25604 Federal Register / Vol. 60, No. 92 / Friday, May 12, 1995 / Rules and Regulations

production will be used to determine the

amount of production to count. Preliminary

mill estimates will not be used.

(d) Harvested sugarcane may be adjusted

for low quality if it is damaged by one or

more freezes occurring within the insurance

period to the extent that it cannot be

processed for sugar by the boiling house

operation. The amount of production to

count for such sugarcane will be determined

by dividing the dollar value of the damaged

production by the local market price per

pound for raw sugar. The prices used for this

adjustment will be determined on the earlier

of the date such quality-adjusted production

is sold or the date of final inspection for the

unit.

Done in Washington, DC, on May 3, 1995.

Kenneth D. Ackerman,

Manager, Federal Crop Insurance

Corporation.

[FR Doc. 95–11780 Filed 5–11–95; 8:45 am]

BILLING CODE 3410–08–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 93–NM–56–AD; Amendment

39–9220; AD 95–10–03]

Airworthiness Directives; Airbus

Industrie Model A300, A300–600, and

A310 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Airbus Industrie

Model A300, A300–600, and A310

series airplanes, that requires

inspections to detect cracks in the lower

spar axis of the pylon between ribs 9

and 10, and repair, if necessary. This

amendment is prompted by a report

indicating that fatigue cracks have been

found on the lower spar of the pylon.

The actions specified by this AD are

intended to prevent such fatigue

cracking, which could result in reduced

structural integrity of the lower spar of

the pylon.

DATES: Effective June 12, 1995.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of June 12,

1995.

ADDRESSES: The service information

referenced in this AD may be obtained

from Airbus Industrie, 1 Rond Point

Maurice Bellonte, 31707 Blagnac Cedex,

France. This information may be

examined at the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, Rules Docket,

1601 Lind Avenue, SW., Renton,

Washington; or at the Office of the

Federal Register, 800 North Capitol

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

FOR FURTHER INFORMATION CONTACT:

Stephen Slotte, Aerospace Engineer,

Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(206) 227–2797; fax (206) 227–1320.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an airworthiness directive (AD)

that is applicable to certain Airbus

Industrie Model A300, A300–600, and

A310 series airplanes was published in

the Federal Register on December 6,

1993 (58 FR 64200). That action

proposed to require repetitive internal

eddy current inspections to detect

cracks in the lower spar axis of the

pylon between ribs 9 and 10, and repair,

if necessary.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

Both commenters support the

proposed rule.

Since the issuance of the proposed

rule, Airbus Industrie issued Revision 1,

dated October 15, 1993, of the service

bulletins cited in the proposal: Service

Bulletin No.’s A300–54–071 (for Model

A300 series airplanes), A300–54–6011

(for Model A300–600 series airplanes),

and A310–54–2016 (for Model A310

series airplanes). Revision 1 of these

service bulletins incorporates certain kit

and technical information and revises

the work hour estimate associated with

repair of the lower spar. The FAA has

revised the final rule to reference these

latest service bulletin revisions as

additional sources of service

information for accomplishment of

certain actions required by this AD. In

addition, the FAA has revised the

applicability of the final rule to specify

that the AD applies to those airplanes

listed in Revision 1 of the service

bulletins. (This change adds no new

airplanes to those specified originally in

the applicability of the proposed rule.)

The service bulletin citation

contained in paragraph (b) of the final

rule has been revised to correct a

typographical error. The correct date of

the original issue of Airbus Industrie

Service Bulletin No. A300–54–6011 is

November 12, 1991 (rather than

November 12, 1992, as indicated in the

proposal).

Since the issuance of the proposed

rule, Airbus Industrie also has issued

Service Bulletins A300–54–0079 (for

Model A300 series airplanes); A300–54–

6019 (for Model A300–600 series

airplanes); and A310–54–2022 (for

Model A310 series airplanes); all dated

October 15, 1993. These service

bulletins describe procedures for

modification of the lower spar between

ribs 9 and 10. This modification

involves installation of an outer doubler

on the undamaged structure of the lower

spars between ribs 9 and 10. For Model

A300 and A310 series airplanes,

accomplishment of the modification

eliminates the need for the internal

eddy current inspections specified in

the Airbus service bulletins previously

described (and proposed in the notice).

