Federal Register / Vol. 76, No. 197 / Wednesday, October 12, 2011 / Rules and Regulations 63177 

December 15, 2010, of this document 

contains the revision level of the document. 

(ii) Boeing 767–300 SRM, Document 

D634T210, Revision 85, dated December 15, 

2010. Only page 1 of the transmittal letter, 

dated December 15, 2010, of this document 

contains the revision level of the document. 

(iii) Boeing 767–300F SRM, Document 

D634T215, Revision 49, dated December 15, 

2010. Only page 1 of the transmittal letter, 

dated December 15, 2010, of this document 

contains the revision level of the document. 

(iv) Boeing 767–300BCF SRM, Document 

D634T235, Revision 9, dated December 15, 

2010. Only page 1 of the transmittal letter, 

dated December 15, 2010, of this document 

contains the revision level of the document. 

(v) Boeing 767–400 SRM, Document 

D634T225, Revision 32, dated December 15, 

2010. Only page 1 of the transmittal letter, 

dated December 15, 2010, of this document 

contains the revision level of the document. 

(3) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; telephone 

206–544–5000, extension 1; fax 206–766– 

5680; e-mail me.boecom@boeing.com; 

Internet https://www.myboeingfleet.com. 

(4) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(5) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on 

September 23, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–25618 Filed 10–11–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0389; Directorate 

Identifier 2007–NM–189–AD; Amendment 

39–16769; AD 2011–17–05] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300 B2–1C, A300 B2–203, A300 B2K– 

3C, A300–B4–103, A300 B4–203, and 

A300 B4–2C Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) 

that applies to the products listed above. 

This AD results from mandatory 

continuing airworthiness information 

(MCAI) originated by an aviation 

authority of another country to identify 

and correct an unsafe condition on an 

aviation product. The MCAI describes 

the unsafe condition as: 

* * * [C]racks * * * in sections 13 to 18 

of the fuselage between rivets of longitudinal 

lap joints between frames 18 and 80 which 

could affect the structural integrity of the 

fuselage if not corrected. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

November 16, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of November 16, 2011. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: Dan 

Rodina, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–2125; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on May 10, 2011 (76 FR 26962), 

and proposed to supersede AD 90–01– 

10, Amendment 39–6448 (55 FR 261, 

January 4, 1990). That NPRM proposed 

to correct an unsafe condition for the 

specified products. The MCAI states: 

This Airworthiness Directive (AD) is 

issued in order to prevent cracks 

development in sections 13 to 18 of the 

fuselage between rivets of longitudinal lap 

joints between frames 18 and 80 which could 

affect the structural integrity of the fuselage 

if not corrected. 

This new AD: 

—Retains the requirements of DGAC AD 

1989–061–092(B)R4 [which corresponds to 

FAA AD 90–01–10 (55 FR 261, January 4, 

1990)], which is cancelled; 

—Takes into account a new inspection 

program as detailed in AIRBUS Service 

Bulletins (SB) A300–53–0211 Revision 7, 

which will allow A300 aircraft to reach the 

Limit of Validity (LOV). 

This AD has been republished to correctly 

refer to SB A300–53–0211 in Note 2 of the 

Compliance section. 

The inspection program consists of 

repetitive detailed inspections for 

disbonding and cracking of the fuselage 

inner doubler; eddy current and 

ultrasonic inspections of the fuselage 

longitudinal lap joints for cracking; and 

repair if necessary (i.e., repairing any 

cracking or disbonding, or contacting 

Airbus for repair instructions and doing 

the repair). You may obtain further 

information by examining the MCAI in 

the AD docket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM (76 

FR 26962, May 10, 2011) or on the 

determination of the cost to the public. 

Clarification of Service Bulletin 

References 

Paragraphs (h)(1) and (j)(1) of the 

NPRM (76 FR 26962, May 10, 2011) 

refer to Airbus Mandatory Service 

Bulletin A300–53–0211 as the service 

information for airplanes on which an 

inspection of the longitudinal lap joints 

has been done. For clarity, we have 

revised the paragraphs to refer to the 

latest service bulletin revision and, 

therefore, we have revised paragraphs 

(h)(1) and (j)(1) of this AD to refer to 

Airbus Mandatory Service Bulletin 

A300–53–0211, Revision 07, dated 

December 1, 2006. 

Paragraphs (l)(1), (1)(2), (m)(1), (m)(2), 

(n)(1), (n)(2), (o)(1), and (o)(2) of the 

NPRM (76 FR 26962, May 10, 2011) 

refer to Airbus Service Bulletin A300– 

53–229 for the definition of ‘‘major’’ and 

‘‘minor’’ disbonding. For clarity, we 

have revised the paragraphs to refer to 

the latest service bulletin revision and, 

therefore, we have revised paragraphs 

(l)(1), (1)(2), (m)(1), (m)(2), (n)(1), (n)(2), 

(o)(1), and (o)(2) of this AD to refer to 

Airbus Service Bulletin A300–53–229, 

Revision 5, dated April 8, 1997. 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously. 

We determined that these changes will 

not increase the economic burden on 

any operator or increase the scope of the 

AD. 

