to exceed 11,600 flight 
cycles.

    Note 2: Airbus Service Bulletin A310-57-2046, Revision 4, dated 
October 16, 1996 (including Appendix 1, Revision 3, dated October 
17, 1995), as revised by Service Bulletin Change Notice 4A, dated 
October 16, 1996, references Airbus Service Bulletin A310-57-2049 
and Repair Instruction R571-49305 as additional sources of service 
information for accomplishment of Airbus Modification 7925H1113.

    (2) If any crack is found, prior to further flight, repair in 
accordance with a method approved by the Manager, International 
Branch, ANM-116, or the DGAC (or its delegated agent).
    (n) For Model A310-300 series airplanes on which Airbus 
Modification 7925H1113 has not been accomplished: Prior to the 
accumulation of 9,000 flight cycles, or within 1,000 flight cycles 
after the effective date of this AD, whichever occurs later, perform 
an ultrasonic inspection to detect cracks in certain bolt holes 
where the main landing gear forward pick-up fitting is attached to 
the rear spar, in accordance with Airbus Service Bulletin A310-57-
2046, Revision 4, dated October 16, 1996 (including Appendix 1, 
Revision 3, dated October 17, 1995), as revised by Service Bulletin 
Change Notice 4A, dated October 16, 1996. Accomplishment of 
paragraph (n) of this AD terminates the requirements of AD 91-06-18, 
amendment 39-6940.
    (1) If no crack is found, accomplish either paragraph (n)(1)(i) 
or (n)(1)(ii) of this AD in accordance with the service bulletin at 
the time specified in that paragraph.
    (i) Repeat the inspection of the bolt/stud holes thereafter at 
intervals not to exceed 3,100 flight cycles. Or
    (ii) Prior to further flight, accomplish Airbus Modification 
7925H1113; and, prior to the accumulation of 18,000 flight cycles 
after accomplishment of Airbus Modification 7925H1113, perform the 
inspection required by paragraph (n) of this AD. Repeat the 
inspection thereafter at intervals not to exceed 11,600 flight 
cycles.

    Note 3: Airbus Service Bulletin A310-57-2046, Revision 4, dated 
October 16, 1996 (including Appendix 1, Revision 3, dated

[[Page 39050]]

October 17, 1995), as revised by Service Bulletin Change Notice 4A, 
dated October 16, 1996, references Airbus Service Bulletin A310-57-
2049 and Repair Instruction R571-49305 as additional sources of 
service information for accomplishment of Airbus Modification 
7925H1113.