For Model A300–600 series airplanes,

accomplishment of the modification

reduces the probability of cracking in

the lower spar of the pylon and, thereby,

allows an extension of the initial

inspection threshold and interval for

accomplishing the internal eddy current

inspections. The Direction Ge ́ne ́rale de

l’Aviation Civile (DGAC), which is the

airworthiness authority for France,

issued French airworthiness directive

92–049–130(B)R2, dated March 2, 1994,

to reference these service bulletins.

Accordingly, the FAA has revised this

final rule to provide operators with the

option of accomplishing the

modification of the lower spar as

terminating action for the repetitive

eddy current inspections of Model A300

and A310 series airplanes. The FAA

also has revised this final rule to extend

the inspection threshold and repetitive

inspection intervals of Model A300–600

series airplanes on which the

modification of the lower spar is

accomplished.

Additionally, the FAA revised the

economic impact information, below, to

specify the costs associated with

modifying the lower spar, should an

operator elect to do so. Further, the FAA

has recently reviewed the figures it has

used over the past several years in

calculating the economic impact of AD

activity. In order to account for various

inflationary costs in the airline industry,

the FAA has determined that it is

necessary to increase the labor rate used

in these calculations from $55 per work

hour to $60 per work hour. The

economic impact information, below,

has been revised to reflect this increase

in the specified hourly labor rate.

Subsequent to the issuance of the

notice, the FAA discovered that

reference to Model A300 B2–203 series

airplanes was omitted inadvertently

from paragraph (a) of the proposed rule.

This airplane model is not operated
Federal Register / Vol. 60, No. 92 / Friday, May 12, 1995 / Rules and Regulations 25605

currently by U.S. operators and,

therefore, is not affected directly by this

AD action. However, the FAA considers

that revising paragraph (a) of the rule to

include Model A300 B2–203 series

airplanes is necessary to ensure that the

unsafe condition is addressed in the

event that any of these subject airplanes

are imported and placed on the U.S.

Register in the future.

As a result of recent communications

with the Air Transport Association

(ATA) of America, the FAA has learned

that, in general, some operators may

misunderstand the legal effect of AD’s

on airplanes that are identified in the

applicability provision of the AD, but

that have been altered or repaired in the

area addressed by the AD. The FAA

points out that all airplanes identified in

the applicability provision of an AD are

legally subject to the AD. If an airplane

has been altered or repaired in the

affected area in such a way as to affect

compliance with the AD, the owner or

operator is required to obtain FAA

approval for an alternative method of

compliance with the AD, in accordance

with the paragraph of each AD that

provides for such approvals. A note has

been added to this final rule to clarify

this long-standing requirement.

After careful review of the available

data, including the comments noted

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule with the changes

previously described. The FAA has

determined that these changes will

neither increase the economic burden

on any operator nor increase the scope

of the AD.

The FAA estimates that 57 airplanes

of U.S. registry will be affected by this

AD, that it will take approximately 4

work hours per airplane to accomplish

the required actions, and that the

average labor rate is $60 per work hour.

Based on these figures, the total cost

impact of the AD on U.S. operators is

estimated to be $13,680, or $240 per

airplane.

The total cost impact figure discussed

above is based on assumptions that no

operator has yet accomplished any of

the requirements of this AD action, and

that no operator would accomplish

those actions in the future if this AD

were not adopted.

Should an operator elect to

accomplish the optional terminating

action that would be provided by this

AD action, it will take approximately

104 work hours to accomplish it, at an

average labor rate of $60 per work hour.

The cost of required parts will be

approximately $1,500 per airplane.

Based on these figures, the total cost

impact of the optional terminating

action is estimated to be $7,740 per

airplane.

The regulations adopted herein will

not have substantial direct effects on the

States, on the relationship between the

national government and the States, or

on the distribution of power and

responsibilities among the various

levels of government. Therefore, in

accordance with Executive Order 12612,

it is determined that this final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

For the reasons discussed above, I

certify that this action (1) is not a

‘‘significant regulatory action’’ under

Executive Order 12866; (2) is not a

‘‘significant rule’’ under DOT

Regulatory Policies and Procedures (44

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

will not have a significant economic

impact, positive or negative, on a

substantial number of small entities

under the criteria of the Regulatory

Flexibility Act. A final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it may be obtained from the Rules

Docket at the location provided under

the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Incorporation by reference,

Safety.

Adoption of the Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration amends part 39 of the

Federal Aviation Regulations (14 CFR

part 39) as follows:

PART 39—AIRWORTHINESS

DIRECTIVES

1. The authority citation for part 39

continues to read as follows:

Authority: 49 U.S.C. App. 1354(a), 1421

and 1423; 49 U.S.C. 106(g); and 14 CFR

11.89.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

95–10–03 Airbus Industrie: Amendment

39–9220. Docket 93–NM–56–AD.

Applicability: Model A300, A300–600, and

A310 series airplanes; as listed in Revision 1

of Airbus Industrie Service Bulletin No.’s

A300–54–071, A300–54–6011, and A310–54–

2016, all dated October 15, 1993; 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 use the authority

provided in paragraph (d) to request approval

from the FAA. This approval may address

either no action, if the current configuration

eliminates the unsafe condition; or different

actions necessary to address the unsafe

condition described in this AD. Such a

request should include an assessment of the

effect of the changed configuration on the

unsafe condition addressed by this AD. In no

case does the presence of any modification,

alteration, or repair remove any airplane from

the applicability of this AD.

Compliance: Required as indicated, unless

accomplished previously.

To prevent reduced structural integrity of

the lower spar of the pylon, accomplish the

following:

(a) For Model A300 B4–2C, B2K–3C, B2–

203, B4–103, and B4–203 series airplanes:

Prior to the accumulation of 9,000 total

landings, or within 500 landings after the

effective date of this AD, whichever occurs

later, perform an internal eddy current

inspection to detect cracks in the lower spar

axis of the pylon between ribs 9 and 10, in

accordance with Airbus Industrie Service

Bulletin No. A300–54–071, dated November

12, 1991; or Revision 1, dated October 15,

1993.

(1) If no crack is found, repeat the

inspection thereafter at intervals not to

exceed 2,500 landings.

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

or equal to 30 mm: Perform subsequent

inspections and repair in accordance with

the methods and times specified in the

service bulletin.

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

30 mm, but less than 100 mm: Prior to the

accumulation of 250 landings after crack

discovery, repair in accordance with a

method approved by the Manager,

Standardization Branch, ANM–113, FAA,

Transport Airplane Directorate.

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

or equal to 100 mm: Prior to further flight,

repair in accordance with a method approved

by the Manager, Standardization Branch,

ANM–113.

(5) Accomplishment of the modification

specified in Airbus Industrie Service Bulletin

No. A300–54–0079, dated October 15, 1993,

constitutes terminating action for the

inspections required by paragraph (a) of this

AD.

(b) For Model A300–600 B4–620, C4–620,

–622R, and –622 series airplanes: Except as

provided by paragraph (b)(5) of this AD, prior

to the accumulation of 4,000 total landings,

or within 500 landings after the effective date

of this AD, whichever occurs later, perform

an internal eddy current inspection to detect

cracks in the lower spar axis of the pylon

between ribs 9 and 10, in accordance with

Airbus Industrie Service Bulletin No. A300–

54–6011, dated November 12, 1991, as

amended by Service Bulletin Change Notice

O.A., dated July 10, 1992; or Revision 1,

dated October 15, 1993.

(1) If no crack is found, repeat the

inspection thereafter at intervals not to

exceed 2,500 landings.
25606 Federal Register / Vol. 60, No. 92 / Friday, May 12, 1995 / Rules and Regulations

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

or equal to 30 mm: Perform subsequent

inspections and repair in accordance with

the methods and times specified in the

service bulletin.

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

30 mm, but less than 100 mm: Prior to the

accumulation of 250 landings after crack

discovery, repair in accordance with a

method approved by the Manager,

Standardization Branch, ANM–113.

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

or equal to 100 mm: Prior to further flight,

repair in accordance with a method approved

by the Manager, Standardization Branch,

ANM–113.

(5) Accomplishment of the modification

specified in Airbus Industrie Service Bulletin

No. A300–54–6019, dated October 15, 1993,

increases the threshold and repetitive

interval of the inspections required by

paragraph (b) of this AD to the threshold and

interval specified in paragraph 2.D. of the

Accomplishment Instructions of Airbus

Industrie Service Bulletin No. A300–54–

6011, Revision 1, dated October 15, 1993.

(c) For Model A310–221, –222, –322, –324,

and –325 series airplanes: Prior to the

accumulation of 25,000 total landings, or

within 500 landings after the effective date of

this AD, whichever occurs later, perform an

internal eddy current inspection to detect

cracks in the lower spar axis of the pylon

between ribs 9 and 10, in accordance with

Airbus Industrie Service Bulletin No. A310–

54–2016, dated November 12, 1991; or

Revision 1, dated October 15, 1993.

(1) If no crack is found, repeat the

inspection thereafter at intervals not to

exceed 2,500 landings.

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

or equal to 30 mm: Perform subsequent

inspections and repair in accordance with

the methods and times specified in the

service bulletin.

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

30 mm, but less than 100 mm: Prior to the

accumulation of 250 landings after crack

discovery, repair in a accordance with a

method approved by the Manager,

Standardization Branch, ANM–113.

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

or equal to 100 mm: Prior to further flight,

repair in accordance with a method approved

by the Manager, Standardization Branch,

ANM–113.

(5) Accomplishment of the modification

specified in Airbus Industrie Service Bulletin

No. A310–54–2022, dated October 15, 1993,

constitutes terminating action for the

inspections required by paragraph (c) of this

AD.

(d) 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,

Standardization Branch, ANM–113.

Operators shall submit their requests through

an appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, Standardization

Branch, ANM–113.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Standardization Branch,

ANM–113.

(e) Special flight permits may be issued in

accordance with §§ 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.

(f) The actions shall be done in accordance

with the following Airbus Industrie service

bulletins, as applicable, which contain the

specified effective pages:

Service bulletin referenced and date Page No. Revision level shown on

page Date shown on page

A300–54–071, November 12, 1991 ..................................... 1–19 ...................... Original .................................. November 12, 1991.

A300–54–071, Revision 1, October 15, 1993 ...................... 1–20 ...................... 1 ............................................ October 15, 1993.

A300–54–0079, October 15, 1993 ....................................... 1–16 ...................... Original .................................. October 15, 1993.

A300–54–6011, November 12, 1991 ................................... 1–17 ...................... Original .................................. November 12, 1991.

Service Bulletin Change Notice O.A., A300–54–6011, July

10, 1992.

(This document is

not numbered).

Original .................................. July 10, 1992.

A300–54–6011, Revision 1, October 15, 1993 .................... 1–10, 12–19 .......... 1 ............................................ October 15, 1993.

11 .......................... Original .................................. November 12, 1991.

A300–54–6019, October 15, 1993 ....................................... 1–11 ...................... Original .................................. October 15, 1993.

A310–54–2016, November 12, 1991 ................................... 1–17 ...................... Original .................................. November 12, 1991.

A310–54–2016, Revision 1, October 15, 1993 .................... 1–10, 12, 17 .......... 1 ............................................ October 15, 1993.

11, 13–16 .............. Original .................................. November 12, 1991.

A310–54–2022, October 15, 1993 ....................................... 1–11 ...................... Original .................................. October 15, 1993.

This incorporation by reference was

approved by the Director of the Federal

Register in accordance with 5 U.S.C.

552(a) and 1 CFR part 51. Copies may

be obtained from Airbus Industrie, 1

Rond Point Maurice Bellonte, 31707

Blagnac Cedex, France. Copies may be

inspected at the FAA, Transport

Airplane Directorate, 1601 Lind

Avenue, SW., Renton, Washington; or at

the Office of the Federal Register, 800

North Capitol Street, NW., suite 700,

Washington, DC.

(g) This amendment becomes effective

on June 12, 1995.

Issued in Renton, Washington, on April 28,

1995.

James V. Devany,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–10986 Filed 5–11–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 94–NM–198–AD; Amendment

39–9222; AD 95–10–05]

Airworthiness Directives; Boeing

Model 737–300, –400, and –500 Series

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Boeing Model 737–

300, –400, and –500 series airplanes,

that requires replacement of the

horizontal stabilizer trim electric

actuator. This amendment is prompted

by reports of a binding condition in the

clutch disk in the horizontal stabilizer

trim electric actuator. The actions

specified by this AD are intended to

prevent reduced controllability of the

airplane due to binding of a clutch disk

in the horizontal stabilizer trim electric

actuator.

DATES: Effective June 12, 1995.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of June 12,

1995.

ADDRESSES: The service information

referenced in this AD may be obtained

from Boeing Commercial Airplane

Group, P.O. Box 3707, Seattle,

Washington 98124–2207. This

information may be examined at the

Federal Aviation Administration (FAA),

Transport Airplane Directorate, Rules

Docket, 1601 Lind Avenue, SW.,

Renton, Washington; or at the Office of

the Federal Register, 800 North Capitol

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

FOR FURTHER INFORMATION CONTACT:

Kenneth W. Frey, Aerospace Engineer,

Systems and Equipment Branch, ANM–