7482 Federal Register / Vol. 60, No. 26 / Wednesday, February 8, 1995 / Proposed Rules

airplanes of U.S. registry would be

affected by this proposed AD, that it

would take approximately 8 work hours

per airplane to accomplish the proposed

actions, and that the average labor rate

is $60 per work hour. Required parts

would cost approximately $90,000 per

airplane. Based on these figures, the

total cost impact of the proposed AD on

U.S. operators is estimated to be

$1,628,640, or $90,480 per airplane.

The FAA has been advised that the

only U.S. operator of Lockheed Model

382 series airplanes has already

equipped half of its fleet (9 airplanes)

with the valve housing assembly that

would be required by this proposed

rule. Therefore, the future economic

cost of this rule on U.S. operators is now

only $814,320.

The regulations proposed herein

would not have substantial direct effects

on the States, on the relationship

between the national government and

the States, or on the distribution of

power and responsibilities among the

various levels of government. Therefore,

in accordance with Executive Order

12612, it is determined that this

proposal would not have sufficient

federalism implications to warrant the

preparation of a Federalism Assessment.

For the reasons discussed above, I

certify that this proposed regulation (1)

is not a ‘‘significant regulatory action’’

under Executive Order 12866; (2) is not

a ‘‘significant rule’’ under the DOT

Regulatory Policies and Procedures (44

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

promulgated, will not have a significant

economic impact, positive or negative,

on a substantial number of small entities

under the criteria of the Regulatory

Flexibility Act. A copy of the draft

regulatory evaluation prepared for this

action is contained in the Rules Docket.

A copy of it may be obtained by

contacting the Rules Docket at the

location provided under the caption

ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Safety.

The Proposed Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration proposes to amend part

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

removing amendment 39–8961 (59 FR

35236, July 11, 1994), and by adding a

new airworthiness directive (AD), to

read as follows:

Lockheed: Docket 94–NM–240–AD.

Supersedes AD 94–14–09, Amendment

39–8961.

Applicability: Model 382, 382E, and 382G

series airplanes; equipped with a servo-type

valve housing assembly, having part number

714325–2, –3, –5, –6, or –7, installed on any

outboard engine; 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 (c) 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 ensure that the airplane maintains

adequate thrust decay characteristics in the

event of critical engine failure during takeoff,

accomplish the following:

(a) Within 60 days after August 10, 1994

(the effective date of AD 94–14–09,

amendment 39–8961), revise the Limitations

and Performance Data Sections of the FAAapproved Airplane Flight Manual (AFM) to

include information specified in Lockheed

Airplane Flight Manual Supplement 382–16,

dated August 11, 1993, and operate the

airplane accordingly thereafter. The

requirements of this paragraph may be

accomplished by inserting AFM Supplement

382–16 into the AFM.

(b) Within 24 months after the effective

date of this AD, replace the servo-type valve

housing assemblies having part number

714325–2, –3, –5, –6, or –7, with part number

714325–1, on the propeller governors

installed on the outboard engines, in

accordance with Lockheed Document SMP–

515C, Card No. CO–135. Replacement of

these assemblies with part number 714325–

1, constitutes terminating action for the

requirements of paragraph (a) of this AD;

once the replacement is accomplished, the

AFM revision may be removed.

Note 2: Propeller governors with servo-type

valve housing assemblies having part number

714325–2, –3, –5, –6, or –7, may be retained

or replaced with part number 714325–1 for

use on the inboard engine positions.

(c) 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, Atlanta

Aircraft Certification Office (ACO), FAA,

Small 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, Atlanta ACO.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Atlanta ACO.

(d) 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. 95–3073 Filed 2–7–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 94–NM–221–AD]

Airworthiness Directives; Boeing

Model 747 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 Boeing Model 747 series

airplanes. This proposal would require

repetitive inspections to detect cracks

and/or corrosion of the girt bar support

fitting at certain main entry doors; and

repair or replacement of the support

fitting. This proposal would also

provide for various terminating actions

for the repetitive inspections. This

proposal is prompted by reports that,

during scheduled deployment tests of

main entry door slides, corrosion was

found on the floor structure supports for

the escape slides of the main deck entry

doors on these airplanes. The actions

specified by the proposed AD are

intended to prevent such corrosion,

which could result in separation of the

escape slide from the lower door sill

during deployment, and subsequently

prevent proper operation of the escape

slides at the main entry doors during an

emergency.

