Federal Register / Vol. 61, No. 102 / Friday, May 24, 1996 / Rules and Regulations 26091

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. 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

96–11–07 Learjet, Inc.: Amendment 39–

9632. Docket 95–NM–197–AD.

Applicability: Model 31 airplanes having

serial numbers 31–002 through 31–029

inclusive, and Model 35A airplanes having

serial numbers 35–647 through 35–670

inclusive; certificated in any category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

modified, altered, or repaired in the area

subject to the requirements of this AD. For

airplanes that have been modified, altered, or

repaired so that the performance of the

requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance in

accordance with paragraph (b) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To prevent electrical arcing and

subsequent fire hazard, accomplish the

following:

(a) Within 6 months after the effective date

of this AD, replace two segments of 16

American Wire Gauge (AWG) wire with 8

AWG wire at the P190 connector that is

connected to the E33 auxiliary cabin heater

relay box, in accordance with Learjet Service

Bulletin SB 31–21–10, dated August 11, 1995

(for Model 31 airplanes), or Learjet Service

Bulletin SB 35–21–24, dated August 11, 1995

(for Model 35A airplanes), as applicable.

(b) 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, Wichita

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, Wichita ACO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Wichita ACO.

(c) 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.

(d) The replacement shall be done in

accordance with Learjet Service Bulletin SB

31–21–10, dated August 11, 1995, or Learjet

Service Bulletin SB 35–21–24, dated August

11, 1995, as applicable. 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 Learjet, Inc., One Learjet Way,

Wichita, Kansas 67209–2942. Copies may be

inspected at the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW., Renton,

Washington; or at the FAA, Wichita Aircraft

Certification Office, Small Airplane

Directorate, 1801 Airport Road, Room 100,

Mid-Continent Airport, Wichita, Kansas; or at

the Office of the Federal Register, 800 North

Capitol Street, NW., suite 700, Washington,

DC.

(e) This amendment becomes effective on

June 28, 1996.

Issued in Renton, Washington, on May 15,

1996.

S.R. Miller,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–12730 Filed 5–23–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–NM–85–AD; Amendment

39–9630; AD 96–11–05]

RIN 2120–AA64

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 pylons between ribs 6

and 7, and repair, if necessary. This

amendment is prompted by reports that

fatigue cracking has 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 28, 1996.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of June 28,

1996.

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: Tim

Backman, Aerospace Engineer,

Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(206) 227–2797; fax (206) 227–1149.

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 March 6, 1996

(61 FR 8892). That action proposed to

require inspections to detect cracks in

the lower spar axis of the pylons

between ribs 6 and 7, and repair, if

necessary.

Interested persons have been afforded

an opportunity to participate in the
26092 Federal Register / Vol. 61, No. 102 / Friday, May 24, 1996 / Rules and Regulations

making of this amendment. Due

consideration has been given to the

comments received.

Support for the Proposal

One commenter supports the

proposed rule.

Request To Revise Compliance

Threshold for Inspection

One commenter requests that the

inspection threshold specified in

paragraph (h) of the proposal be revised

from 14,500 landings to 17,000 landings

for consistency with the threshold

provided in Airbus Service Bulletin

A300–54–6014, Revision 1, dated March

28, 1994.

The FAA concurs with the

commenter’s request. The FAA’s intent

is that the inspection threshold and

repetitive inspection interval specified

in paragraph (h) of this AD parallel the

threshold and interval recommended in

the Airbus service bulletin. The FAA

has revised paragraph (h) of the final

rule to specify an inspection threshold

of 17,000 landings. The repetitive

inspection interval of 14,500 landings,

which was recommended in the Airbus

service bulletin, remains unchanged in

this final rule.

Correction of Service Bulletin Number

The FAA has revised the reference to

a service bulletin number that appeared

in paragraph (i) of the proposed AD as

Airbus Industrie Service Bulletin A300–

54–2017. The correct service bulletin

number is A310–54–2017.

Conclusion

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.