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63178 Federal Register / Vol. 76, No. 197 / Wednesday, October 12, 2011 / Rules and Regulations 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 

We might also have required different 

actions in this AD from those in the 

MCAI in order to follow our FAA 

policies. Any such differences are 

highlighted in a NOTE within the AD. 

Costs of Compliance 

We estimate that this AD will affect 

about 5 products of U.S. registry. 

We estimate that it will take about 

3,735 work-hours per product to comply 

with the new basic requirements of this 

AD. The average labor rate is $85 per 

work-hour. Based on these figures, we 

estimate the cost of the AD on U.S. 

operators to be $1,587,375, or $317,475 

per product. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this AD will not 

have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

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 the NPRM (76 FR 26962, May 

10, 2011), 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. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by 

removing Amendment 39–6448 (55 FR 

261, January 4, 1990) and adding the 

following new AD: 

2011–17–05 Airbus: Amendment 39–16769. 

Docket No. FAA–2011–0389; Directorate 

Identifier 2007–NM–189–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective November 16, 2011. 

Affected ADs 

(b) This AD supersedes AD 90–01–10, 

Amendment 39–6448 (55 FR 261, January 4, 

1990). 

Applicability 

(c) This AD applies to Airbus Model A300 

B2–1C, A300 B2–203, A300 B2K–3C, A300– 

B4–103, A300 B4–203, and A300 B4–2C 

airplanes; certificated in any category; serial 

numbers 0003 through 0156 inclusive. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 53: Fuselage. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

This Airworthiness Directive (AD) is 

issued in order to prevent cracks 

development in sections 13 to 18 of the 

fuselage between rivets of longitudinal lap 

joints between frames 18 and 80 which could 

affect the structural integrity of the fuselage 

if not corrected. 

This new AD: 

—Retains the requirements of DGAC AD 

1989–061–092(B)R4 [which corresponds to 

FAA AD 90–10–10 (55 FR 261, January 4, 

1990)], which is cancelled; 

—Takes into account a new inspection 

program as detailed in AIRBUS Service 

Bulletins (SB) A300–53–0211 Revision 7, 

which will allow A300 aircraft to reach the 

Limit of Validity (LOV). 

This AD has been republished to correctly 

refer to SB A300–53–0211 in Note 2 of the 

Compliance section. 

The inspection program consists of 

repetitive detailed inspections for disbonding 

and cracking of the fuselage inner doubler; 

eddy current and ultrasonic inspections of 

the fuselage longitudinal lap joints for 

cracking; and repair if necessary (i.e., 

repairing any cracking or disbonding, or 

contacting Airbus for repair instructions and 

doing the repair). 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Repetitive Inspections of ‘‘Special Areas’’ 

and Repair or Modification if Necessary 

(g) For airplanes on which an eddy current 

inspection of the ‘‘special’’ areas of the 

longitudinal lap joints has not been done as 

of the effective date of this AD in accordance 

with Airbus Mandatory Service Bulletin 

A300–53–0211: Prior to the accumulation of 

24,000 total flight cycles, or within 2,000 

flight cycles after the effective date of this 

AD, whichever occurs later; do an eddy 

current inspection for cracking of the 

‘‘special’’ areas of the longitudinal lap joints, 

in accordance with the Accomplishment 

Instructions of Airbus Mandatory Service 

Bulletin A300–53–0211, Revision 07, dated 

December 1, 2006. If no cracking is found, 

repeat the inspection thereafter at the 

applicable intervals specified in Table 1 of 

this AD. If any crack is found during any 

inspection required by this paragraph, repair 

or modify before further flight, in accordance 

with the Accomplishment Instructions of 

Airbus Mandatory Service Bulletin A300–53– 

0211, Revision 07, dated December 1, 2006; 

and do the applicable inspection of the 

repaired or modified area in accordance with 

paragraph (k) of this AD. ‘‘Special’’ areas of 

the longitudinal lap joints are defined in 

Airbus Mandatory Service Bulletin A300–53– 

0211, Revision 07, dated December 1, 2006. 

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Federal Register / Vol. 76, No. 197 / Wednesday, October 12, 2011 / Rules and Regulations 63179 

TABLE 1—REPETITIVE INTERVALS FOR INSPECTING SPECIAL AREAS OF THE LONGITUDINAL LAP JOINTS

For airplanes— Inspect special area— Repeat at intervals not to exceed— 

All ................................... STGR5 LH and RH (FR54 through FR58) ...................................................... 3,600 flight cycles. 

All ................................... STGR22 LH and RH (FR26 through FR40) .................................................... 2,700 flight cycles. 

All ................................... STGR22 RH (FR58 through FR65) ................................................................. 3,000 flight cycles. 

All ................................... STGR31 LH/RH (FR26 through FR39) ............................................................ 3,000 flight cycles. 

MSN 0003 ...................... STGR31 LH/RH (FR54 through FR58) ............................................................ 3,600 flight cycles. 

