[Federal Register Volume 61, Number 14 (Monday, January 22, 1996)]
[Proposed Rules]
[Pages 1528-1532]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-590]



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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 94-NM-246-AD]


Airworthiness Directives; Airbus Model A300 Series Airplanes 
(Excluding Model A300 B4-600 Series Airplanes)

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This document proposes the supersedure of an existing 
airworthiness directive (AD), applicable to all Airbus Model A300 
series airplanes (excluding Model A300 B4-600 series airplanes), that 
currently requires certain structural inspections and modifications. 
This action would require additional structural inspections and 
modifications that have been identified as necessary to ensure the 
structural integrity of these airplanes as they approach their economic 
design goal. The actions specified by the proposed AD are intended to 
prevent degradation of the structural capability of the affected 
airplanes.

DATES: Comments must be received by March 1, 1996.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-103, 
Attention: Rules Docket No. 94-NM-246-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: Phil 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 94-NM-246-AD.'' The postcard will be date stamped and 
returned to the commenter.

Availability of NPRMs

    Any person may obtain a copy of this NPRM by submitting a request 
to the FAA, Transport Airplane Directorate, ANM-103, Attention: Rules 
Docket No. 94-NM-246-AD, 1601 Lind Avenue, SW., Renton, Washington 
98055-4056.

Discussion

    On December 27, 1991, the FAA issued AD 92-02-09, amendment 39-8145 
(57 FR 8257, March 9, 1992), applicable to all Airbus Model A300 series 
airplanes (excluding Model A300 B4-600 series airplanes), to require 
certain structural inspections and modifications. That action was 
prompted by reports of incidents involving fatigue cracking and 
corrosion in transport category airplanes that are approaching or have 
exceeded their economic design goal. These incidents have jeopardized 
the airworthiness of the affected airplanes. The requirements 

[[Page 1529]]
of that AD are intended to prevent degradation of the structural 
capability of the affected airplanes.
    Since the issuance of that AD, the Direction Generale de l'Aviation 
Civile (DGAC), which is the airworthiness authority for France, has 
advised the FAA that additional structural inspections and 
modifications have been identified that are necessary in order to 
ensure the continuing structural integrity of the aging Model A300 
fleet.