Cost Impact

The FAA estimates that 99 airplanes

of U.S. registry will be affected by this

AD, that it will take approximately 8

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 cost impact

of the AD on U.S. operators is estimated

to be $47,520, or $480 per airplane, per

inspection cycle.

The 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 of a Model A300

series airplane elect to accomplish the

optional modification that is provided

by this AD action, it will take

approximately 100 work hours to

accomplish, 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 cost

impact of the optional modification for

Model A300 series airplanes is

estimated to be $7,500 per airplane.

Should an operator of a Model A300–

600 or A310 series airplane elect to

accomplish the optional modification

that is provided by this AD action, it

will take approximately 110 work hours

to accomplish, 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 cost impact of the optional

modification for Model A300–600 and

A310 series airplanes is estimated to be

$8,100 per airplane.

Regulatory Impact

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. 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

96–11–05 Airbus Industrie: Amendment

39–9630. Docket 95–NM–85–AD.

Applicability: Model A300, A300–600, and

A310 series airplanes; as listed in Airbus

Industrie Service Bulletins A300–54–0073,

A300–54–6014, and A310–54–2017, all

Revision 1, all dated March 28, 1994;

certificated in any category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

modified, altered, or repaired in the area

subject to the requirements of this AD. For

airplanes that have been modified, altered, or

repaired so that the performance of the

requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance in

accordance with paragraph (k) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To prevent reduced structural integrity of

the lower spar, accomplish the following:

(a) For Model A300 series airplanes

equipped with General Electric CF6–50C

engines, and having pylons that have not

been modified in accordance with Airbus

Industrie Service Bulletin A300–54–0080,

Revision 1, dated January 16, 1995: Prior to

the accumulation of 10,900 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 pylons

between ribs 6 and 7, in accordance with

Airbus Industrie Service Bulletin A300–54–

0073, Revision 1, dated March 28, 1994.

(1) If no crack is found, repeat the

inspection thereafter at intervals not to

exceed 6,700 landings.

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

35 mm, prior to further flight, stop-drill the

crack in accordance with the procedures

specified in Section 51–41–10 of the

Structural Repair Manual (SRM). Thereafter,

prior to the accumulation of 250 landings

after crack discovery, repair in accordance

with the service bulletin. Prior to the

accumulation of 17,900 landings after

accomplishing the repair, perform an eddy

current inspection to detect cracks at the

stiffener ends, ribs 6 and 7, at the edge of the

holes made during the repair and on the

fasteners located at the edge of the doubler,

in accordance with the service bulletin.
Federal Register / Vol. 61, No. 102 / Friday, May 24, 1996 / Rules and Regulations 26093

(i) If no crack is found, repeat the

inspection required by paragraph (a)(2) of

this AD thereafter at intervals not to exceed

15,000 landings.

(ii) If any crack is found, prior to further

flight, repair in accordance with a method

approved by the Manager, Standardization

Branch, ANM–113, FAA, Transport Airplane

Directorate.

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

or equal to 35 mm, prior to further flight,

repair in accordance with a method approved

by the Manager, Standardization Branch,

ANM–113.

(b) For Model A300 series airplanes

equipped with General Electric CF6–50C

engines, and having pylons that have been

modified in accordance with Airbus

Industrie Service Bulletin A300–54–0080,

Revision 1, dated January 16, 1995: Prior to

the accumulation of 30,300 landings since

installation of the modification, or within

500 landings after the effective date of this

AD, whichever occurs later, perform an eddy

current inspection to detect cracks in the

lower spar axis of the pylons between ribs 6

and 7, in accordance with Airbus Industrie

Service Bulletin A300–54–0073, Revision 1,

dated March 28, 1994.

(1) If no crack is found, repeat the eddy

current inspection thereafter at intervals not

to exceed 21,300 landings.

(2) If any crack is found, prior to further

flight, repair in accordance with a method

approved by the Manager, Standardization

Branch, ANM–113.