(h) For airplanes on which an eddy current 

inspection of the ‘‘special’’ areas of the 

longitudinal lap joints has been done before 

the effective date of this AD in accordance 

with the Accomplishment Instructions of 

Airbus Mandatory Service Bulletin A300–53– 

0211; except for airplanes on which a repair 

or modification of the ‘‘special’’ areas has 

been done in accordance with the 

Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A300–53–0211: 

Do the next inspection of the ‘‘special’’ areas 

of the longitudinal lap joints at the earlier of 

the times specified in paragraphs (h)(1) and 

(h)(2) of this AD, in accordance with the 

Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A300–53–0211, 

Revision 07, dated December 1, 2006. If no 

cracking is found, repeat the inspection 

thereafter at the applicable intervals specified 

in Table 2 of this AD. If any crack is found 

during any inspection required by this 

paragraph, repair or modify before further 

flight, in accordance with the 

Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A300–53–0211, 

Revision 07, dated December 1, 2006, and do 

the applicable inspection of the repaired or 

modified area in accordance with paragraph 

(k) of this AD. ‘‘Special’’ areas of the 

longitudinal lap joints are defined in Airbus 

Mandatory Service Bulletin A300–53–0211, 

Revision 07, dated December 1, 2006. 

(1) Within 6,000 flight cycles after doing 

the last inspection of the ‘‘special’’ areas of 

the longitudinal lap joints, in accordance 

with Airbus Mandatory Service Bulletin 

A300–53–0211, Revision 07, dated December 

1, 2006. 

(2) Within the applicable intervals 

specified in Table 2 of this AD, or within 60 

days after the effective date of this AD, 

whichever occurs later. 

TABLE 2—REPETITIVE INTERVALS FOR INSPECTING SPECIAL AREAS OF THE LONGITUDINAL LAP JOINTS

For airplanes— Inspect special area— Repeat at intervals not to exceed— 

All ................................... STGR5 LH and RH (FR54 through FR58) ...................................................... 3,600 flight cycles. 

All ................................... STGR22 LH and RH (FR26 through FR40) .................................................... 2,700 flight cycles. 

All ................................... STGR22 RH (FR58 through FR65) ................................................................. 3,000 flight cycles. 

All ................................... STGR31 LH/RH (FR26 through FR39) ............................................................ 3,000 flight cycles. 

MSN 0003 ...................... STGR31 LH/RH (FR54 through FR58) ............................................................ 3,600 flight cycles. 

Repetitive Inspections of ‘‘Standard Areas’’ 

and Repair or Modification if Necessary 

(i) For airplanes on which an eddy current 

inspection of the ‘‘standard’’ areas of the 

longitudinal lap joints has not been done 

before the effective date of this AD in 

accordance with the Accomplishment 

Instructions of Airbus Mandatory Service 

Bulletin A300–53–0211: At the applicable 

time specified in Tables 3 and 4 of this AD, 

do an eddy current inspection for cracking of 

the longitudinal lap joints in the ‘‘standard’’ 

areas, in accordance with the 

Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A300–53–0211, 

Revision 07, dated December 1, 2006. Repeat 

the inspection thereafter at the applicable 

intervals specified in Tables 3 and 4 of this 

AD. If any crack is found during any 

inspection required by this paragraph, repair 

or modify before further flight, in accordance 

with the Accomplishment Instructions of 

Airbus Mandatory Service Bulletin A300–53– 

0211, Revision 07, dated December 1, 2006, 

and do the applicable inspection of the 

applicable area specified in Tables 3 and 4 

of this AD. ‘‘Standard’’ areas of the 

longitudinal lap joints are defined in Airbus 

Mandatory Service Bulletin A300–53–0211, 

Revision 07, dated December 1, 2006. 

TABLE 3—INITIAL COMPLIANCE TIMES AND REPETITIVE INTERVALS FOR INSPECTING STANDARD AREAS OF THE

LONGITUDINAL LAP JOINTS

For airplanes— Before the accumulation of— Inspect standard area— Repeat at intervals not to exceed— 

All ................................... 32,000 total flight cycles ................... STGR5, 13, 22 LH and RH, 

STGR31 LH (FR18 through FR26).

3,600 flight cycles. 

All ................................... 32,000 total flight cycles ................... STGR27 RH, STGR39 RH (FR18 

through FR20A, FR25A, FR26).

8,000 flight cycles. 

All ................................... 32,000 total flight cycles ................... STGR43 LH, STGR46 RH, STGR51 

LH (FR19 through FR26).

5,700 flight cycles. 

All ................................... 32,000 total flight cycles ................... STGR5 LH/RH (FR26 through 

FR40); STGR11 LH/RH (FR27 

through FR32); STGR13 LH/RH 

(FR 26 through FR28, FR31 

through FR40); STGR27 LH/RH 

(FR 27 through FR32); STGR43 

LH/RH (FR 26 through FR39); 

STGR49 RH (FR26 through 

FR39).

3,000 flight cycles. 

All ................................... 32,000 total flight cycles ................... STGR47 LH (FR26 through FR39) .. 5,700 flight cycles. 

All ................................... 32,000 total flight cycles ................... STGR5, 13, 22 LH/RH (FR40 

through FR54).

5,000 flight cycles. 