    (2) If any crack is found, prior to further flight, repair in 
accordance with a method approved by the Manager, International 
Branch, ANM-116, or the DGAC (or its delegated agent).
    (o) For airplanes listed in Airbus Service Bulletin A310-57-
2047, Revision 2, dated January 22, 1997: Perform a rotating probe 
inspection to detect cracks in the fastener holes on the left-and 
right-hand sides of the rear spar internal angle and tee fitting, in 
accordance with Airbus Service Bulletin A310-57-2047, Revision 2, 
dated January 22, 1997, at the applicable time specified in Note 2 
of paragraph 1.A.(2) of the service bulletin, or within 1,000 flight 
cycles after the effective date of this AD, whichever occurs later; 
and thereafter at the intervals specified in Note 2 of paragraph 
1.A.(2) of the service bulletin. Except as provided by paragraph (t) 
of this AD, if any discrepancy is found, prior to further flight, 
perform follow-on corrective actions in accordance with the service 
bulletin.
    (p) For airplanes listed in Airbus Service Bulletin A310-57-
2050, dated April 23, 1990, as revised by Service Bulletin Change 
Notices 0.A., dated September 29, 1992, and 0.B., dated January 6, 
1995: Perform a visual or rotating probe inspection to detect cracks 
in the drain holes on the lower skin panel in the center wing box 
between frames 42 and 46, in accordance with Airbus Service Bulletin 
A310-57-2050, dated April 23, 1990, as revised by Service Bulletin 
Change Notices 0.A., dated September 29, 1992, and 0.B., dated 
January 6, 1995, at the applicable time specified in Note 1 of 
paragraph 1.A.(2) of the service bulletin, or within 1,000 flight 
cycles after the effective date of this AD, whichever occurs later; 
and thereafter at intervals not to exceed those specified in Note 1 
of paragraph 1.A.(2) of the service bulletin. Except as provided by 
paragraph (t) of this AD, if any discrepancy is found, prior to 
further flight, perform follow-on corrective actions in accordance 
with the service bulletin. Accomplishment of Airbus Modification 
number 6130S6815 (Airbus Service Bulletin A310-57-2048), constitutes 
terminating action for the repetitive inspections required by 
paragraph (p) of this AD.
    (q) For airplanes listed in Airbus Service Bulletin A310-53-
2074, Revision 1, dated February 20, 1995: Perform visual and eddy 
current inspections to detect damaged sealant, corrosion, and cracks 
in accordance with Airbus Service Bulletin A310-53-2074, Revision 1, 
dated February 20, 1995. Accomplish these requirements at the 
applicable time specified in Table 2 of paragraph 1.C.(4) of the 
service bulletin, or within 1,000 flight cycles after the effective 
date of this AD, whichever occurs later; and thereafter at intervals 
not to exceed those specified in Table 2 of paragraph 1.C.(4) of the 
service bulletin, as applicable. Except as provided by paragraph (t) 
of this AD, if any discrepancy is found, prior to further flight, 
perform follow-on corrective actions in accordance with the service 
bulletin.
    (r) For airplanes listed in Airbus Service Bulletin A310-57-
2064, dated August 24, 1995: Perform an eddy current inspection to 
detect cracks of the upper corner angle fitting and the vertical tee 
fitting at left and right frame 40, in accordance with Airbus 
Service Bulletin A310-57-2064, dated August 24, 1995. Perform the 
inspection at the time specified in paragraph (r)(1) or (r)(2) of 
this AD, as applicable. Except as provided by paragraph (t) of this 
AD, if any crack is found, prior to further flight, perform 
corrective actions in accordance with the service bulletin.
    (1) For Model A310-200 series airplanes: Prior to the 
accumulation of 18,000 total flight cycles, or within 2,000 flight 
cycles after the effective date of this AD, whichever occurs later; 
and thereafter at intervals not to exceed 11,000 flight cycles.
    (2) For Model A310-300 series airplanes: Prior to the 
accumulation of 18,000 total flight cycles, or within 1,700 flight 
cycles after the effective date of this AD, whichever occurs later; 
and thereafter at intervals not to exceed 7,700 flight cycles.
    (s) For airplanes listed in Airbus Service Bulletin A310-57-
2038, Revision 2, dated January 4, 1996: Prior to the accumulation 
of 12,000 total flight cycles, or within 1,500 flight cycles after 
the effective date of this AD, whichever occurs later, perform a 
high frequency eddy current (HFEC) or X-ray inspection to detect 
cracking of the stringer runouts inboard and outboard of rib 14 at 
stringers 6, 7, 8, and 9, in accordance with Airbus Service Bulletin 
A310-57-2038, Revision 2, dated January 4, 1996. Thereafter, repeat 
the inspection at intervals not to exceed those specified in 
paragraph 1.B.(5) of the service bulletin, as applicable. If any 
crack is detected, 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).
    (t) If any crack is found during any inspection required by this 
AD, and the applicable service bulletin specifies to contact Airbus 
for an appropriate action Prior to further flight, repair in 
accordance with a method approved by either the Manager, 
International Branch, ANM-116, or the DGAC (or its delegated agent).
    (u) 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 4: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the International Branch, ANM-116.

    (v) 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.

    Note 5: The subject of this AD is addressed in French 
airworthiness directive 92-106-132(B)R4, dated June 5, 1996.

    Issued in Renton, Washington, on July 14, 1998.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 98-19332 Filed 7-20-98; 8:45 am]
BILLING CODE 4910-13-P