Federal Register / Vol. 60, No. 26 / Wednesday, February 8, 1995 / Proposed Rules 7485

corrosion of the girt bar support fitting at the

left and right MED 2, 4, and 5, in accordance

with Boeing Service Bulletin 747–53A2378,

Revision 1, dated March 10, 1994.

(f) If no cracks or corrosion is found during

the inspection required by paragraph (e) of

this AD, prior to further flight, accomplish

either paragraph (f)(1) or (f)(2) of this AD, in

accordance with Boeing Service Bulletin

747–53A2378, Revision 1, dated March 10,

1994.

(1) Reinstall the serrated plate assembly

and the girt bar floor fitting with corrosion

resistant fasteners, in accordance with the

service bulletin. Repeat the inspection

required by paragraph (e) of this AD

thereafter at intervals not to exceed 6 years.

Or

(2) Remove the inspected fitting and

reinstall it with a new coat of primer, and

reinstall the threshold assembly with new

corrosion resistant fasteners, in accordance

with the service bulletin. After these actions

are accomplished, no further action is

required by paragraph (f) of this AD.

(g) If any crack is found during the

inspection required by paragraph (e) of this

AD, prior to further flight, install a new

fitting with new fasteners, and reinstall the

threshold assembly with new corrosion

resistant fasteners, in accordance with Boeing

Service Bulletin 747–53A2378, Revision 1,

dated March 10, 1994. After these actions are

accomplished, no further action is required

by this paragraph of this AD.

(h) If any corrosion is found during the

inspection required by paragraph (e) of this

AD, prior to further flight, accomplish either

paragraph (h)(1) or (h)(2) of this AD, in

accordance with Boeing Service Bulletin

747–53A2378, Revision 1, dated March 10,

1994.

(1) Install a new fitting with new fasteners,

and reinstall the threshold assembly with

new corrosion resistant fasteners, in

accordance with the service bulletin. After

these actions are accomplished, no further

action is required by paragraph (h) of this

AD. Or

(2) Blend out corrosion in accordance with

the service bulletin.

(i) If blend out of corrosion is beyond 10

percent of original thickness or any crack is

found during accomplishment of the blend

out procedures, install a new fitting with new

fasteners, and reinstall the threshold

assembly with new corrosion resistant

fasteners, in accordance with the service

bulletin. After these actions are

accomplished, no further action is required

by paragraph (h) of this AD.

(ii) If blend out of corrosion does not

exceed 10 percent of original material

thickness, install repaired fitting with new

fasteners, and reinstall the threshold

assembly with new corrosion resistant

fasteners, in accordance with the service

bulletin. After these actions are

accomplished, no further action is required

by paragraph (h) of this AD.

(i) For airplanes equipped with Main Entry

Door (MED) 3: Prior to the accumulation of

16 years of service since date of manufacture

of the airplane, or within 15 months after the

effective date of this AD, whichever occurs

later, perform a detailed visual inspection to

detect cracks and/or corrosion of the girt bar

support fitting at the left and right MED 3,

in accordance with Boeing Service Bulletin

747–53A2378, Revision 1, dated March 10,

1994.

(j) If no cracks or corrosion is found during

the inspection required by paragraph (i) of

this AD, prior to further flight, accomplish

either paragraph (j)(1) or (j)(2) of this AD in

accordance with Boeing Service Bulletin

747–53A2378, Revision 1, dated March 10,

1994.

(1) Remove inspected angles and reinstall

it with a new coat of primer, and reinstall the

threshold assembly with new corrosion

resistant fasteners, in accordance with the

service bulletin. After these actions are

accomplished, no further action is required

by this paragraph (j) of this AD. Or

(2) Reinstall the corner scuff plate and the

threshold apron with corrosion resistant

fasteners, in accordance with the service

bulletin. Repeat the inspection required by

paragraph (i) of this AD thereafter at intervals

not to exceed 6 years.

(k) If any crack is found during the

inspection required by paragraph (i) of this

AD, prior to further flight, install the new

angles with new fasteners, and reinstall the

threshold assembly with new corrosion

resistant fasteners, in accordance with Boeing

Service Bulletin 747–53A2378, Revision 1,

dated March 10, 1994. After these actions are

accomplished, no further action is required

by this paragraph of this AD.

(l) If any corrosion is found during the

inspection required by paragraph (i) of this

AD, prior to further flight, accomplish either

paragraph (l)(1) or (l)(2) of this AD, in

accordance with Boeing Service Bulletin

747–53A2378, Revision 1, dated March 10,

1994.