(c) For Model A300 series airplanes

equipped with Pratt & Whitney JT9D–59A

engines, and having pylons that have not

been modified in accordance with Airbus

Industrie Service Bulletin A300–54–0080,

Revision 1, dated January 16, 1995: Prior to

the accumulation of 8,600 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 pylons

between ribs 6 and 7, in accordance with

Airbus Industrie Service Bulletin A300–54–

0073, Revision 1, dated March 28, 1994.

(1) If no crack is found, repeat the

inspection thereafter at intervals not to

exceed 5,700 landings.

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

35 mm, prior to further flight, stop-drill the

crack in accordance with the procedures

specified in Section 51–41–10 of the SRM.

Thereafter, prior to the accumulation of 250

landings after crack discovery, repair in

accordance with the service bulletin. Prior to

the accumulation of 14,200 landings after

accomplishing the repair, perform an eddy

current inspection to detect cracks at the

stiffener ends, ribs 6 and 7, at the edge of the

holes made during the repair and on the

fasteners located at the edge of the doubler,

in accordance with the service bulletin.

(i) If no crack is found, repeat the

inspection required by paragraph (c)(2) of

this AD thereafter at intervals not to exceed

12,800 landings.

(ii) If any crack is found, prior to further

flight, repair in accordance with a method

approved by the Manager, Standardization

Branch, ANM–113.

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

or equal to 35 mm, prior to further flight,

repair in accordance with a method approved

by the Manager, Standardization Branch,

ANM–113.

(d) For Model A300 series airplanes

equipped with Pratt & Whitney JT9D–59A

engines, and having pylons that have been

modified in accordance with Airbus

Industrie Service Bulletin A300–54–0080,

Revision 1, dated January 16, 1995: Prior to

the accumulation of 24,000 landings since

installation of the modification, or within

500 landings after the effective date of this

AD, whichever occurs later, perform an eddy

current inspection to detect cracks in the

lower spar axis of the pylons between ribs 6

and 7, in accordance with Airbus Industrie

Service Bulletin A300–54–0073, Revision 1,

dated March 28, 1994.

(1) If no crack is found, repeat the eddy

current inspection thereafter at intervals not

to exceed 18,200 landings.

(2) If any crack is found, prior to further

flight, repair in accordance with a method

approved by the Manager, Standardization

Branch, ANM–113.

(e) For Model A300–600 series airplanes

equipped with General Electric CF6–80C2

engines, and having pylons that have not

been modified in accordance with Airbus

Industrie Service Bulletin A300–54–6020,

dated February 22, 1994: Prior to the

accumulation of 9,400 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 pylons

between ribs 6 and 7, in accordance with

Airbus Industrie Service Bulletin A300–54–

6014, Revision 1, dated March 28, 1994.

(1) If no crack is found, repeat the

inspection thereafter at intervals not to

exceed 6,100 landings.

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

or equal to 35 mm, prior to further flight,

stop-drill the crack in accordance with the

procedures specified in Section 51–41–10 of

the SRM. Thereafter, prior to the

accumulation of 250 landings after crack

discovery, repair in accordance with the

service bulletin. Prior to the accumulation of

15,600 landings after accomplishing the

repair, perform an eddy current inspection to

detect cracks at the stiffener ends, ribs 6 and

7, at the edge of the holes made during the

repair and on the fasteners located at the

edge of the doubler, in accordance with the

service bulletin.

(i) If no crack is found, repeat the

inspection required by paragraph (e)(2) of

this AD thereafter at intervals not to exceed

13,600 landings.

(ii) If any crack is found, prior to further

flight, repair in accordance with a method

approved by the Manager, Standardization

Branch, ANM–113.

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

or equal to 35 mm, prior to further flight,

repair in accordance with a method approved

by the Manager, Standardization Branch,

ANM–113.

(f) For Model A300–600 series airplanes

equipped with General Electric CF6–80C2

engines, and having pylons that have been

modified in accordance with Airbus

Industrie Service Bulletin A300–54–6020,

dated February 22, 1994: Prior to the

accumulation of 26,400 landings since

installation of the modification, or within

500 landings after the effective date of this

AD, whichever occurs later, perform an eddy

current inspection to detect cracks in the

lower spar axis of the pylons between ribs 6

and 7, in accordance with Airbus Industrie

Service Bulletin A300–54–6014, Revision 1,

dated March 28, 1994.