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63180 Federal Register / Vol. 76, No. 197 / Wednesday, October 12, 2011 / Rules and Regulations 

TABLE 3—INITIAL COMPLIANCE TIMES AND REPETITIVE INTERVALS FOR INSPECTING STANDARD AREAS OF THE

LONGITUDINAL LAP JOINTS—Continued 

For airplanes— Before the accumulation of— Inspect standard area— Repeat at intervals not to exceed— 

All except MSN 0003 ..... 32,000 total flight cycles ................... STGR13, 44, 52 LH/RH (FR54 

through FR58); STGR22 LH/RH 

(FR54, FR55); STGR31 LH/RH 

(FR54 through FR58).

3,600 flight cycles. 

(j) For airplanes on which an eddy current 

inspection of the ‘‘standard’’ areas of the 

longitudinal lap joints has been done as of 

the effective date of this AD in accordance 

with the Accomplishment Instructions of 

Airbus Mandatory Service Bulletin A300–53– 

0211; except for airplanes on which a repair 

or modification of the ‘‘standard areas’’ has 

been done in accordance with Airbus 

Mandatory Service Bulletin A300–53–0211: 

Do the next inspection of the ‘‘standard’’ 

areas of the longitudinal lap joints at the 

earlier of the times specified in paragraphs 

(j)(1) and (j)(2) of this AD, in accordance with 

the Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A300–53–0211, 

Revision 07, dated December 1, 2006. 

Thereafter, if no cracking is found, repeat the 

inspection at the applicable intervals 

specified in Tables 3 and 4 of this AD. If any 

crack is found during any inspection 

required by this paragraph, repair or modify 

before further flight, in accordance with the 

Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A300–53–0211, 

Revision 07, dated December 1, 2006, and do 

the applicable inspection of the repaired or 

modified area in accordance with paragraph 

(k) of this AD. ‘‘Standard’’ areas of the 

longitudinal lap joints are defined in Airbus 

Mandatory Service Bulletin A300–53–0211, 

Revision 07, dated December 1, 2006. 

TABLE 4—INITIAL COMPLIANCE TIMES AND REPETITIVE INTERVALS FOR INSPECTING ADDITIONAL STANDARD AREAS OF THE

LONGITUDINAL LAP JOINTS

For airplanes— Before the accumulation of— Inspect standard area— Repeat at intervals not to exceed— 

Pre-Mod 1398 ................ 32,000 total flight cycles ................... STGR5, 13 LH/RH 22 LH (FR58 

through FR65); STGR31 LH 

(FR58 through FR72); STGR31 

RH (FR65 through FR72).

2,700 flight cycles. 

All ................................... 32,000 total flight cycles ................... STGR27 RH, STGR39 RH (FR58, 

FR59A, FR63A through FR65).

8,000 flight cycles. 

Post-Mod 1398 ............... 32,000 total flight cycles ................... STGR5, 13 LH/RH 22 LH (FR58 

through FR65); STGR31 LH 

(FR58 through FR72); STGR 31 

RH (FR65 through FR72).

3,000 flight cycles. 

Pre-Mod 1398 ................ 32,000 total flight cycles ................... STGR5, 13, 22 LH/RH (FR65 

through FR72).

2,300 flight cycles. 

Post-Mod 1398 ............... 32,000 total flight cycles ................... STGR5, 13, 22 LH/RH (FR65 

through FR72).

3,000 flight cycles. 

All ................................... 32,000 total flight cycles ................... STGR44 LH (FR58 through FR72); 

STGR52 LH/RH (FR58 through 

FR65); STGR47 RH (FR58 

through FR72); STGR57 LH 

(FR65 through FR72).

3,000 flight cycles. 

All ................................... 24,000 total flight cycles ................... STGR22 RH (FR58 through FR65) .. 3,000 flight cycles. 

All ................................... 32,000 total flight cycles ................... STGR6 LH/RH (FR72 through 

FR80); STGR24 LH/RH (FR76 

through FR80).

3,000 flight cycles. 

All ................................... 32,000 total flight cycles ................... STRG17 LH/RH (FR76 through 

FR80); STGR29 LH/RH (FR72 

through FR76); STGR35 LH/RH 

(FR72 through FR80).

5,700 flight cycles. 

All ................................... 27,000 total flight cycles ................... STGR51 LH/RH (FR72 through 

FR80).

5,700 flight cycles. 

(1) Within the applicable time in paragraph 

(j)(1)(i) or (j)(1)(ii) of this AD after doing the 

last inspection of the ‘‘standard’’ areas of the 

longitudinal lap joints in accordance with 

Airbus Mandatory Service Bulletin A300–53– 

0211, Revision 07, dated December 1, 2006. 

(i) For longitudinal lap joints with bonded 

doublers: 6,000 flight cycles. 

(ii) For longitudinal lap joints without 

bonded doublers: 8,000 flight cycles. 

(2) Within the applicable time specified in 

Tables 3 or 4 of this AD, or within 60 days 

after the effective date of this AD, whichever 

occurs later. 

Post-Repair or Modification Inspections and 

Repair or Modification if Necessary 

(k) For airplanes on which a repair or 

modification has been done in accordance 

with the Accomplishment Instructions of 

Airbus Mandatory Service Bulletin A300–53– 

0211: At the applicable initial inspection 

time specified in Table 5 of this AD, do an 

eddy current inspection for cracking of the 

repaired or modified areas, in accordance 

with the Accomplishment Instructions of 

Airbus Mandatory Service Bulletin A300–53– 

0211, Revision 07, dated December 1, 2006. 