Explanation of Revised Service Information

    Airbus has issued revisions of several of the service bulletins 
that currently are referenced in AD 92-02-09 as sources of service 
information. They are:
    1. Airbus Service Bulletin A300-53-103, Revision 5, dated February 
23, 1994, which describes procedures for repetitive visual inspections 
to detect cracks or other discrepancies in the junction seat tracks and 
dummy hinged seat tracks of the center section of the fuselage, and 
repair, if necessary.
    2. Airbus Service Bulletin A300-53-162, Revision 5, dated March 17, 
1994, which describes procedures for repetitive detailed visual 
external inspections to detect cracks of the left-and right-hand 
doubler angles, cracks of Hi-Lok fasteners securing the doubler angle, 
and cracks or stretching of the fastener heads; and various follow-on 
actions, if necessary. (The follow-on actions include replacement of 
the doubler angle; replacement of the fasteners; eddy current or 
rotating probe inspections to detect cracks of the fasteners; eddy 
current inspections to detect cracks or distortion of the attach holes; 
opening the attach holes to oversize the diameter, installation of 
certain fasteners; and eddy current inspections of the doubler angle 
pick-up holes to detect cracks or distortion.)
    3. Airbus Service Bulletin A300-53-196, Revision 1, dated November 
12, 1990, as amended by Service Bulletin Change Notice 1.A., dated 
February 4, 1991, which describes procedures for repetitive inspections 
using various inspection techniques to detect cracks of certain 
fastener holes, and repair, if necessary. (The inspections include 
ultrasonic, rototest eddy current, and manual eddy current techniques.) 
The actions described in the service bulletin are to be accomplished 
following the accomplishment of those described in Airbus Service 
Bulletin A300-53-194.
    4. Airbus Service Bulletin A300-53-278, Revision 1, dated March 17, 
1994, which describes procedures for repetitive eddy current 
inspections to detect cracks of the lower radius of the aft window 
frame at frame 10 in the flight compartment, and repair, if necessary.
    5. Airbus Service Bulletin A300-54-045, Revision 6, dated February 
25, 1994, which describes procedures for repetitive internal and 
external visual inspections to detect cracks and looseness of the bolt/
nut assemblies between RIB8 and RIB18, and replacement of cracked or 
loose bolt/nut assemblies with new parts.
    6. Airbus Service Bulletin A300-54-060, Revision 3, dated February 
25, 1994, which describes procedures for repetitive intensive visual 
inspections to detect damage of the hinge fittings and the associated 
fasteners of the fan reverser cowl, and replacement of damaged parts 
with new parts.
    7. Airbus Service Bulletin A300-54-063, Revision 2, dated February 
25, 1994, which describes procedures for repetitive detailed visual 
inspections to detect damage of the hinge fittings and the associated 
fasteners of the fan reverser cowl, and replacement of damaged parts 
with new parts.
    8. Airbus Service Bulletin A300-54-066, Revision 2, dated February 
25, 1994, which describes procedures for repetitive external visual 
inspections to detect cracks and damage of the skin panel (on both the 
outboard and inboard sides) around the first core cowl fitting at RIB6, 
and various follow-on actions, if necessary. (The follow-on actions 
include inspection of the bolts of the second core cowl fitting at 
RIB9, reinforcement of the skin panel at RIB6, and replacement of 
damaged parts.)
    9. Airbus Service Bulletin A300-53-126, Revision 8, dated September 
18, 1991, which describes procedures for reinforcing the strap and 
longitudinal joint between frames 72 and 80. Revision 8 of the service 
bulletin was issued to remove an inspection that was specified 
previously for accomplishment prior to installing Modification 2525.
    10. Airbus Service Bulletin A300-53-226, Revision 5, dated 
September 7, 1991, which describes procedures for modifying the aft 
pressure bulkhead of the fuselage to improve corrosion protection. 
Revision 5 of the service bulletin was issued only to indicate that the 
DGAC classified this service bulletin as mandatory.

Explanation of Other Pertinent Service Information

    Since the issuance of AD 92-02-09, Airbus also has issued the 
following service bulletins that are not referenced in AD 92-02-09, but 
relate to modifications and inspections deemed necessary for the 
continuing structural integrity of the fleet:
    11. Airbus Service Bulletin A300-57-0194, Revision 2, including 
Appendix 1, dated August 19, 1993, which describes procedures for 
modification of the bottom boom at the stringer 8 runout plate on ribs 
10 and 11 of the front spar of the wing. The modification involves 
removing the termination plate on stringer 8 and the termination cleat 
on rib 10 to stringer 8; machining off the integral rib foot at the 
stringer at rib 10 and replacing it with a new cleat; reprofiling and 
thinning down the end of stringer 8 at rib 10 in two stages; changing 
the existing bolts to the next nominal size or oversizing in the cold-
expanded interference fit holes; and, if installed, replacing the 
existing tack rivet with a bolt. Accomplishment of this service 
bulletin further improves Modification 7811; this modification is 
required currently by AD 92-02-09 (reference Airbus Service Bulletin 
A300-57-165).
    12. Airbus Service Bulletin A300-57-166, Revision 3, including 
Appendix 1, dated July 12, 1993, which describes procedures for cold 
expansion of certain spar holes on the front and center of the wings. 
Accomplishment of these procedures will reduce the probability of 
cracking in these areas of the wings.
    13. Airbus Service Bulletin A300-57-0167, Revision 1, including 
Appendix 1, dated May 25, 1993, which describes procedures for 
modification of the bottom boom between ribs 6 and 7 and between ribs 8 
and 9 of the front spar of the wings. The modification includes 
removing the bolts on the bottom boom; drilling out holes to allow for 
certain bolts to be fitted; inspecting the holes for cracks; cold 
expanding the bolt holes; installing new bolts into the cold-expanded 
holes; drilling, reaming, countersinking, and installing Taper-lok 
bolts; repairing damage to the fuel tank sealant; and performing a fuel 
leak test. Accomplishment of the modification will reduce the 
probability of cracks in these areas of the wings.
    14. Airbus Service Bulletin A300-57-0168, Revision 3, including 
Appendix 1, dated November 22, 1993, which describes procedures for 
modification of the bottom boom in certain areas between ribs 1 and 9 
of the rear spar of the wings. The modification involves draining and 
venting the fuel tanks in the wings; removing the existing bolts from 
the affected area; and either cold expanding the holes for transition 
fit bolts, or drilling, reaming, and countersinking for Taper-lok 
bolts. Accomplishment of the modification will reduce the probability 
of cracks in these areas of the wings.
    15. Airbus Service Bulletin A300-57-0180, Revision 1, dated March 
29, 1993, 

[[Page 1530]]
which describes procedures for cold working the sealing angles of the 
center spar outboard of rib 8 adjacent to the pylon attachment fitting. 
These procedures include draining and venting the fuel tanks in the 
wings; removing any skin attachment bolts that obstruct access to the 
bolts in the vertical flange of the sealing angle; removing nine bolts 
from the vertical flange of the sealing angle and remachining the spot 
faces; cold expanding the nine bolt holes in the vertical flange; 
installing oversize bolts in the vertical flange; installing new 
oversize bolts at the skin attachment positions, if necessary; and 
repairing the damage to the fuel tank sealant. Accomplishment of these 
procedures will lower the probability of a reduction in the flight 
loading residual strength of the structure below the acceptable level 
due to cracking in the vertical web of a sealing angle in the center 
spar. -
    16. Airbus Service Bulletin A300-57-0185, Revision 1, including 
Appendix 1, dated March 8, 1993, which describes procedures for 
replacing the attachment bolts on the bottom skin of the front spar of 
the wings between ribs 1 and 6. Accomplishment of the replacement 
involves removing the existing bolts between ribs 1 and 6; cold 
expanding the holes; and installing certain new bolts. Accomplishment 
of this replacement will improve the fatigue life of the bottom boom on 
the front spar of the wing. -
    17. Airbus Service Bulletin A300-54-0084, dated April 21, 1994, 
which describes procedures for repetitive ultrasonic inspections to 
detect sheared rivets on the outer side lateral panels between ribs 12 
and 18 of the pylon, and replacement of sheared rivets with new rivets.
    The DGAC classified these service bulletins as mandatory and issued 
French airworthiness directives 90-222-116(B)R2, dated July 6, 1994, 
and 93-154-149(B), dated September 15, 1993, in order to assure the 
continued airworthiness of these airplanes in France.

Explanation of the Provisions of the Proposed AD

    This airplane model is manufactured in France and is type 
certificated for operation in the United States under the provisions of 
section 21.29 of the Federal Aviation Regulations (14 CFR 21.29) and 
the applicable bilateral airworthiness agreement. Pursuant to this 
bilateral airworthiness agreement, the DGAC has kept the FAA informed 
of the situation described above. The FAA has examined the findings of 
the DGAC, reviewed all available information, and determined that AD 
action is necessary for products of this type design that are 
certificated for operation in the United States.
    Since an unsafe condition has been identified that is likely to 
exist or develop on other airplanes of the same type design registered 
in the United States, the proposed AD would supersede AD 92-02-09. It 
would continue to require the structural inspections and modifications 
specified in AD 92-02-09, and would require other additional structural 
inspections and modifications, as well. The new proposed actions would 
be required to be accomplished in accordance with the service bulletins 
described previously.

Economic Impact

    The FAA estimates that 4 airplanes of U.S. registry would be 
affected by this proposed AD.
    The recurring inspections, which were required by AD 92-02-09 and 
continue to be required by this proposed AD, take approximately 196 
work hours per airplane to accomplish, at an average labor rate of $60 
per work hour. The cost for required parts is $2,000. Based on these 
figures, the cost impact of these recurring inspections on U.S. 
operators is estimated to be $13,760 per airplane, or $55,040 for the 
affected U.S. fleet.
    The recurring inspection procedures that are added by this new AD 
action would require approximately 196 additional work hours per 
airplane to accomplish, at an average labor rate of $60 per work hour. 
The cost for required parts is $2,000. Based on these figures, the 
added recurring inspection cost impact of this proposed AD on U.S. 
operators is estimated to be $13,760 per airplane, or $55,040 for the 
affected U.S. fleet.
    The modifications required by AD 92-02-09, which continue to be 
required by this proposed AD, take approximately 316 work hours per 
airplane to accomplish, at an average labor rate of $60 per work hour. 
The cost for required parts is $72,000. Based on these figures, the 
cost of this modification on U.S. operators is estimated to be $90,960 
per airplane, or $363,840 for the affected U.S. fleet.
    The modifications that are added by this proposed AD action would 
require approximately 1,599 additional work hours per airplane to 
accomplish, at an average labor rate of $60 per work hour. The cost for 
required parts is $145,000. Based on these figures, the added 
modification cost impact of this proposed AD on U.S. operators is 
estimated to be $240,940 per airplane, or $963,760 for the affected 
U.S. fleet.
    Based on the figures discussed above, the cost impact of all of the 
requirements of this proposed AD is estimated to be $418,880 for the 
recurring inspections and modifications required by AD 92-02-09, plus 
$1,018,800 for the additional inspections and modifications required by 
this proposed AD. These cost impact figures assume that no operator has 
yet accomplished any of the requirements of this proposed AD. However, 
it can be reasonably assumed that the majority of affected operators 
have already initiated the inspections and modifications required by AD 
92-02-09, and many may have already initiated the additional 
inspections and modifications that are proposed by this new AD action.
    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 

[[Page 1531]]
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 USC 106(g), 40113, 44701.


Sec. 39.13  [Amended]

    2. Section 39.13 is amended by removing amendment 39-8145 (57 FR 
8257, March 9, 1992), and by adding a new airworthiness directive (AD), 
to read as follows:

Airbus Industrie: Docket 94-NM-246-AD. Supersedes AD 92-02-09, 
Amendment 39-8145.

    Applicability: All Model A300 series airplanes, excluding Model 
A300 B4-600 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 (d) 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 degradation of the structural capability of the 
airplane, accomplish the following: -
    (a) Accomplish the inspections and modifications contained in 
the Airbus service bulletins listed below prior to or at the 
thresholds identified in each of those service bulletins, or within 
1,000 landings or 12 months after April 13, 1992 (the effective date 
of AD 92-02-09, amendment 39-8145), whichever occurs later. Required 
inspections shall be repeated thereafter at intervals not to exceed 
those specified in the corresponding service bulletin for the 
inspection. After the effective date of this AD, the actions shall 
only be accomplished in accordance with the latest revision of the 
service bulletins specified. -
    (1) Airbus Service Bulletin A300-53-103, Revision 4, dated June 
30, 1983; or Revision 5, dated February 23, 1994; -
    (2) Airbus Service Bulletin A300-53-126, Revision 7, dated 
November 11, 1990; or Revision 8, dated September 18, 1991; -
    (3) Airbus Service Bulletin A300-53-146, Revision 7, dated April 
26, 1991;

    Note 2: Airbus Service Bulletin A300-53-146 provides for a 
compliance threshold of within 5 years after the date of issuance of 
French airworthiness directive 90-222-116(B), issued on December 12, 
1990, the accomplishment of which is required by AD 85-07-09, 
amendment 39-5033.

    (4) Airbus Service Bulletin A300-53-162, Revision 4, dated 
November 12, 1990; or Revision 5, dated March 17, 1994; -
    (5) Airbus Service Bulletin A300-53-196, Revision 1, dated 
November 12, 1990; or Revision 2, dated November 12, 1990, as 
amended by Service Bulletin Change Notice 1.A., dated February 4, 
1991;

    Note 3: Airbus Service Bulletin A300-53-196 provides for a 
compliance threshold of within 6,000 landings after accomplishment 
of Airbus Service Bulletin A300-53-194, accomplishment of which is 
required by AD 87-04-12, amendment 39-5536.

    (6) Airbus Service Bulletin A300-53-225, Revision 2, dated May 
30, 1990; -
    (7) Airbus Service Bulletin A300-53-226, Revision 4, dated 
November 12, 1990; or Revision 5, dated September 7, 1991;

    Note 4: Airbus Service Bulletin A300-53-226 provides for a 
compliance threshold of within 5 years after the issuance of French 
airworthiness directive 90-222-116(B), issued on December 12, 1990; 
but not later than 20 years after first delivery; the accomplishment 
of which is required by AD 90-03-08, amendment 39-6481.

    (8) Airbus Service Bulletin A300-53-278, dated November 12, 
1990; or Revision 1, dated March 17, 1994; -
    (9) Airbus Service Bulletin A300-54-045, Revision 4, dated 
January 31, 1990; or Revision 6, dated February 25, 1994; -
    (10) Airbus Service Bulletin A300-54-060, Revision 2, dated 
September 7, 1988, and Change Notice 2.A., dated February 13, 1990; 
or Revision 3, dated February 25, 1994;
    (11) Airbus Service Bulletin A300-54-063, Revision 1, dated 
April 22, 1987, and Change Notice 1.A., dated February 13, 1990; or 
Revision 2, dated February 25, 1994; and
    (12) Airbus Service Bulletin A300-54-066, Revision 1, dated 
February 15, 1989, and Change Notice 1.A., dated February 13, 1990; 
or Revision 2, dated February 25, 1994.
    (b) Accomplish the inspections and modifications contained in 
the Airbus service bulletins listed below prior to or at the 
thresholds identified in each of those service bulletins, or within 
1,000 landings or 12 months after the effective date of this AD, 
whichever occurs later. Required inspections shall be repeated 
thereafter at intervals not to exceed those specified in the 
corresponding service bulletin for the inspection.
    (1) Airbus Service Bulletin A300-57-0194, Revision 2, including 
Appendix 1, dated August 19, 1993;

    Note 5: Airbus Service Bulletin A300-57-0194 provides for a 
compliance threshold of prior to the accumulation of 36,000 landings 
for Model A300 B2 series airplanes on which the modification 
described in Airbus Service Bulletin A300-57-165 has not been 
accomplished and for Model A300 B2 series airplanes on which that 
modification has been accomplished prior to the accumulation of 
24,000 landings on the airplane. Airbus Service Bulletin A300-57-
0194 also provides for a compliance threshold of prior to the 
accumulation of 12,000 landings after the accomplishment of Airbus 
Service Bulletin A300-57-165 (for Model A300 B2 series airplanes on 
which the modification described in Airbus Service Bulletin A300-57-
165 has been accomplished on or after the accumulation of 24,000 
landings on the airplane).

    (2) Airbus Service Bulletin A300-57-166, Revision 3, including 
Appendix 1, dated July 12, 1993;
    (3) Airbus Service Bulletin A300-57-0167, Revision 1, including 
Appendix 1, dated May 25, 1993;
    (4) Airbus Service Bulletin A300-57-0168, Revision 3, including 
Appendix 1, dated November 22, 1993;
    (5) Airbus Service Bulletin A300-57-0180, Revision 1, dated 
March 29, 1993;
    (6) Airbus Service Bulletin A300-57-0185, Revision 1, including 
Appendix 1, dated March 8, 1993; and

    Note 6: The Airbus service bulletins specified in paragraphs 
(b)(2), (b)(3), (b)(4), (b)(5), and (b)(6) of this AD provide for a 
compliance threshold of prior to the accumulation of 36,000 landings 
(for Model A300 B2 series airplanes); 30,000 landings (for Model 
A300 B4-100 series airplanes); and 25,000 landings (for Model A300 
B4-200 series airplanes) after the effective date of French 
airworthiness directive 93-154-149(B), issued on September 15, 1993.

    (7) Airbus Service Bulletin A300-54-0084, dated April 21, 1994.
    
[[Page 1532]]

    (c) If any discrepant condition identified in any service 
bulletin referenced in this AD is found during any inspection 
required by this AD, prior to further flight, accomplish the 
corresponding corrective action specified in the service bulletin.
    (d) An alternative method of compliance or adjustment of the 
compliance time that provides an acceptable level of safety may be 
used if approved by the Manager, Standardization Branch, ANM-113, 
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, 
Standardization Branch, ANM-113.

    Note 7: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Standardization Branch, ANM-113.

    (e) Special flight permits may be issued in accordance with 
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 January 12, 1996.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 96-590 Filed 1-19-96; 8:45 am]
BILLING CODE 4910-13-U