(1) Install the new angles with new

fasteners, and reinstall the threshold

assembly with new corrosion resistant

fasteners, in accordance with the service

bulletin. After these actions are

accomplished, no further action is required

by paragraph (l) of this AD. Or

(2) Blend out corrosion in accordance with

the service bulletin.

(i) If blend out of corrosion is beyond 10

percent of original thickness or any crack is

found during accomplishment of the blend

out procedures, install the new angles with

new fasteners, and reinstall threshold

assembly with new corrosion resistant

fasteners, in accordance with the service

bulletin. After these actions are

accomplished, no further action is required

by paragraph (l) of this AD.

(ii) If blend out of corrosion does not

exceed 10 percent of original material

thickness, install the repaired angles with

new fasteners, and reinstall the threshold

assembly with new corrosion resistant

fasteners, in accordance with the service

bulletin. After these actions are

accomplished, no further action is required

by paragraph (l) of this AD.

(m) 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, Seattle

Aircraft Certification Office (ACO), FAA,

Transport Airplane Directorate. Operators

shall submit their requests through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, Seattle ACO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Seattle ACO.

(n) 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.

Issued in Renton, Washington, on February

2, 1995.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–3074 Filed 2–7–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 94–NM–222–AD]

Airworthiness Directives; Airbus Model

A310 and A300–600 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

adoption of a new airworthiness

directive (AD) that is applicable to

certain Airbus Model A310 and A300–

600 series airplanes. This proposal

would require repetitive Tap Test

inspections to detect debonding of the

elevator skins, and corrective actions, if

necessary. This proposal is prompted by

a report that a debonded area of the

upper skin of an elevator had been

discovered during a visual inspection.

The actions specified by the proposed

AD are intended to prevent the presence

of water in the elevator, which could

cause debonding of the elevator skins

and, consequently, adversely affect the

structural integrity of the elevator.

DATES: Comments must be received by

March 22, 1995.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 94–NM–

222–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.
7486 Federal Register / Vol. 60, No. 26 / Wednesday, February 8, 1995 / Proposed Rules

This information may be examined at

the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW.,

Renton, Washington.

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:

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 94–NM–222–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–103, Attention: Rules Docket No.

94–NM–222–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

The Direction Ge ́ne ́rale de l’Aviation

Civile (DGAC), which is the

airworthiness authority for France,

recently notified the FAA that an unsafe

condition may exist on certain Airbus

Model A310 and A300–600 series

airplanes. The DGAC advises that it has

received a report indicating that a

debonded area was discovered on the

upper skin of the elevator on one

airplane during a routine visual

inspection. When the external skin was

cut to perform a repair of the debonded

area, water was discovered in the

elevator. The presence of water in

carbon fiber elevators can cause

debonding of the elevator skins. This

condition, if not corrected, could result

in degradation of the structural integrity

of the elevator by causing stiffness of the

elevator and by adversely affecting the

capability of the elevator to transfer

loads.

Airbus has issued Service Bulletins

A310–55–2016 (for Model A310 series

airplanes) and A300–55–6014 (for

Model A300–600 series airplanes), both

dated September 10, 1993, which

describe procedures for repetitive

thermographic inspections to detect

water in the elevator. These service

bulletins also provide procedures to

protect and repair debonded areas of the

elevator. The DGAC classified both

service bulletins as mandatory and

issued French airworthiness directive

CN 94–184–157(B), dated September 14,

1994, in order to assure the continued

airworthiness of these airplanes in

France.

The French airworthiness directive

also mandates the accomplishment of

repetitive Tap Test inspections to detect

disbonding of the elevator skins.

Procedures for performing these Tap

Test inspections are described in Airbus

Model A310 and A300–600

Nondestructive Testing Manuals (NTM).

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 (14 CFR

21.29) 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.

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 proposed AD would require

repetitive Tap Test inspections to detect

debonding of the elevator skins, and

corrective actions, if necessary. These

actions would be required to be

accomplished in accordance with the

NTM.

Additionally, this proposal also

would require repetitive thermographic

inspections of the elevator to detect

trapped water if certain amounts of

debonding are detected. These

inspections, and necessary repair,

would be required to be accomplished

in accordance with the Airbus service

bulletins described previously.

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 included in this notice to clarify

this.

This proposed AD also would require

that certain water-affected areas be

repaired in accordance with a method

approved by the FAA. Accomplishment

of a thermographic inspection and

correction of any discrepancy, would

terminate the repetitive Tap Test

inspections, but would continue to

require repetitive thermographic

inspections.