DATES: Comments must be received by

April 6, 1995.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation
Federal Register / Vol. 60, No. 26 / Wednesday, February 8, 1995 / Proposed Rules 7483

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 94–NM–

221–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

Boeing Commercial Airplane Group,

P.O. Box 3707, Seattle, Washington

98124–2207. This information may be

examined at the FAA, Transport

Airplane Directorate, 1601 Lind

Avenue, SW., Renton, Washington.

FOR FURTHER INFORMATION CONTACT:

Steven C. Fox, Aerospace Engineer,

Airframe Branch, ANM–120S, FAA,

Transport Airplane Directorate, Seattle

Aircraft Certification Office, 1601 Lind

Avenue, SW., Renton, Washington

98055–4056; telephone (206) 227–2777;

fax (206) 227–1181.

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–221–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–03, Attention: Rules Docket No.

94–M–21–D, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Discussion

The FAA has received reports from

operators that, during scheduled

deployment tests of a main entry door

slide, corrosion was found on the floor

structure supports for the escape slides

of the main deck entry doors on Boeing

Model 747 series airplanes.

In three reported incidents, the escape

slides disconnected from the lower door

sill and fell to the ground. In all three

incidents, the girt bar supports were

found to have moderate to severe

corrosion. In two cases, the fasteners

that attach the serrated plate assembly

to the girt bar supports were corroded

and broken. One of these incidents

occurred at Main Entry Door (MED) 2

and the other two incidents occurred at

MED 5. These airplanes had

accumulated 15 to 20 years of service

since date of manufacture.

In three other reported incidents,

corrosion was found on the support

fitting and the fastener. The corrosion

was so severe that the escape slide

would have fallen off the airplane, if the

slide had been deployed. Two of these

incidents occurred at MED 1, and the

other incident occurred at MED 4. These

airplanes had accumulated 11 to 20

years of service since date of

manufacture.

Additionally, four more reported

incidents of corrosion were found on

the girt bar supports at seven doors on

six other airplanes. One of these

incidents occurred at MED 2, two

occurred at MED 3, three occurred at

MED 4, and one occurred at MED 5.

These airplanes had accumulated 9 to

18 years of service since date of

manufacture.

Following these reports, the

manufacturer conducted a structural

review of all entry doors on Model 747

series airplanes. This review found that

corrosion could occur at any main deck

entry door. Each main entry door has

two girt bar chock support fittings;

when the escape slide is deployed, these

fittings attach the escape slide to the sill

of the MED. Corrosion on these fittings,

if not detected and corrected in a timely

manner, could result in separation of

the escape slide from the lower door sill

during deployment, which would

prevent proper operation of the escape

slides at the main entry doors during an

emergency.

The FAA has reviewed and approved

Boeing Service Bulletin 747–53A2378,

Revision 1, dated March 10, 1994,

which describes procedures for

repetitive detailed visual inspections to

detect cracks and/or corrosion of the girt

bar support fitting at MED’s 1 through

5, inclusive; repair or replacement of the

support fitting; and reinstallation of the

threshold assembly. This service

bulletin also describes procedures for

replacing the support fittings with new

support fittings having new fasteners;

refinishing uncorroded support fittings;

and removing the corrosion and

refinishing corroded support fittings.

When accomplished, these actions

eliminate the need for the repetitive

visual inspections. (The new support

fitting has inserts of cadmium plated

alloy steel that are less susceptible to

corrosion.)

Since an unsafe condition has been

identified that is likely to exist or

develop on other products of this same

type design, the proposed AD would

require repetitive detailed visual

inspections to detect cracks and/or

corrosion of the girt bar support fitting

at MED’s 1 through 5, inclusive; repair

or replacement of the support fitting;

and reinstallation of the threshold

assembly. The proposed AD would also

require, under certain conditions,

replacing the support fittings with new

support fittings having new fasteners;

refinishing uncorroded support fittings;

and removing the corrosion and

refinishing corroded support fittings.

When accomplished, these latter actions

would constitute terminating action for

the repetitive visual inspections. The

actions would be required to be

accomplished in accordance with the

service bulletin 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 added to

this final rule to clarify this

requirement.