If no cracking is found, repeat the inspection 

thereafter at the applicable intervals specified 

in Table 5 of this AD. If any crack is found 

during any inspection required by this 

paragraph, repair or modify before further 

flight, in accordance with the 

Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A300–53–0211, 

Revision 07, dated December 1, 2006. 

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Federal Register / Vol. 76, No. 197 / Wednesday, October 12, 2011 / Rules and Regulations 63181 

TABLE 5—POST-REPAIR OR MODIFICATION COMPLIANCE TIME

Repair or retrofit solution/area—as identified in Airbus Mandatory Service Bulletin A300–53–0211— Initial inspection after repair or retrofit— Follow-up inspections at intervals not 

to exceed— 

Repair 1: (Without cut out) also applicable to the 

solution with removed inner doubler.

Skin/doubler thickness 

• < 1 inch: 10,000 flight cycles after repair ........... 1,000 flight cycles. 

• ≥ 1 inch and < 2 inch: 30,000 flight cycles after 

repair.

2,000 flight cycles. 

• ≥ 2 inch: 60,000 flight cycles after repair ........... 6,400 flight cycles. 

Repair 4 (With cut out) ............................................ Within 32,000 flight cycles after repair .................. 5,000 flight cycles. 

Repair 4A (With cut out) .......................................... Within 24,000 flight cycles after repair .................. 5,300 flight cycles. 

Repair 7 (MSN 0095 at STGR52 LH in Section 16) Within 37,000 flight cycles after repair .................. 12,000 flight cycles. 

Repair 9 (MSN 0073 and 0095 STGR44 LH/RH in 

Sections 16 and 17).

Within 36,000 flight cycles after repair .................. 5,000 flight cycles. 

Repair 10 (Post-repair inspections in Figure 13) .... Within 20,000 flight cycles after repair .................. 11,000 flight cycles. 

Repair 2 (With cut out) ............................................ Within 24,000 flight cycles after repair .................. 5,300 flight cycles. 

Repair 3 (Without cut out) ....................................... Within 24,000 flight cycles after repair .................. 5,300 flight cycles. 

Retrofit 1 (Retrofit lap joint) ..................................... Within 32,000 flight cycles after retrofit ................. 5,000 flight cycles. 

Retrofit 2 Retrofit lower shell (4 panel solution) 

STGR43 LH (FR26 through FR39), STGR43 RH 

(FR26 through FR38), and STGR49 RH (FR26 

through FR38).

Within 32,000 flight cycles after retrofit ................. 3,000 flight cycles. 

Retrofit 2 Retrofit lower shell (4 panel solution) 

STGR46 RH (FR19 through FR26), and 

STGR47 LH (FR26 through FR39), and STGR51 

LH (FR19 through FR26).

Within 32,000 flight cycles after retrofit ................. 5,700 flight cycles. 

Retrofit 3 Retrofit lower shell (3 panel solution) 

STGR43 LH (FR26 through FR39), and STGR43 

RH (FR26 through FR38).

Within 32,000 flight cycles after retrofit ................. 3,000 flight cycles. 

Retrofit 3 Retrofit lower shell (3 panel solution) 

STGR46 RH (FR19 through FR26), and 

STGR51 LH (FR19 through FR26), and STGR54 

LH (FR26 through FR39).

Within 32,000 flight cycles after retrofit ................. 5,700 flight cycles. 

Retrofit 3A (STGR43 LH/RH between FR37 and 

FR39 in Section 14).

Within 32,000 flight cycles after retrofit ................. 5,000 flight cycles. 

Retrofit 4 (Retrofit lap joint without cut out) ............. Within 42,000 flight cycles after retrofit ................. 5,000 flight cycles. 

Retrofit 5 (Retrofit lap joint) ..................................... Within 42,000 flight cycles after retrofit ................. 5,000 flight cycles. 

Retrofit 6 (Retrofit lap joint) ..................................... Within 34,000 flight cycles after retrofit ................. 12,000 flight cycles. 

Retrofit 7 (Retrofit lap joint) ..................................... Within 47,600 flight cycles after retrofit ................. 5,400 flight cycles. 

Fuselage Inner Doubler Inspections and 

Repair if Necessary 

(l) For airplanes on which any inspections 

of the fuselage bonded inner doublers of the 

longitudinal lap joints in Sections 13 through 

18 (except Sections 16 and 17 at Stringer 31 

left-hand and right-hand) for disbonding and 

cracking have not been done as of the 

effective date of this AD in accordance with 

Airbus Service Bulletin A300–53–229: Prior 

to the accumulation of 24,000 total flight 

cycles or within 15 years since new, 

whichever occurs first; or within 60 days 

after the effective date of this AD; whichever 

occurs later, do a detailed inspection of the 

fuselage bonded inner doublers of the 

longitudinal lap joints in Sections 13 through 

18 (except Sections 16 and 17 at Stringer 31 

left-hand and right-hand) for disbonding and 

cracking, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A300–53–229, Revision 5, 

dated April 8, 1997. If no disbonding and no 

cracking is found, repeat the inspection 

thereafter at the applicable intervals specified 

in Table 6 of this AD. 

TABLE 6—REPETITIVE INTERVALS FOR INSPECTIONS FOR DISBONDING AND CRACKING

For area— Inspect at intervals not to exceed— 

Sections 13 and 14 as specified in Airbus Service Bulletin 

A300-53-229, Revision 5, dated April 8, 1997.

Within 7 years or 12,000 flight cycles after doing the inspection, whichever occurs first. 

Sections 15 through 18 as specified in Airbus Service Bulletin 

A300-53-229, Revision 5, dated April 8, 1997.

Within 8.5 years or 12,000 flight cycles after doing the inspection, 

whichever occurs first. 

(1) If no cracking is found and ‘‘minor’’ 

disbonding, as defined in Airbus Service 

Bulletin A300–53–229, Revision 5, dated 

April 8, 1997, is found: Repeat the inspection 

thereafter at intervals not to exceed 1 year for 

areas below stringer 22, and at intervals not 

to exceed 2 years for areas above and 

including stringer 22. 

(2) If no cracking is found and ‘‘major’’ 

disbonding, as defined in Airbus Service 

Bulletin A300–53–229, Revision 5, dated 

April 8, 1997, is found: Within 1,000 flight 

cycles after doing the inspection, repair, in 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A300– 

53–229, Revision 5, dated April 8, 1997. 

(3) If any cracking is found, repair prior to 

further flight, in accordance with Airbus 

Service Bulletin A300–53–229, Revision 5, 

dated April 8, 1997. 

(m) For airplanes on which any inspections 

of the fuselage bonded inner doublers of the 

longitudinal lap joints in Sections 13 through 

18 (except Sections 16 and 17 at Stringer 31 

left-hand and right-hand) for disbonding and 

cracking have been done as of the effective 

date of this AD in accordance with Airbus 

Service Bulletin A300–53–229; except for 

airplanes on which a repair of that area has 

been done in accordance with Airbus Service 

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63182 Federal Register / Vol. 76, No. 197 / Wednesday, October 12, 2011 / Rules and Regulations 

Bulletin A300–53–229: At the applicable 

time specified in Table 6 of this AD, or 

within 60 days after the effective date of this 

AD, whichever occurs later, do a detailed 

inspection of the fuselage bonded inner 

doublers of the longitudinal lap joints in 

Sections 13 through 18 (except Sections 16 

and 17 at Stringer 31 left-hand and righthand) for disbonding and cracking, in 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A300– 

53–229, Revision 5, dated April 8, 1997. If no 

disbonding and no cracking is found, repeat 

the inspection at the applicable intervals 

specified in Table 6 of this AD. 

(1) If no cracking is found and ‘‘minor’’ 

disbonding, as defined in Airbus Service 

Bulletin A300–53–229, Revision 5, dated 

April 8, 1997, is found: Repeat the inspection 

thereafter at intervals not to exceed 1 year for 

areas below stringer 22, and at intervals not 

to exceed 2 years for areas above and 

including stringer 22. 

(2) If no cracking is found and ‘‘major’’ 

disbonding, as defined in Airbus Service 

Bulletin A300–53–229, Revision 5, dated 

April 8, 1997, is found: Within 1,000 flight 

cycles after doing the inspection, repair, in 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A300– 

53–229, Revision 5, dated April 8, 1997. 

(3) If any cracking is found, repair prior to 

further flight, in accordance with Airbus 

Service Bulletin A300–53–229, Revision 5, 

dated April 8, 1997. 

(n) For airplanes on which any inspections 

of the fuselage bonded inner doublers of the 

longitudinal lap joints in Sections 16 and 17 

at Stringer 31 left-hand and right-hand for 

disbonding and cracking have not been done 

as of the effective date of this AD in 

accordance with Airbus Service Bulletin 

A300–53–229: Prior to the accumulation of 

24,000 total flight cycles or within 12 years 

since new, whichever occurs first; or within 

60 days after the effective date of this AD; 

whichever occurs later, do a detailed 

inspection of the fuselage bonded inner 

doubles of the longitudinal lap joints in 

Sections 16 and 17 at Stringer 31 left-hand 

and right-hand for disbonding and cracking, 

in accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A300– 

53–229, Revision 5, dated April 8, 1997. If no 

disbonding and no cracking is found, repeat 

the inspection thereafter at intervals not to 

exceed 7 years or 12,000 flight cycles, 

whichever occurs first. 

(1) If no cracking is found and ‘‘minor’’ 

disbonding, as defined in Airbus Service 

Bulletin A300–53–229, Revision 5, dated 

April 8, 1997, is found: Repeat the inspection 

thereafter at intervals not to exceed 1 year for 

areas below stringer 22, and at intervals not 

to exceed 2 years for areas above and 

including stringer 22. Doing a repair in 

accordance with Airbus Service Bulletin 

A300–53–229, Revision 5, dated April 8, 

1997, terminates the repetitive inspections 

required by this paragraph for that area. 

(2) If no cracking is found and ‘‘major’’ 

disbonding, as defined in Airbus Service 

Bulletin A300–53–229, Revision 5, dated 

April 8, 1997, is found: Within 1,000 flight 

cycles after doing the inspection, repair, in 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A300– 

53–229, Revision 5, dated April 8, 1997. 

(3) If any cracking is found, repair prior to 

further flight, in accordance with Airbus 

Service Bulletin A300–53–229, Revision 5, 

dated April 8, 1997. 

(o) For airplanes on which any inspections 

of the fuselage bonded inner doublers of the 

longitudinal lap joints in Sections 16 and 17 

at Stringer 31 left-hand and right-hand for 

disbonding and cracking have been done as 

of the effective date of this AD in accordance 

with Airbus Service Bulletin A300–53–229; 

except airplanes on which a repair of that 

area has been done in accordance with 

Airbus Service Bulletin A300–53–229: 

Within 7 years or 12,000 flight cycles after 

doing the inspection, whichever occurs first; 

or within 60 days after the effective date of 

this AD; whichever occurs later, do a detailed 

inspection of the fuselage bonded inner 

doubles of the longitudinal lap joints in 

Sections 16 and 17 at Stringer 31 left-hand 

and right-hand for disbonding and cracking 

in accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A300– 

53–229, Revision 5, dated April 8, 1997. If no 

disbonding and corrosion are found, repeat 

the inspection thereafter at intervals not to 

exceed 7 years or 12,000 flight cycles, 

whichever occurs first. 

(1) If no cracking is found and ‘‘minor’’ 

disbonding, as defined in Airbus Service 

Bulletin A300–53–229, Revision 5, dated 

April 8, 1997, is found: Repeat the inspection 

thereafter at intervals not to exceed 1 year for 

areas below stringer 22, and at intervals not 

to exceed 2 years for areas above and 

including stringer 22. Doing a repair in 

accordance with Airbus Service Bulletin 

A300–53–229, Revision 5, dated April 8, 

1997, terminates the repetitive inspections 

required by this paragraph for that area. 

(2) If no cracking is found and ‘‘major’’ 

disbonding, as defined in Airbus Service 

Bulletin A300–53–229, Revision 5, dated 

April 8, 1997, is found: Within 1,000 flight 

cycles after doing the inspection, repair, in 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A300– 

53–229, Revision 5, dated April 8, 1997. 

(3) If any cracking is found, repair prior to 

further flight, in accordance with Airbus 

Service Bulletin A300–53–229, Revision 5, 

dated April 8, 1997. 

(p) Although Airbus Service Bulletin 

A300–53–229, Revision 5, dated April 8, 

1997; and Airbus Mandatory Service Bulletin 

A300–53–0211, Revision 07, dated December 

1, 2006; specify to submit certain information 

to the manufacturer, this AD does not 

include that requirement. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: 

(1) Although the MCAI or service 

information allows further flight after cracks 

are found during compliance with the 

required action, this AD requires that you 

repair the crack(s) before further flight. 

(2) The MCAI or service information does 

not include enforceable compliance times for 

certain actions; however, this AD requires 

that those actions be done at the enforceable 

times specified in this AD. 

(3) Although the MCAI or service 

information tells you to submit information 

to the manufacturer, paragraph (p) of this AD 

specifies that such submittal is not required. 

Other FAA AD Provisions 

(q) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, 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, Washington 98057– 

3356; telephone (425) 227–2125; fax (425) 

227–1149. Information may be e-mailed 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 or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

Related Information 

(r) Refer to MCAI European Aviation Safety 

Agency Airworthiness Directive 2007–0091, 

dated April 10, 2007, corrected June 23, 

2008; Airbus Service Bulletin A300–53–229, 

Revision 5, dated April 8, 1997; and Airbus 

Mandatory Service Bulletin A300–53–0211, 

Revision 07, dated December 1, 2006; for 

related information. 

Material Incorporated by Reference 

(s) You must use Airbus Service Bulletin 

A300–53–229, Revision 5, dated April 8, 

1997, including Appendix A300SB/53–229, 

dated April 10, 1989; and Airbus Mandatory 

Service Bulletin A300–53–0211, Revision 07, 

dated December 1, 2006; as applicable; to do 

the actions required by this AD, unless the 

AD specifies otherwise. Only pages 1, 2, 5, 

11, and 12, of Airbus Service Bulletin A300– 

53–229, Revision 5, dated April 8, 1997, 

show revision level 5 and issue date April 8, 

1997; pages 3, 4–10, and 13–17 show revision 

level 4 and issue date March 30, 1994, and 

pages 1–17 of Appendix A300SB/53–229 

show issue date April 10, 1989. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Airbus SAS—EAW 

(Airworthiness Office), 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

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Federal Register / Vol. 76, No. 197 / Wednesday, October 12, 2011 / Rules and Regulations 63183 

telephone +33 5 61 93 36 96; fax +33 5 61 

93 44 51; e-mail account.airworth-eas@

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

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/

code_of_federal_regulations/ibr_locations.

html. 

Issued in Renton, Washington, on 

September 23, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–25617 Filed 10–11–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 61 

[Docket No. FAA–2008–0938; Amendment 

Nos. 61–128, 91–324, 141–15, and 142–7] 

RIN 2120–AJ18 

Pilot in Command Proficiency Check 

and Other Changes to the Pilot and 

Pilot School Certification Rules; 

Correction 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; correcting 

amendment. 