(1) If no crack is found, repeat the eddy

current inspection thereafter at intervals not

to exceed 19,400 landings.

(2) If any crack is found, prior to further

flight, repair in accordance with a method

approved by the Manager, Standardization

Branch, ANM–113.

(g) For Model A300–600 series airplanes

equipped with Pratt & Whitney JT9D–7R4 or

PW 4000 engines, and having pylons that

have not been modified in accordance with

Airbus Industrie Service Bulletin A300–54–

6020, dated February 22, 1994: Prior to the

accumulation of 5,700 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 pylons

between ribs 6 and 7, in accordance with

Airbus Industrie Service Bulletin A300–54–

6014, Revision 1, dated March 28, 1994.

(1) If no crack is found, repeat the

inspection thereafter at intervals not to

exceed 4,400 landings.

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

35 mm, prior to further flight, stop-drill the

crack in accordance with the procedures

specified in Section 51–41–10 of the SRM.

Thereafter, prior to the accumulation of 250

landings after crack discovery, repair in

accordance with the service bulletin. Prior to

the accumulation of 10,100 landings after

accomplishing the repair, perform an eddy

current inspection to detect cracks at the

stiffener ends, ribs 6 and 7, at the edge of the

holes made during the repair and on the

fasteners located at the edge of the doubler,

in accordance with the service bulletin.

(i) If no crack is found, repeat the

inspection required by paragraph (g)(2) of

this AD thereafter at intervals not to exceed

10,000 landings.

(ii) If any crack is found, prior to further

flight, repair in accordance with a method

approved by the Manager, Standardization

Branch, ANM–113.

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

or equal to 35 mm, prior to further flight,

repair in accordance with a method approved

by the Manager, Standardization Branch,

ANM–113.

(h) For Model A300–600 series airplanes

equipped with Pratt & Whitney JT9D–7R4 or

PW 4000 engines, and having pylons that

have been modified in accordance with

Airbus Industrie Service Bulletin A300–54–

6020, dated February 22, 1994: Prior to the

accumulation of 17,000 landings since

installation of the modification, or within

500 landings after the effective date of this

AD, whichever occurs later, perform an eddy

current inspection to detect cracks in the

lower spar axis of the pylons between ribs 6

and 7, in accordance with Airbus Industrie

Service Bulletin A300–54–6014, Revision 1,

dated March 28, 1994.
26094 Federal Register / Vol. 61, No. 102 / Friday, May 24, 1996 / Rules and Regulations

(1) If no crack is found, repeat the eddy

current inspection thereafter at intervals not

to exceed 14,500 landings.

(2) If any crack is found, prior to further

flight, repair in accordance with a method

approved by the Manager, Standardization

Branch, ANM–113.

(i) For Model A310 series airplanes

equipped with General Electric CF6–80C2, or

Pratt & Whitney JT9D–7R4, or Pratt &

Whitney PW4000 engines: Prior to the

accumulation of 36,700 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 pylons

between ribs 6 and 7, in accordance with

Airbus Industrie Service Bulletin A310–54–

2017, Revision 1, dated March 28, 1994.

(1) If no crack is found, repeat the

inspection thereafter at intervals not to

exceed 15,000 landings.

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

35 mm, prior to further flight, stop-drill the

crack in accordance with the procedures

specified in Section 51–41–10 of the SRM.

Thereafter, prior to the accumulation of 250

landings after crack discovery, repair in

accordance with the service bulletin. Prior to

the accumulation of 40,000 landings after

accomplishing the repair, perform an eddy

current inspection to detect cracks at the

stiffener ends, ribs 6 and 7, at the edge of the

holes made during the repair and on the

fasteners located at the edge of the doubler,

in accordance with the service bulletin.

(i) If no crack is found, repeat the

inspection required by paragraph (i)(2) of this

AD thereafter at intervals not to exceed

33,000 landings.

(ii) If any crack is found, prior to further

flight, repair in accordance with a method

approved by the Manager, Standardization

Branch, ANM–113.

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

or equal to 35 mm, prior to further flight,

repair in accordance with a method approved

by the Manager, Standardization Branch,

ANM–113.

(j) For Model A310 series airplanes

equipped with General Electric CF6–80C2, or

Pratt & Whitney JT9D–7R4, or Pratt &

Whitney PW4000 engines: Accomplishment

of the modification specified in Airbus

Industrie Service Bulletin A310–54–2023,

dated October 15, 1993, constitutes

terminating action for the inspections

required by paragraph (i) of this AD.

(k) 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.

(l) 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.

(m) The actions shall be done in

accordance with the following Airbus

Industrie service bulletins, which contain the

specified effective pages:

Service bulletin referenced and date Page No. Revision level

shown on page

Date shown on

page

A300–54–0073, Revision 1, March 28, 1994 ............................................................ 1,5 ............................. 1 ....................... Mar. 28, 1994.

2–4, 6–36 .................. Original ............. Oct. 15, 1993.

A300–54–6014, Revision 1, March 28, 1994 ............................................................ 1–4, 13 ...................... 1 ....................... Mar. 28, 1994.

5–12, 14–44 .............. Original ............. Oct. 15, 1993.

A310–54–2017, Revision 1, March 28, 1994 ............................................................ 1, 5, ........................... 1 ....................... Mar. 28, 1994.

2–4, 6–48 .................. Original ............. Oct. 15, 1993.

A310–54–2023, October 15, 1993 ............................................................................. 1–38 .......................... Original ............. Oct. 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.

(n) This amendment becomes effective on

June 28, 1996.

Issued in Renton, Washington, on May 15,

1996.

S.R. Miller,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–12731 Filed 5–23–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 71

[Airspace Docket No. 95–ANE–60]

Amendment to Class D and Class E

Airspace; New England Region;

Correction

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule, correction.

SUMMARY: This action corrects an error

in the description of the Class E airspace

areas at Beverly, MA (BVY), contained

in final rule published in the Federal

Register on February 15, 1996 (61 FR

5935), Airspace Docket No. 95–ANE–60.

That final rule modified certain Class D

and Class E airspace areas in the New

England Region.

EFFECTIVE DATE: May 24, 1996.

FOR FURTHER INFORMATION CONTACT:

Raymond Duda, Operations Branch,

ANE–530.3, Federal Aviation

Administration, 12 New England

Executive Park, Burlington, MA 01803–

5299; telephone (617) 238–7533; fax

(617) 238–7596.

SUPPLEMENTARY INFORMATION:

History

Federal Register Document 96–3492,

Airspace Docket 95–ANE–60, published

on February 15, 1996, (61 FR 5935)

reduced the lateral limits of the Class D

airspace areas at Beverly, MA (BVY);

Bedford, MA (BED); Danbury, CT (DXR);

Norwood, MA (OWD); Lebanon, NH

(LEB); and Nashua, (ASH); and, as a

consequence to those changes, made the

necessary changes to the associated

Class E airspace areas at Beverly (BVY),

Lebanon (LEB), and Nashua (ASH). The

description of the Class E airspace area

at BVY, however, did not contain a

geographic position for the Topfield

non-directional beacon (NDB). This

action corrects that error by including in

the airspace description for the Class E

airspace area at BVY, the geographic

position of the Topfield NDB.

Correction to the Final Rule.

Accordingly, pursuant to the

authority delegated to me, the

description of class E airspace area at

Beverly, MA, as published in the

Federal Register on February 15, 1996

(61 FR 5935), Federal Register

Document 96–3492; page 5937, column

1), and the description in FAA Order

7400.9C, dated August 17, 1995, and

effective September 16, 1995, which is

incorporated by reference in 14 CFR

71.1, is corrected to read as follows:

§ 71.1 [Corrected]

Subpart E—Class E Airspace

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