There are approximately 868 Boeing

Model 747 series airplanes of the

affected design in the worldwide fleet.

The FAA estimates that 169 airplanes of

U.S. registry would be affected by this

proposed AD.
7484 Federal Register / Vol. 60, No. 26 / Wednesday, February 8, 1995 / Proposed Rules

The proposed inspection of MED 1

would take approximately 81 work

hours per door to accomplish, at an

average labor rate of $60 per work hour.

Based on these figures, the total cost

impact of the proposed inspection on

U.S. operators is estimated to be $4,860

per door.

The proposed inspection of MED’s 2,

4, and 5 would take approximately 7

work hours per door to accomplish, at

an average labor rate of $60 per work

hour. Based on these figures, the total

cost impact of the proposed inspection

on U.S. operators is estimated to be

$420 per door.

The proposed inspection of MED 3

would take approximately 13 work

hours per door to accomplish, at an

average labor rate of $60 per work hour.

Based on these figures, the total cost

impact of the proposed inspection on

U.S. operators is estimated to be $780

per door.

The proposed replacement of both

support fittings would take

approximately 37 work hours per door

to accomplish, at an average labor rate

of $60 per work hours. Based on these

figures the total cost impact of the

proposed replacement on U.S. operators

is estimated to be $2,200 per door.

The regulations proposed herein

would not have substantial direct effects

on the States, on the relationship

between the national government and

the States, or on the distribution of

power and responsibilities among the

various levels of government. Therefore,

in accordance with Executive Order

12612, it is determined that this

proposal would not have sufficient

federalism implications to warrant the

preparation of a Federalism Assessment.

For the reasons discussed above, I

certify that this proposed regulation (1)

is not a ‘‘significant regulatory action’’

under Executive Order 12866; (2) is not

a ‘‘significant rule’’ under the DOT

Regulatory Policies and Procedures (44

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

promulgated, will not have a significant

economic impact, positive or negative,

on a substantial number of small entities

under the criteria of the Regulatory

Flexibility Act. A copy of the draft

regulatory evaluation prepared for this

action is contained in the Rules Docket.

A copy of it may be obtained by

contacting the Rules Docket at the

location provided under the caption

ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Safety.

The Proposed Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration proposes to amend part

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:

Boeing: Docket 94–M–21–D.

Applicability: Model 747 series airplanes;

line numbers 1 through 868 inclusive,

excluding freighters and special freighters;

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 (m) 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 corrosion on girt bar support

fittings, which could result in separation of

the escape slide from the lower door sill

during deployment, and subsequently

prevent operation of the escape slides at the

main entry doors during an emergency,

accomplish the following:

(a) For airplanes equipped with Main Entry

Door (MED) 1: 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 1,

in accordance with Boeing Service Bulletin

747–3A2378, Revision 1, dated March 10,

1994.

(b) If no cracks or corrosion is found during

the inspection required by paragraph (a) of

this AD, prior to further flight, accomplish

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

accordance with Boeing Service Bulletin

747–3A2378, 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 (b) of this

AD. Or

(2) Reinstall the threshold assembly with

corrosion resistant fasteners, in accordance

with the service bulletin. Repeat the

inspection required by paragraph (a) of this

AD thereafter at intervals not to exceed 6

years.

(c) If any crack is found during the

inspection required by paragraph (a) 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 747–3A2378, Revision 1,

dated March 10, 1994. After these actions are

accomplished, no further action is required

by paragraph (c) of this AD.

(d) If any corrosion is found during the

inspection required by paragraph (a) of this

AD, prior to further flight, accomplish either

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

accordance with Boeing Service Bulletin

747–3A2378, 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 (d) 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 (d) of this AD.

(ii) If blend out of corrosion does not

exceed 10 percent of original material

thickness, install the repaired fitting with

new fasteners in accordance with the service

bulletin, and accomplish either paragraph

(d)(2)(ii)(A) or (d)(2)(ii)(B) of this AD:

(A) Install a new fitting 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 (d) of this AD. Or

(B) Reinstall the threshold assembly with

corrosion resistant fasteners in accordance

with the service bulletin. Repeat the

inspection required by paragraph (a) of this

AD thereafter at intervals not to exceed 6

years.

(e) For airplanes equipped with Main Entry

Doors (MED) 2, 4, and/or 5: Prior to the

accumulation of 10 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
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.