The FAA estimates that 15 airplanes

of U.S. registry would be affected by this

proposed AD, that it would take

approximately 5 work hours per

airplane to accomplish the proposed

actions, and that the average labor rate

is $60 per work hour. Based on these

figures, the total cost impact of the

proposed AD on U.S. operators is

estimated to be $4,500, or $300 per

airplane, per inspection cycle.

The total cost impact figure discussed

above is based on assumptions that no

operator has yet accomplished any of

the proposed requirements of this AD

action, and that no operator would

accomplish those actions in the future if

this AD were not adopted.

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.
Federal Register / Vol. 60, No. 26 / Wednesday, February 8, 1995 / Proposed Rules 7487

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

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:

Airbus: Docket 94–NM–222–AD.

Applicability: Model A310 and A300–600

series airplanes on which Airbus

Modification 4805 has been installed,

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 (g) 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 the presence of water in the

elevator, which could cause debonding of the

elevator skins and, consequently, could affect

the structural integrity of the elevator,

accomplish the following:

(a) Perform a Tap Test inspection to detect

debonding of the elevator skins, in

accordance with the procedures described in

the Airbus Model A300–600 or A310

Nondestructive Test Manual (NTM), as

applicable, at the later of the times specified

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

(1) Prior to the accumulation of 5,000 total

landings on the elevator, or within 5 years

after the first landing on the elevator,

whichever occurs later. Or

(2) Within 3 months after the effective date

of this AD.

(b) If no debonding is detected, repeat the

Tap Test inspection required by paragraph (a)

of this AD thereafter at intervals not to

exceed 500 landings or 3 months, whichever

occurs first.

(c) If debonding is detected, the largest

debonded area is smaller than 400 cm2, and

the distance between two debonded areas is

equal to or greater than 2.5 times the

diameter of the largest defect: Repeat the Tap

Test inspection required by paragraph (a) of

this AD thereafter at intervals not to exceed

250 landings or every 3 months, whichever

occurs first.

(d) If the debonding detected is 400 cm2 or

larger, prior to further flight, perform a

thermographic inspection to detect water in

the elevator, in accordance with Airbus

Service Bulletin A310–55–2016 (for Model

A310 series airplanes) or Airbus Service

Bulletin A300–55–6014 (for Model A300–600

series airplanes), both dated December 1,

1990, as applicable. Prior to further flight,

correct any discrepancy in accordance with

the applicable service bulletin. Repeat the

thermographic inspections thereafter at

intervals not to exceed 4,500 landings, or

every five years, whichever occurs first, in

accordance with the applicable service

bulletin.

(e) If any water-affected area detected

during any inspection required by this AD is

greater than 40,000 sq. mm. in size, prior to

further flight, repair in accordance with a

method approved by the Manager,

Standardization Branch, ANM–113, FAA,

Transport Airplane Directorate.

(f) Accomplishment of the thermographic

inspections, as specified in paragraph (d) of

this AD, constitutes terminating action for

the repetitive tap test inspections required by

paragraph (a) of this AD.

(g) 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.

(h) 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.

Issued in Renton, Washington, on February

2, 1995.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–3075 Filed 2–7–95; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF THE TREASURY

Internal Revenue Service

26 CFR Part 1

[IA–17–94; EE–36–94]

RIN 1545–AS74

Payment by Employer of Expenses for

Club Dues, Meals and Entertainment,

and Spousal Travel; Correction

AGENCY: Internal Revenue Service (IRS),

Treasury.

ACTION: Correction to notice of proposed

rulemaking.

SUMMARY: This document contains

corrections to the notice of proposed

rulemaking, which was published in the

Federal Register for Friday, December

16, 1994 (59 FR 64909). The proposed

regulations relate to reimbursements

and other expense allowance

arrangements, working condition fringe

benefits, expenses for club dues, spousal

travel, and business meals and

entertainment that are disallowed as a

deduction to the employer.

FOR FURTHER INFORMATION CONTACT:

Concerning regulations under sections

62 and 132, David N. Pardys, (202) 622–

6040; concerning regulations under

section 274, John T. Sapienza, Jr., (202)

622–4920; and concerning the hearing,

Christina Vasquez, (202) 622–7190, (not

toll-free numbers).

SUPPLEMENTARY INFORMATION:

Background

The notice of proposed rulemaking

that is the subject of these corrections is

under section 62(c), 132(d), and 274 of

the Internal Revenue Code.

Need for Correction

As published, the notice of proposed

rulemaking contains typographical

errors that are in need of correction.

Correction of Publication

Accordingly, the publication of the

notice of proposed rulemaking which is

the subject of FR Doc. 94–30877, is

corrected as follows: