[Federal Register Volume 61, Number 8 (Thursday, January 11, 1996)]
[Proposed Rules]
[Pages 1017-1024]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-395]



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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39

[Docket No. 95-NM-275-AD]


Airworthiness Directives; Airbus Model A310 Series Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This document proposes the adoption of a new airworthiness 
directive (AD) that is applicable to all Airbus Model A310 series 
airplanes. This proposal would require various inspections to detect 
fatigue cracks at certain locations on the fuselage, horizontal 
stabilizer, and wings and tail, and repair or modification, if 
necessary; and installation of doublers. This proposal is prompted by 
results of full-scale fatigue testing of a Model A310 series airplane, 
which revealed fatigue cracks at those locations. The actions specified 
by the proposed AD are intended to prevent reduced structural integrity 
of the fuselage, horizontal stabilizer, and wings.

DATES: Comments must be received by February 20, 1996.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-103, 
Attention: Rules Docket No. 95-NM-275-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. This information may be examined at the FAA, 
Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, 
Washington.

FOR FURTHER INFORMATION CONTACT: Philip Forde, Aerospace Engineer, 
Standardization Branch, ANM-113, FAA, Transport Airplane Directorate, 
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (206) 
227-2146; fax (206) 227-1149.

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 95-NM-275-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. 

[[Page 1018]]
95-NM-275-AD, 1601 Lind Avenue, SW., Renton, Washington 98055-4056.

Discussion

    The Direction Generale de l'Aviation Civile (DGAC), which is the 
airworthiness authority for France, has notified the FAA that an unsafe 
condition may exist on all Airbus Model A310 series airplanes. The DGAC 
advises that results of full-scale fatigue testing of an Airbus Model 
A310 series airplane have revealed fatigue cracks in various locations 
on the fuselage, horizontal stabilizer, and wings. Fatigue cracks in 
those locations, if not detected and corrected in a timely manner, 
could result in reduced structural integrity of the fuselage, 
horizontal stabilizer, and wings.

Explanation of Service Information

    Airbus has issued 16 service bulletins that describe procedures for 
various inspections to detect fatigue cracks at certain locations on 
the fuselage, horizontal stabilizer, and wings, and repair or 
modification, if necessary; and installation of doublers. Five of these 
service bulletins address fatigue cracking of the fuselage, and are 
described as follows:
    1. Airbus Service Bulletin A310-53-2014, Revision 5, dated June 9, 
1992, that describes procedures for an eddy current inspection to 
detect cracks in certain holes on the doublers at frame 40, and repair, 
reinspection, or installation of new doublers to reinforce the bottom 
joint angle fitting at frame 40.
    2. Airbus Service Bulletin A310-53-2016, Revision 5, dated December 
7, 1992, that describes procedures for defectoscope or rototest 
inspection to detect cracks in the holes aft of frame 47 at the level 
of stringer 43; repair, if necessary; and installation of new doublers 
for local reinforcement. The service bulletin also describes procedures 
for reducing the thickness of the outer lateral skin panel and the 
height of the vertical stiffeners. In addition, the service bulletin 
describes procedures for a defectoscope or rototest inspection to 
detect cracks in the holes and fillets forward of frame 54 between 
stringers 33 and 37; repair, if necessary; and installation of new 
structural doublers. The service bulletin also describes procedures for 
an X-ray inspection to detect cracks in the holes forward of frame 54, 
and installation of new doublers, spacers, and stringer splice, if 
necessary. Accomplishment of certain procedures described in this 
service bulletin will improve the distribution of stresses due to 
deformations that cause structural damage by reinforcing the areas 
described and by reducing certain thicknesses and lengths of lower skin 
lateral panel vertical stiffeners.
    3. Airbus Service Bulletin A310-53-2054, Revision 2, dated May 22, 
1990, that describes procedures for repetitive visual inspections to 
detect cracks on frame 46 between the left- and right-hand sides of 
stringers 21 and 22 on the forward and aft faces, and repair, if 
necessary. The actions described in this service bulletin are required 
currently by AD 91-13-01, amendment 39-7032 (56 FR 26602, June 10, 
1991). The FAA plans to rescind that AD once this proposed rule becomes 
effective.
    4. Airbus Service Bulletin A310-53-2057, Revision 1, dated April 
30, 1992, that describes procedures for repetitive visual inspections 
to detect cracks on stringer 25 at the T-section connecting frame 50A 
to the beam between the left- and right-hand sides of frames 50 and 51. 
For airplanes on which any crack is found during the inspection, the 
service bulletin specifies that Airbus Modification numbers 4853 and 
5273 (reference Airbus Service Bulletin A310-53-2011) must be 
accomplished. Accomplishment of these modifications terminates the 
repetitive inspections described previously.
    5. Airbus Service Bulletin A310-53-2059, dated October 4, 1991, 
that describes procedures for repetitive visual inspections to detect 
cracks in the lower milled side panel at the lap joint with the upper 
side panel on the left- and right-hand sides of stringer 22 at frame 
47, and repair, if necessary. Accomplishment of the repair described in 
this service bulletin or accomplishment of Airbus Modification number 
5997 (reference Airbus Service Bulletin A310-53-2058) constitutes 
terminating action for the repetitive inspections.
    Two of the Airbus service bulletins relate to fatigue cracking of 
the horizontal stabilizer, and are described as follows:
    6. Airbus Service Bulletin A310-55-2002, Revision 4, dated April 
28, 1989, that describes procedures for an eddy current inspection to 
detect cracks on the upper integral part adjacent to the rear attach 
fittings on the horizontal stabilizer, and modification of the 
horizontal stabilizer, if necessary. The modification involves 
reinforcing the horizontal stabilizer upper skin with a steel plate and 
installing modified joining parts.
    7. Airbus Service Bulletin A310-55-2004, Revision 2, dated February 
7, 1991, that describes procedures for repetitive high frequency eddy 
current rototest inspections to detect cracks in specified fastener 
holes in the top skin chordwise splice along the contour of the steel 
doubler between ribs 3 and 4 on the left- and right-hand center and 
side boxes on the horizontal stabilizer.
    Nine of the Airbus service bulletins deal with fatigue cracking in 
the wings and tail, and are described as follows:
    8. Airbus Service Bulletin A310-57-2002, Revision 1, dated July 2, 
1992, that describes procedures for repetitive detailed visual 
inspections to detect cracks in the external surface of the wing lower 
skin around the leading edge landing access panel holes. For certain 
airplanes, the service bulletin also describes procedures for an eddy 
current inspection around the affected bolt position to determine crack 
length and direction.
    9. Airbus Service Bulletin A310-57-2006, Revision 2, dated March 
28, 1995, that describes procedures for repetitive eddy current 
inspections to detect cracks in the holes around the overwing refueling 
aperture at ribs 13 and 14, and repair, if necessary.
    10. Airbus Service Bulletin A310-57-2032, Revision 2, dated April 
23, 1993, that describes procedures for repetitive detailed visual 
inspections to detect cracks around the bolts in the upper surface of 
the wing top skin of the front spar between ribs 7 and 28; and 
repetitive high frequency eddy current inspections, if necessary.
    11. Airbus Service Bulletin A310-57-2037, Revision 2, dated April 
23, 1993, that describes procedures for repetitive high frequency eddy 
current inspections to detect cracks around the attachment bolt heads 
for the shroud panel landing on the bottom skin aft of the rear spar 
forward of access door 575CB/675CB.
    12. Airbus Service Bulletin A310-57-2039, dated September 24, 1990, 
that describes procedures for repetitive visual or eddy current 
inspections to detect cracks on the left and right vertical posts, 
numbers 1 through 5, in the wing center box at frame 40/41; and 
accomplishment of the modification specified in Airbus Service Bulletin 
A310-57-2041, dated September 24, 1990, and subsequent reinspection, if 
necessary.
    13. Airbus Service Bulletin A310-57-2046, Revision 3, dated October 
17, 1995, including Appendix 1, that describes procedures for 
repetitive high frequency eddy current rototest inspections to detect 
cracks in certain bolt holes where the main landing gear forward pick-
up fittings are attached to the rear spar, and repair, if necessary. 
The actions described in this service bulletin are required currently 
by AD 91-06-18, amendment 39-6940 (56 FR 10796, March 14, 1991). The 
FAA plans 

[[Page 1019]]
to rescind AD 91-06-18 once the final rule for this proposed rule 
becomes effective.
    14. Airbus Service Bulletin A310-57-2047, dated February 26, 1991, 
that describes procedures for repetitive rotating probe inspections to 
detect cracks in the fastener holes on the left- and right-hand sides 
of the rear spar internal angle and tee fitting, and repair, if 
necessary.
    15. Airbus Service Bulletin A310-57-2050, dated April 23, 1990, 
that describes procedures for a visual or rototest inspection to detect 
cracks in the drain holes on the lower skin panel in the center wing 
box between frames 42 and 46, and repetitive inspections or repair, if 
necessary. (The service bulletin specifies that cold expansion of the 
holes, as described in Airbus Service Bulletin A310-57-2048, may be 
accomplished as terminating action for the repetitive inspections.)
    16. Airbus Service Bulletin A310-53-2074, Revision 1, dated 
February 20, 1995, which describes procedures for various types of 
repetitive inspections to detect cracks, corrosion, and other damage in 
three main areas of the airplane: the flange of the lower corner 
fitting and the edge of the outer skin (Area 1); the edges of the 
longeron, the skin strap, and the outer skin at the runout of the 
corner fitting above the last eight fasteners (Area 2); and the 
assembly of the lower corner fitting, the longeron, the skin strap and 
the skin (Area 3). The service bulletin also specifies procedures for 
accomplishing certain repairs, if necessary.
    The DGAC classified these service bulletins as mandatory and issued 
Airworthiness Directive 92-106-132(B)R3, dated June 7, 1995, in order 
to assure the continued airworthiness of these airplanes in France.
    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 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.

Explanation of the Provisions of the Proposed AD

    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 various inspections 
to detect fatigue cracks at certain locations on the fuselage, 
horizontal stabilizer, and wings and tail, and repair or modification, 
if necessary; and installation of doublers. Certain actions would be 
required to be accomplished in accordance with the service bulletins 
described previously.
    Operators should note that although the French AD specifies that 
the airplane may be operated for 500 landings prior to repair of any 
crack that extends rearward, paragraph (h)(2)(iii) of this proposed AD 
would require that such cracking be repaired prior to further flight. 
The FAA finds that a crack of any length that extends rearward is more 
critical than a crack that extends forward. (The French AD specifies 
that a crack that extends forward to the panel edge must be repaired 
prior to further flight.) The FAA bases its finding on the fact that 
cracks extending forward approach an access panel cutout, while cracks 
that extend rearward approach the front spar of the wing, where the 
fuel cell is located.
    Additionally, operators should note that paragraphs (l)(1) and 
(l)(2) of this proposed AD would require an eddy current inspection to 
detect cracking as small as 0.078 inch in the left and right vertical 
posts in the wing center box at frame 40/41, while the French AD allows 
a choice of inspection method (visual or eddy current). The FAA finds 
that there is little likelihood of detecting a crack of that size using 
a visual inspection technique. The FAA finds that accomplishment of the 
inspection using an eddy current inspection technique is more likely to 
ensure that cracking of this size is detected.
    Operators also should note that paragraph (p) of this proposed AD 
would require a rototest inspection to detect cracks as small as 0.0275 
inch in the drain holes on the lower skin panel in the center wing box 
between frames 42 and 46. However, the French AD allows operators to 
perform the inspection using either a visual or rototest inspection 
method. In this case, the FAA has determined that there is little 
probability of detecting a crack of that size using a visual inspection 
technique. The FAA finds that accomplishment of the inspection using a 
rototest inspection method is more likely to ensure that cracking of 
this size is detected.

Cost Estimate

    The FAA estimates that 29 airplanes of U.S. registry would be 
affected by this proposed AD. Approximate work hours to accomplish the 
proposed actions and costs for required parts are listed in the 
following table. The average labor rate is $60 per work hour.

----------------------------------------------------------------------------------------------------------------
                                                              Parts cost/     Cost/     No. of U.S.      No.    
           A310 service bulletin No.              Work hours    airplane     airplane    airplanes     modified 
----------------------------------------------------------------------------------------------------------------
53-2014........................................          78-     $12,121-      $16,801           7-            5
53-2016-.......................................         317-      14,282-       33,302          12-            5
53-2054-.......................................          11-         N/A-          660           8-            0
53-2057-.......................................          12-         N/A-          720          13-            0
53-2059-.......................................          13-         N/A-          780          17-            0
53-2074-.......................................         268-         N/A-       16,080          17-            0
55-2002-.......................................          715      34,100-       77,000           7-            6
55-2004-.......................................          16-         N/A-          960          11-            0
57-2002-.......................................           8-         N/A-          480           6-            0
57-2006-.......................................          52-         N/A-        3,120           2-            0
57-2032-.......................................           5-         N/A-          300           6-            0
57-2037-.......................................            2         N/A-          120           6-            0
57-2039-.......................................           3-         N/A-          180          15-            0
57-2046-.......................................         180-         N/A-       10,800          33-            0
57-2047-.......................................          82-         N/A-        4,920          24-            0
57-2050-.......................................          24-         N/A-        1,440          20-            0
----------------------------------------------------------------------------------------------------------------

 
[[Page 1020]]


    Based on these figures, the cost impact of the proposed AD on U.S. 
operators is estimated to be $1,885,671. However, the FAA has been 
advised that a certain number of U.S.-registered airplanes already have 
been modified in accordance with the proposed requirements of this AD. 
(The numbers of U.S.-registered airplanes that have already been 
modified are listed under the heading, ``Number Modified,'' in the 
table above.) Therefore, the future economic cost impact of this rule 
on U.S. operators is now only $1,173,156.
    The FAA recognizes that the obligation to maintain aircraft in an 
airworthy condition is vital, but sometimes expensive. Because AD's 
require specific actions to address specific unsafe conditions, they 
appear to impose costs that would not otherwise be borne by operators. 
However, because of the general obligation of operators to maintain 
aircraft in an airworthy condition, this appearance is deceptive. 
Attributing those costs solely to the issuance of this AD is 
unrealistic because, in the interest of maintaining safe aircraft, 
prudent operators would accomplish the required actions even if they 
were not required to do so by the AD.
    A full cost-benefit analysis has not been accomplished for this 
proposed AD. As a matter of law, in order to be airworthy, an aircraft 
must conform to its type design and be in a condition for safe 
operation. The type design is approved only after the FAA makes a 
determination that it complies with all applicable airworthiness 
requirements. In adopting and maintaining those requirements, the FAA 
has already made the determination that they establish a level of 
safety that is cost-beneficial. When the FAA, as in this proposed AD, 
makes a finding of an unsafe condition, this means that the original 
cost-beneficial level of safety is no longer being achieved and that 
the proposed actions are necessary to restore that level of safety. 
Because this level of safety has already been determined to be cost-
beneficial, a full cost-benefit analysis for this proposed AD would be 
redundant and unnecessary.

Regulatory Impact

    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 14 
CFR part 39 of the Federal Aviation Regulations as follows:

PART 39--AIRWORTHINESS DIRECTIVES

    1. The authority citation for part 39 continues to read as follows:

    Authority: 49 USC 106(g), 40101, 40113, 44701.


Sec. 39.13  [Amended]

    2. Section 39.13 is amended by adding the following new 
airworthiness directive:

Airbus Industrie: Docket 95-NM-275-AD.

    Applicability: All Model A310 series airplanes, certificated in 
any category.

    Note 1: This AD applies to each airplane identified in the 
preceding applicability provision, regardless of whether it has been 
otherwise 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 (r) of this AD 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 fuselage, 
horizontal stabilizer, and wings, accomplish the following:
    (a) For airplanes listed in Airbus Service Bulletin A310-53-
2014, Revision 5, dated June 9, 1992: Within 36 months after the 
effective date of this AD, perform an eddy current inspection to 
detect cracks in holes K, M, N, O, P, Q, and R on the doublers at 
frame 40 in accordance with Airbus Service Bulletin A310-53-2014, 
Revision 5, dated June 9, 1992.
    (1) If no crack is found in any doubler, prior to further 
flight, install new doublers in accordance with the service 
bulletin.
    (2) If any crack is found in any doubler, prior to further 
flight, inspect to detect cracks in holes M, N, O, P, Q, R, and K in 
the fuselage or wing lower surface panel using a rotative probe, in 
accordance with the service bulletin.
    (i) If no crack is found in a hole or on the lower surface panel 
of the wing, prior to further flight, install new doublers in 
accordance with the service bulletin.
    (ii) If any crack is found in a hole or on the lower surface 
panel of the wing, prior to further flight, repair and reinspect 
using a rototest or defectoscope rotative probe in accordance with 
the service bulletin.
    (A) If any crack is found during the reinspection, prior to 
further flight, repair in accordance with a method approved by the 
Manager, Standardization Branch, ANM-113, FAA, Transport Airplane 
Directorate.
    (B) If no crack is found during the reinspection, prior to 
further flight, install new doublers in accordance with the service 
bulletin.
    (b) For airplanes listed in Airbus Service Bulletin A310-53-
2016, Revision 5, dated December 7, 1992: Prior to the accumulation 
of 12,000 total landings, or within 1,000 landings after the 
effective date of this AD, whichever occurs later, accomplish the 
requirements of paragraphs (b)(1), (b)(2), (b)(3), and (b)(4) of 
this AD in accordance with Airbus Service Bulletin A310-53-2016, 
Revision 5, dated December 7, 1992.
    (1) Perform a defectoscope or rototest inspection to detect 
cracks in the holes aft of frame 47 at the level of stringer 43, in 
accordance with paragraph 2.B.(1) of the Accomplishment Instructions 
of Airbus Service Bulletin A310-53-2016, Revision 5, dated December 
7, 1992.
    (i) If no crack is found, prior to further flight, install new 
doublers for local reinforcement, in accordance with the service 
bulletin.
    (ii) If any crack is found that is less than or equal to 0.2 mm 
(0.007 inch), prior to further flight, repair the cracked hole and 
install new doublers for local reinforcement, in accordance with the 
service bulletin.
    (iii) If any crack is found that is greater than 0.2 mm (0.007 
inch), but less than 0.4 mm (0.015 inch), prior to further flight, 
repair the cracked hole and install new doublers for local 
reinforcement, in accordance with the service bulletin.
    (iv) If any crack is found that is equal to or greater than 0.4 
mm (0.015 inch), prior to further flight, repair in accordance with 
a method approved by the Manager, Standardization Branch, ANM-113. 

[[Page 1021]]

    (2) Reduce the thickness of the outer lateral skin panel and the 
height of the vertical stiffeners in accordance with paragraph 
2.B.(3) of the Accomplishment Instructions of the service bulletin.
    (3) Perform a defectoscope or rototest inspection to detect 
cracks in the holes and fillets forward of frame 54 between 
stringers 33 and 37, in accordance with paragraph 2.B.(4) of the 
service bulletin.
    (i) If no crack is found, prior to further flight, install new 
doublers for local reinforcement, in accordance with the service 
bulletin.
    (ii) If any crack is found that is less than or equal to 0.2 mm 
(0.007 inch), prior to further flight, repair the cracked hole and 
install new doublers for local reinforcement, in accordance with the 
service bulletin.
    (iii) If any crack is found that is greater than 0.2 mm (0.007 
inch), but less than 0.4 mm (0.015 inch), prior to further flight, 
repair the cracked hole and install new doublers for local 
reinforcement, in accordance with the service bulletin.
    (iv) If any crack is found that is equal to or greater than 0.4 
mm (0.015 inch), prior to further flight, repair in accordance with 
a method approved by the Manager, Standardization Branch, ANM-113.
    (4) Perform an X-ray inspection to detect cracks in the holes 
forward of frame 54, in accordance with paragraph 2.B.(4) of the 
service bulletin.
    (i) If no crack is found, prior to further flight, install new 
doublers, spacers, and stringer splice in accordance with the 
service bulletin.
    (ii) 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 airplanes listed in Airbus Service Bulletin A310-53-
2054, Revision 2, dated May 22, 1990: Prior to the accumulation of 
12,000 total landings, or within 1,000 landings after the effective 
date of this AD, whichever occurs later, perform a visual inspection 
to detect cracks on frame 46 between the left- and right-hand sides 
of stringers 21 and 22 on the forward and aft faces in accordance 
with Airbus Service Bulletin A310-53-2054, Revision 2, dated May 22, 
1990.
    (1) If any crack is found, prior to further flight, repair in 
accordance with the service bulletin. Accomplishment of the repair 
terminates the inspection requirements of paragraph (c) of this AD.
    (2) If no crack is found, repeat the inspection required by 
paragraph (c) of this AD thereafter at intervals not to exceed 3,000 
landings.
    (3) Modification of the reinforcement angle runout in accordance 
with Airbus Service Bulletin A310-53-2019, Revision 2, dated May 22, 
1990, constitutes terminating action for the repetitive inspections 
required by paragraph (c)(2) of this AD.
    (4) Accomplishment of paragraph (c) of this AD terminates the 
requirements of AD 91-13-01, amendment 39-7032.
    (d) For airplanes listed in Airbus Service Bulletin A310-53-
2057, Revision 1, dated April 30, 1992: Perform a visual inspection 
to detect cracks at the T-section connecting frame 50A to the beam 
between the left- and right-hand sides of frames 50 and 51, in 
accordance with Airbus Service Bulletin A310-53-2057, Revision 1, 
dated April 30, 1992. Perform the inspection at the time specified 
in paragraph (d)(1) or (d)(2) of this AD, as applicable. If any 
crack is found, prior to further flight, accomplish Airbus 
Modification No. 4853 and No. 5273 in accordance with Airbus Service 
Bulletin A310-53-2057, Revision 1, dated April 30, 1992. 
Accomplishment of these modifications terminates the requirements of 
this paragraph.
    (1) For airplane having manufacturer's serial number (MSN) 191: 
Prior to the accumulation of 24,000 total landings, or within 1,000 
landings after the effective date of this AD, whichever occur later; 
and thereafter at intervals not to exceed 6,000 landings.
    (2) For airplanes other than the airplane identified in 
paragraph (d)(1) of this AD: Prior to the accumulation of 12,000 
total landings, or within 1,000 landings after the effective date of 
this AD, whichever occurs later; and thereafter at intervals not to 
exceed 6,000 landings.
    (e) For airplanes listed in Airbus Service Bulletin A310-53-
2059, dated October 4, 1991: Prior to the accumulation of 18,000 
total landings, or within 1,000 landings after the effective date of 
this AD, whichever occurs later, perform a visual inspection to 
detect cracks in the lower milled side panel at the lap joint with 
the upper side panel on the left- and right-hand sides of stringer 
22 at frame 47 in accordance with Airbus Service Bulletin A310-53-
2059, dated October 4, 1991.
    (1) If no crack is found, repeat the inspection required by 
paragraph (d) of this AD thereafter at intervals not to exceed 9,000 
landings.
    (2) If any crack is found that is less than or equal to 15 mm 
(0.591 inch), accomplish either paragraph (e)(2)(i) or (e)(2)(ii) of 
this AD.
    (i) Perform the repetitive inspections required by paragraph 
(e)(1) of this AD at intervals not to exceed 4,000 landings. Or
    (ii) Prior to further flight, repair in accordance with the 
service bulletin. No further action is required by paragraph (e) of 
this AD.
    (3) If any crack is found that is greater than 15 mm (0.591 
inch), but less than or equal to 20 mm (0.790 inch), accomplish 
either paragraph (e)(3)(i) or (e)(3)(ii) of this AD.
    (i) Perform the repetitive inspections required by paragraph 
(e)(1) of this AD at intervals not to exceed 2,000 landings. Or
    (ii) Prior to further flight, repair in accordance with the 
service bulletin. No further action is required by paragraph (e) of 
this AD.
    (4) If any crack is found that is greater than 20 mm (0.790 
inch), but less than or equal to 50 mm (1.968 inch), prior to 
further flight, repair in accordance with the service bulletin. No 
further action is required by paragraph (e) of this AD.
    (5) If any crack is found that is greater than 50 mm (1.968 
inch), prior to further flight, repair in accordance with a method 
approved by the Manager, Standardization Branch, ANM-113. No further 
action is required by paragraph (e) of this AD.
    (6) Accomplishment of Modification 5997 in accordance with 
Airbus Service Bulletin A310-53-2058, Revision 1, dated December 6, 
1990, constitutes terminating action for the repetitive inspections 
required by paragraph (e)(1) of this AD.
    (f) For airplanes listed in Airbus Service Bulletin A310-55-
2002, Revision 4, dated April 28, 1989: Prior to the accumulation of 
12,000 total landings, or within 1,000 landings after the effective 
date of this AD, whichever occurs later, perform an eddy current 
inspection to detect cracks on the upper integral part adjacent to 
the rear attach fittings on the horizontal stabilizer, in accordance 
with Airbus Service Bulletin A310-55-2002, Revision 4, dated April 
28, 1989.
    (1) If no crack is found, prior to further flight, modify the 
horizontal stabilizer in accordance with the service bulletin.
    (2) If any crack is found, prior to further flight, accomplish 
paragraph (f)(2)(i) or (f)(2)(ii) of this AD, as applicable.
    (i) If the total length of the crack is less than 30 mm (1.181 
inch), and if the length of the part of the crack from the center of 
the fastener hole toward the rear edge of the skin plate is less 
than 10 mm (0.394 inch): Modify the horizontal stabilizer in 
accordance with the service bulletin.
    (ii) If the total length of the crack is greater than or equal 
to 30 mm (1.181 inch), and if the length of the part of the crack 
from the center of the fastener hole toward the rear edge of the 
skin plate is greater than or equal to 10 mm (0.394 inch): Repair in 
accordance with a method approved by the Manager, Standardization 
Branch, ANM-113.
    (g) For airplanes listed in Airbus Service Bulletin A310-55-
2004, Revision 2, dated February 7, 1991: Perform a high frequency 
eddy current rototest inspection to detect cracks in specified 
fastener holes in the top skin chordwise splice along the contour of 
the steel doubler between ribs 3 and 4 on the left- and right-hand 
center and side boxes on the horizontal stabilizer in accordance 
with Airbus Service Bulletin A310-55-2004, Revision 2, dated 
February 7, 1991, in accordance with the times specified in 
paragraphs (g)(1), (g)(2), or (g)(3) of this AD, as applicable. If 
any crack is found during any inspection required by this paragraph, 
prior to further flight, repair in accordance with a method approved 
by the Manager, Standardization Branch, ANM-113.
    (1) For airplanes on which Airbus Modification A310-4933 (Airbus 
Service Bulletin A310-55-2002) was accomplished prior to the 
accumulation of 6,000 total landings on the airplane: Prior to the 
accumulation of 18,000 total landings, or within 1,000 landings 
after the effective date of this AD, whichever occurs later; and 
thereafter at intervals not to exceed 12,000 landings.
    (2) For airplanes on which Airbus Modification A310-4933 (Airbus 
Service Bulletin A310-55-2002) was accomplished after the 
accumulation of 6,000 total landings, but prior to the accumulation 
of 12,000 total landings on the airplane: Prior to the accumulation 
of 12,000 total landings, or 

[[Page 1022]]
within 1,000 landings after the effective date of this AD, whichever 
occurs later; and thereafter at intervals not to exceed 12,000 
landings.
    (3) For airplanes having manufacturer's serial numbers (MSN) 311 
through 414 inclusive on which Airbus Modification A310-4933 was 
accomplished during production: Prior to the accumulation of 18,000 
total landings, or within 1,000 landings after the effective date of 
this AD, whichever occurs later; and thereafter at intervals not to 
exceed 12,000 landings.
    (h) For airplanes listed in Airbus Service Bulletin A310-57-
2002, Revision 1, dated July 2, 1992: Prior to the accumulation of 
12,000 total landings, or within 1,000 landings after the effective 
date of this AD, whichever occurs later, perform a detailed visual 
inspection to detect cracks in the external surface of the wing 
lower skin around the leading edge landing access panel holes, in 
accordance with Airbus Service Bulletin A310-57-2002, Revision 1, 
dated July 2, 1992.
    (1) If no crack is found, repeat this inspection thereafter at 
intervals not to exceed 3,000 landings.
    (2) If any crack is found, accomplish paragraphs (h)(2)(i), 
(h)(2)(ii), and (h)(2)(iii) of this AD at the times specified in 
those paragraphs.
    (i) If the crack extends from a bolt hole toward the skin edge 
in a forward direction: Repeat the inspection required by paragraph 
(h) of this AD thereafter at intervals not to exceed 500 landings.
    (ii) If the crack extends in a forward direction and reaches the 
skin edge: Prior to further flight, repair in accordance with a 
method approved by the Manager, Standardization Branch, ANM-113.
    (iii) If the crack extends in a rearward direction: Prior to 
further flight, accomplish paragraphs (h)(2)(iii)(A) and 
(h)(2)(iii)(B) of this AD.
    (A) Perform a high frequency eddy current inspection around the 
affected bolt position to determine crack length and direction, in 
accordance with the service bulletin. And
    (B) Repair in accordance with a method approved by the Manager, 
Standardization Branch, ANM-113.
    (iv) Accomplishment of Airbus Modification 5101 (Airbus Service 
Bulletin A310-57-2003) terminates the requirements of paragraph (h) 
of this AD.
    (i) For airplanes listed in Airbus Service Bulletin A310-57-
2006, Revision 2, dated March 28, 1995: Prior to the accumulation of 
6,000 total landings, or within 1,000 landings after the effective 
date of this AD, whichever occurs later; and thereafter at intervals 
not to exceed 3,000 landings; perform an eddy current inspection to 
detect cracks in the holes around the overwing refueling aperture at 
ribs 13-14, in accordance with Airbus Service Bulletin A310-57-2006, 
Revision 2, dated March 28, 1995.
    (1) If any crack is found that is confined to the inside edge of 
the bolt hole (extending from the bolt hole toward the cap 
aperture): Prior to the accumulation of 250 additional landings 
after finding the crack, accomplish the requirements of paragraphs 
(i)(1)(i) and (i)(1)(ii) of this AD.
    (i) Perform a non-destructive testing (NDT) inspection to ensure 
that cracking has not initiated from the other side of the bolt 
holes extending away from the direction of the aperture, in 
accordance with the service bulletin. If any such crack has 
initiated, prior to further flight, repair in accordance with 
paragraph (i)(2) of this AD.
    (ii) Accomplish Airbus Modification 5891H5128 (reference Airbus 
Service Bulletin A310-57-2020) in accordance with Airbus Service 
Bulletin A310-57-2006, Revision 2, dated March 28, 1995.
    (2) If any crack is found in a bolt hole, and that crack extends 
away from the direction of the aperture: Prior to further flight, 
accomplish paragraph (i)(2)(i) or (i)(2)(ii) of this AD, as 
applicable.
    (i) If the crack extends 1 mm (0.04 inch) or less into the 
material beyond the bolt hole, blend in accordance with the service 
bulletin.
    (A) If the crack can still be detected following initial 
blending, prior to further flight, repair in accordance with a 
method approved by the Manager, Standardization Branch, ANM-113.
    (B) If the crack is completely removed following initial 
blending, prior to further flight, accomplish Airbus Modification 
5891H5128 (reference Airbus Service Bulletin A310-57-2020) in 
accordance with Airbus Service Bulletin A310-57-2006, Revision 2, 
dated March 28, 1995.
    (ii) If the crack extends more than 1 mm (0.04 inch) into the 
material beyond the bolt hole, prior to further flight, repair in 
accordance with a method approved by the Manager, Standardization 
Branch, ANM-113.
    (j) For airplanes listed in Airbus Service Bulletin A310-57-
2032, Revision 2, dated April 23, 1993: Prior to the accumulation of 
12,000 total landings, or within 1,000 landings after the effective 
date of this AD, whichever occurs later, perform a detailed visual 
inspection to detect cracks around the bolts in the wing top skin 
upper surface of the front spar between rib 7 and rib 28, in 
accordance with Airbus Service Bulletin A310-57-2032, Revision 2, 
dated April 23, 1993.
    (1) If no crack is found, repeat this inspection thereafter at 
intervals not to exceed 4,500 landings.
    (2) If any crack is found: Accomplish paragraph (j)(2)(i), 
(j)(2)(ii), or (j)(2)(iii) of this AD, as applicable, at the times 
specified in those paragraphs.
    (i) If the crack extends from a bolt hole toward the skin edge 
in a forward direction: Within 250 landings after finding the crack, 
perform a high frequency eddy current inspection to detect cracks, 
in accordance with the service bulletin; and repeat that inspection 
thereafter at intervals not to exceed 250 landings.
    (ii) If the crack extends in a forward direction and reaches the 
skin edge: Within 250 landings after finding the crack, repair in 
accordance with a method approved by the Manager, Standardization 
Branch, ANM-113.
    (iii) If the crack extends in a rearward direction: Prior to 
further flight, perform a high frequency eddy current inspection to 
determine the length of the crack, in accordance with the service 
bulletin.
    (A) If the crack measures 10 mm (0.394 inch) or less in length, 
within 50 landings after finding the crack, repeat the high 
frequency eddy current inspection required by paragraph (j)(2)(iii) 
of this AD. Repeat that eddy current inspection thereafter at 
intervals not to exceed 50 landings. Prior to the accumulation of 
250 landings, repair in accordance with a method approved by the 
Manager, Standardization Branch, ANM-113.
    (B) If the crack measures more than 10 mm (0.394 inch) in 
length, prior to further flight, repair in accordance with a method 
approved by the Manager, Standardization Branch, ANM-113.
    (iv) Accomplishment of Airbus Modification 5026H0878 (Airbus 
Service Bulletin A310-57-2005) terminates the requirements of 
paragraph (j) of this AD.
    (k) For airplanes listed in Airbus Service Bulletin A310-57-
2037, Revision 2, dated April 23, 1993: Prior to the accumulation of 
12,000 total landings, or within 1,000 landings after the effective 
date of this AD, whichever occurs later, perform a high frequency 
eddy current inspection to detect cracks around the attachment bolt 
heads for the shroud panel landing on the bottom skin aft of the 
rear spar, forward of access door 575CB/675CB, in accordance with 
Airbus Service Bulletin A310-57-2037, Revision 2, dated April 23, 
1993.
    (1) If no crack is found, repeat this inspection thereafter at 
intervals not to exceed 3,000 landings.
    (2) If any crack is found that extends from a bolt hole toward 
the skin edge in a rearward direction: Within 250 landings after 
finding the crack, repeat the inspection required by paragraph (k) 
of this AD. Repeat that inspection thereafter at intervals not to 
exceed 250 landings.
    (3) If any crack is found that extends in a rearward direction 
and reaches the skin edge: Within 250 landings after finding the 
crack, repair in accordance with a method approved by the Manager, 
Standardization Branch, ANM-113.
    (4) If any crack is found that extends in a forward direction 
toward the rear spar, prior to further flight, perform a high 
frequency eddy current inspection to determine the length of the 
crack, in accordance with the service bulletin.
    (i) If the crack measures 10 mm (0.394 inch) or less in length, 
within 50 landings after finding the crack, repeat the high 
frequency eddy current inspection required by paragraph (k)(3) of 
this AD. Repeat that eddy current inspection thereafter at intervals 
not to exceed 50 landings. Prior to the accumulation of 250 
landings, repair in accordance with a method approved by the 
Manager, Standardization Branch, ANM-113.
    (ii) If the crack measures more than 10 mm (0.394 inch) in 
length, prior to further flight, repair in accordance with a method 
approved by the Manager, Standardization Branch, ANM-113.
    (l) For airplanes listed in Airbus Service Bulletin A310-57-
2039, dated September 24, 1990: Accomplish paragraph (l)(1) or 
(l)(2) of this AD, as applicable, in accordance with Airbus Service 
Bulletin A310-57-2039, dated September 24, 1990.
    (l) For airplanes on which Airbus Modification 7541/S7973 
(reference Airbus 

[[Page 1023]]
Service Bulletin A310-57-2041) has not been accomplished: Prior to the 
accumulation of 21,000 total landings, or within 1,000 landings 
after the effective date of this AD, whichever occurs later, perform 
an eddy current inspection to detect cracks on the left and right 
vertical posts, numbers 1 through 5 inclusive, in the wing center 
box at frame 40/41, in accordance with the service bulletin.
    (i) If no crack is found, repeat the inspection thereafter at 
intervals not to exceed 7,500 landings.
    (ii) If any crack is found that is 2 mm (0.078 inch) or less in 
length, prior to further flight, accomplish the modification 
specified in Airbus Service Bulletin A310-57-2041, dated September 
24, 1990, in accordance with Airbus Service Bulletin A310-57-2039, 
dated September 24, 1990; and perform the repetitive inspections 
required by paragraph (l)(1)(i) of this AD.
    (iii) If any crack is found that is more than 2 mm (0.078 inch) 
in length, prior to further flight, repair in accordance with a 
method approved by the Manager, Standardization Branch, ANM-113.
    (2) For airplanes on which Airbus Modification 7541/S7973 
(reference Airbus Service Bulletin A310-57-2041) has been 
accomplished: Perform an eddy current inspection to detect cracks on 
the left and right vertical posts, numbers 1 through 5 inclusive, in 
the wing center box at frame 40/41, in accordance with Airbus 
Service Bulletin A310-57-2039, dated September 24, 1990, at the 
times specified in the graph contained in NOTE 1 of paragraph 
1.A.(2) of that service bulletin, or within 1,000 landings after the 
effective date of this AD, whichever occurs later.
    (i) If no crack is found, repeat the inspection thereafter at 
intervals not to exceed 8,600 landings.
    (ii) If any crack is found that is 2 mm (0.078 inch) or less in 
length, prior to further flight, accomplish the modification 
specified in Airbus Service Bulletin A310-57-2041, dated September 
24, 1990, in accordance with Airbus Service Bulletin A310-57-2039, 
dated September 24, 1990; and perform the repetitive inspections 
required by paragraph (l)(2)(i) of this AD.
    (iii) If any crack is found that is more than 2 mm (0.078 inch) 
in length, prior to further flight, repair in accordance with a 
method approved by the Manager, Standardization Branch, ANM-113.
    (m) For Model A310-200 series airplanes on which Airbus 
Modification 7925H1113 has not been accomplished: Prior to the 
accumulation of 12,000 landings, or within 1,000 landings after the 
effective date of this AD, whichever occurs later, perform a high 
frequency eddy current rototest inspection to detect cracks in 
certain bolt holes where the main landing gear forward pick-up 
fitting is attached to the rear spar, in accordance with Airbus 
Service Bulletin A310-57-2046, Revision 3, dated October 17, 1995, 
including Appendix 1. Accomplishment of paragraph (m) of this AD 
terminates the requirements of AD 91-06-18, amendment 39-6940.
    (1) If no crack is found, accomplish either paragraph (m)(1)(i) 
or (m)(1)(ii) of this AD in accordance with the service bulletin at 
the time specified in that paragraph.
    (i) Repeat the inspection of the bolt/stud holes only thereafter 
at intervals not to exceed 5,000 landings. Or
    (ii) Within 18,000 landings after accomplishing the inspection 
required by paragraph (m) of this AD, reinspect and cold-expand the 
bolt/stud holes, and accomplish Airbus Modification 7925H1113. 
Thereafter, repeat the inspection at intervals not to exceed 12,000 
landings.

    Note 2: Airbus Service Bulletin A310-57-2046, Revision 3, dated 
October 17, 1995, including Appendix 1, references Airbus Service 
Bulletin A310-57-2049 or Repair Instruction R571-49305 for 
additional information concerning accomplishment of Airbus 
Modification 7925H1113.

    (2) If any crack is found, prior to further flight, repair in 
accordance with a method approved by the Manager, Standardization 
Branch, ANM-113.
    (n) For Model A310-300 series airplanes on which Airbus 
Modification 7925H1113 has not been accomplished: Prior to the 
accumulation of 9,000 landings, or within 1,000 landings after the 
effective date of this AD, whichever occurs later, perform a high 
frequency eddy current rototest inspection to detect cracks in 
certain bolt holes where the main landing gear forward pick-up 
fitting is attached to the rear spar, in accordance with Airbus 
Service Bulletin A310-57-2046, Revision 3, dated October 17, 1995, 
including Appendix 1. Accomplishment of paragraph (n) of this AD 
terminates the requirements of AD 91-06-18, amendment 39-6940.
    (1) If no crack is found, accomplish either paragraph (n)(1)(i) 
or (n)(1)(ii) of this AD in accordance with the service bulletin at 
the time specified in that paragraph.
    (i) Repeat the inspection of the bolt/stud holes only thereafter 
at intervals not to exceed 4,300 landings. Or
    (ii) Within 15,000 landings after accomplishing the inspection 
required by paragraph (n) of this AD, reinspect and cold-expand the 
bolt/stud holes, and accomplish Airbus Modification 7925H1113. 
Thereafter, repeat the inspection at intervals not to exceed 9,500 
landings.

    Note 3: Airbus Service Bulletin A310-57-2046, Revision 3, dated 
October 17, 1995, including Appendix 1, references Airbus Service 
Bulletin A310-57-2049 or Repair Instruction R571-49305 for 
additional information concerning accomplishment of Airbus 
Modification 7925H1113.

    (2) If any crack is found, prior to further flight, repair in 
accordance with a method approved by the Manager, Standardization 
Branch, ANM-113.
    (o) For airplanes listed in Airbus Service Bulletin A310-57-
2047, dated February 26, 1991: Perform a rotating probe inspection 
to detect cracks in the fastener holes on the left- and right-hand 
sides of the rear spar internal angle and tee fitting, in accordance 
with Airbus Service Bulletin A310-57-2047, dated February 26, 1991, 
at the time specified in NOTE 2 of paragraph 1.A.(2) of the service 
bulletin, or within 1,000 landings after the effective date of this 
AD, whichever occurs later.
    (1) If no crack is found, repeat this inspection thereafter at 
the intervals specified in NOTE 2 of paragraph 1.A.(2) of the 
service bulletin.
    (2) If any crack is found and a repair for a crack of that 
length is specified in the service bulletin, prior to further 
flight, repair in accordance with the service bulletin.
    (3) If any crack is found, and no repair for a crack of that 
length is specified in the service bulletin, or if the crack is of a 
length for which the service bulletin specifies that the operator 
should contact Airbus before the next flight: Prior to further 
flight, repair in accordance with a method approved by the Manager, 
Standardization Branch, ANM-113. Where differences between the 
service bulletin and this AD exist, the AD prevails.
    (p) For airplanes listed in Airbus Service Bulletin A310-57-
2050, dated April 23, 1990: Perform a rototest inspection to detect 
cracks in the drain holes on the lower skin panel in the center wing 
box between frames 42 and 46, in accordance with Airbus Service 
Bulletin A310-57-2050, dated April 23, 1990, at the time specified 
in NOTE 1 of paragraph 1.A.(2) of the service bulletin, or within 
1,000 landings after the effective date of this AD, whichever occurs 
later.
    (1) If no crack is found, repeat this inspection thereafter at 
intervals not to exceed those specified in NOTE 1 of paragraph 
1.A.(2) of the service bulletin, as applicable.
    (2) If any crack is found and a repair for a crack of that 
length and type is specified in the service bulletin, prior to 
further flight, repair in accordance with the service bulletin.
    (3) If any crack is found, and no repair for a crack of that 
length and type is specified in the service bulletin, or if the 
service bulletin specifies that the operator should contact Airbus 
before the next flight, prior to further flight, repair in 
accordance with a method approved by the Manager, Standardization 
Branch, ANM-113. Where differences between the service bulletin and 
this AD exist, the AD prevails.
    (4) Accomplishment of cold expansion of the drain holes, in 
accordance with the procedures described in Airbus Service Bulletin 
A310-57-2048, dated April 23, 1990, as revised by Change Notice 
O.A., dated June 29, 1990, and Change Notice O.C., dated May 31, 
1991, constitutes terminating action for the repetitive inspections 
required by paragraph (o)(1) of this AD.
    (q) For airplanes listed in Airbus Service Bulletin A310-53-
2074, Revision 1, dated February 20, 1995: Accomplish the 
requirements of paragraphs (q)(1), (q)(2), (q)(3), and (q)(4) of 
this AD in accordance with Airbus Service Bulletin A310-57-2074, 
Revision 1, dated February 20, 1995. Accomplish these requirements 
at the time specified in Table 2 of paragraph 1.C.(4) of the service 
bulletin, or within 1,000 landings after the effective date of this 
AD, whichever occurs later.
    (1) Perform a visual inspection to detect damaged sealant 
between frames 87 and 89 and between stringers 24 and 27 (left- and 
right-hand). If any damaged sealant is found, prior to further 
flight, repair in accordance with the service bulletin.
    (2) Perform a visual inspection to detect cracks and corrosion 
in the lower horizontal 

[[Page 1024]]
stabilizer cutout longeron, the corner fitting, the skin strap, and the 
outer skin between frames 87 and 89 and between stringers 24 and 27 
(left- and right-hand).
    (i) If no crack or corrosion is found, repeat the visual 
inspection thereafter at intervals not to exceed those specified in 
Table 2 of paragraph 1.C.(4) of the service bulletin, as applicable.
    (ii) If any corrosion is found, prior to further flight, treat 
the affected area in accordance with the service bulletin.
    (iii) If any crack is found, prior to further flight, repair in 
accordance with a method approved by the Manager, Standardization 
Branch, ANM-113.
    (3) Perform an eddy current inspection to detect cracks in the 
flanges of the lower corner fitting and the edges of the outer skin 
(left- and right-hand).
    (i) If no crack is found, repeat the eddy current inspection 
thereafter at intervals not to exceed those specified in Table 2 of 
paragraph 1.C.(4) of the service bulletin, as applicable.
    (ii) If any crack is found and a repair for a crack of that 
length or type is specified in the service bulletin, prior to 
further flight, repair in accordance with the service bulletin.
    (iii) If any crack is found, and no repair for a crack of that 
length or type is specified in the service bulletin, or if the crack 
is of a length or type for which the service bulletin specifies that 
the operator should contact Airbus before the next flight, prior to 
further flight, repair in accordance with a method approved by the 
Manager, Standardization Branch, ANM-113. Where differences between 
the service bulletin and this AD exist, the AD prevails.
    (4) Perform an eddy current inspection to detect cracks in the 
edges of the longeron, the skin strap, and the outer skin at the 
runout of the corner fitting above the last eight fasteners (left- 
and right-hand).
    (i) If no crack is found, repeat the eddy current inspection 
thereafter at intervals not to exceed those specified in Table 2 of 
paragraph 1.C.(4) of the service bulletin, as applicable.
    (ii) If any crack is found, prior to further flight, repair in 
accordance with a method approved by the Manager, Standardization 
Branch, ANM-113.
    (5) Remove the fasteners from the assembly of the lower corner 
fitting, the longeron, the skin strap, and the skin (left- and 
right-hand); perform a rotating probe inspection of the fastener 
holes.
    (i) If no crack is found, cold work the fastener holes together 
with countersinks, ream the holes, and install the fasteners in 
accordance with the service bulletin.
    (A) For inspection Area 3, as specified in the service bulletin: 
If the cold work procedure is not performed prior to the threshold 
specified in Table 2 of paragraph 1.C.(4) of the service bulletin, 
as applicable, no further inspection is required by this paragraph.
    (B) For inspection Area 3, as specified in the service bulletin: 
If the cold work procedure is performed prior to the threshold 
specified in Table 2 of paragraph 1.C.(4) of the service bulletin, 
as applicable, reinspect at the times specified by and in accordance 
with a method approved by the Manager, Standardization Branch, ANM-
113.
    (ii) If any crack is found and a repair for a crack of that 
length or type is specified in the service bulletin, prior to 
further flight, repair in accordance with the service bulletin.
    (iii) If any crack is found, and no repair for a crack of that 
length or type is specified in the service bulletin, or if the crack 
is of a length or type for which the service bulletin specifies that 
the operator should contact Airbus before the next flight, prior to 
further flight, repair in accordance with a method approved by the 
Manager, Standardization Branch, ANM-113. Where differences between 
the service bulletin and this AD exist, the AD prevails.
    (r) 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, 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 4: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Standardization Branch, ANM-113.

    (s) Special flight permits may be issued in accordance with 
Federal Aviation Regulations (FAR) 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 January 4, 1996.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 96-395 Filed 1-10-96; 8:45 am]
BILLING CODE 4910-13-U