SUMMARY: The FAA is correcting a final 

rule published on August 31, 2011 (76 

FR 54095). In that rule, the FAA 

amended its regulations to revise the 

pilot, flight instructor, and pilot school 

certification requirements. In particular, 

the FAA expanded the obligation for a 

pilot-in-command (PIC) proficiency 

check to pilots of all turbojet-powered 

aircraft. This expansion included singlepilot turbojet-powered aircraft and, with 

some exceptions, also included turbojetpowered experimental aircraft. The FAA 

intended, and those that commented on 

the proposed rule expected, a period 

that would allow pilots of these aircraft 

sufficient time to come into compliance 

with the new PIC requirement. This 

document corrects the final rule to 

establish this period for initial 

compliance. 

DATES: The effective date of this 

technical correction is October 31, 2011. 

FOR FURTHER INFORMATION CONTACT: For 

technical questions concerning this final 

rule contact Jeffrey Smith, Airman 

Certification and Training Branch, 

General Aviation and Commercial 

Division, AFS–810, Federal Aviation 

Administration, 800 Independence 

Avenue, SW., Washington, DC 20591; 

telephone (202) 385–9615; e-mail 

Jeffrey.Smith@faa.gov. For legal 

questions concerning this final rule 

contact Michael Chase, Esq., Office of 

Chief Counsel, AGC–240, Regulations 

Division, Federal Aviation 

Administration, 800 Independence 

Avenue, SW., Washington, DC 20591; 

telephone (202) 267–3110; e-mail 

Michael.Chase@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

On August 31, 2011 (76 FR 54095), 

the FAA published a final rule that 

amended the pilot, flight instructor, and 

pilot school certification requirements. 

The FAA is now issuing a technical 

amendment to correct the failure to 

include a period of time to allow the 

regulated entities to come into 

compliance with the final rule. 

Correction 

As part of the final rule, the FAA 

revised § 61.58 to extend the 

requirements for PIC proficiency checks. 

Prior to the final rule, this section only 

required PIC proficiency checks for 

pilots acting as PIC in aircraft that were 

type certificated for more than one pilot 

flight crewmember. In the Notice of 

Proposed Rulemaking (NPRM) 

published on August 31, 2009 (74 FR 

44779), the FAA proposed to extend the 

§ 61.58 PIC proficiency check 

requirements to pilots acting as PIC of 

any turbojet powered aircraft. The FAA 

received a significant amount of 

comments opposing the proposed rule 

as written due to the impact it would 

have on pilots operating experimental 

jets. Based on the comments, the FAA 

intentionally included the § 61.58 PIC 

proficiency check requirements for 

pilots operating experimental turbojetpowered aircraft. However, pilots 

operating experimental aircraft that 

possessed only one seat through original 

design or through modification were 

excepted from these requirements, and 

pilots of other experimental turbo-jet 

powered aircraft were given several 

alternative means of compliance with 

the § 61.58 proficiency check 

requirements. 

In contrast to the comments regarding 

experimental jets, the FAA did not 

receive any comments during the NPRM 

phase expressing resistance to § 61.58 

PIC proficiency checks for pilots of 

standard category, single-piloted 

turbojet-powered aircraft. In fact, several 

of the commenters expressed the 

opinion that the proposal was 

appropriate for standard category 

aircraft that are type certificated to be 

flown by a single pilot. The FAA 

intentionally included the § 61.58 PIC 

proficiency check requirements for 

pilots that operate a standard category 

turbojet aircraft to receive proficiency. 

Prior to the final rule, pilots of these 

aircraft were not required to comply 

with the provisions of § 61.58; however, 

the final rule did not include the 

intended and necessary transition 

period for these pilots to come into 

compliance. The final rule becomes 

effective on October 31, 2011, and, 

without this correction, does not 

provide adequate time for compliance 

with the§ 61.58 PIC proficiency check 

requirements. This correction to the 

final rule will allow pilots operating 

these aircraft 1 additional year, until 

October 31, 2012, to complete an initial 

§ 61.58 PIC proficiency check. 

The FAA believes that some pilots 

that operate turbojet-powered aircraft 

undergo annual training and testing in 

order to satisfy insurance requirements. 

While the training and testing may be 

sufficient in scope to complete a § 61.58 

PIC proficiency check going forward, 

prior to the final rule these pilots may 

not have been able to complete a § 61.58 

PIC proficiency check. The FAA 

intended for there to be sufficient 

transition period for these pilots to 

complete a § 61.58 PIC proficiency 

check within their normal annual 

training cycle. The intended transition 

period of 1 year will allow training 

providers sufficient time to adjust their 

training program as necessary in order 

to include a § 61.58 PIC proficiency 

check as a part of their offered courses. 

The transition period will also allow 

pilots not currently receiving annual 

training the ability to make 

arrangements to complete a § 61.58 PIC 

proficiency check. This correction 

provides this transition period by 

establishing the initial compliance date 

for a § 61.58 PIC proficiency check for 

those pilots not previously subject to the 

provisions of this section. 

The Amendment 

In consideration of the foregoing, the 

Federal Aviation Administration 

amends chapter I of title 14, Code of 

Federal Regulations as follows: 

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