[Federal Register Volume 61, Number 45 (Wednesday, March 6, 1996)]
[Proposed Rules]
[Pages 8892-8896]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-5223]



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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 95-NM-85-AD]


Airworthiness Directives; Airbus Industrie Model A300, A300-600, 
and 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 certain Airbus Industrie Model 
A300, A300-600, and A310 series airplanes. This proposal would require 
inspections to detect cracks in the lower spar axis of the pylons 
between ribs 6 and 7, and repair, if necessary. This proposal is 
prompted by reports that fatigue cracking has been found on the lower 
spar of the pylon. The actions specified by the proposed AD are 
intended to prevent such fatigue cracking, which could result in 
reduced structural integrity of the lower spar of the pylon.

DATES: Comments must be received by April 12, 1996.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-103, 
Attention: Rules Docket No. 95-NM-85-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: 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:

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-85-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. 95-NM-85-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, recently notified the FAA that an 
unsafe condition may exist on certain Airbus Industrie Model A300, 
A300-600, and A310 series airplanes. The DGAC advises that fatigue 
cracks have been found on the lower spar of the pylon between ribs 6 
and 7 on airplanes equipped with General Electric and Pratt & Whitney 
engines. These cracks initiated at the pylon center stiffener beyond 
the flat area. Fatigue cracking in this area, if not detected and 
corrected 

[[Page 8893]]
in a timely manner, could result in reduced structural integrity of the 
lower spar of the pylon.

Relevant Service Information

    Airbus has issued the following inspection service bulletins:
     Airbus Service Bulletin A300-54-0073 (for Model A300 
series airplanes), Revision 1, dated March 28, 1994;
     Airbus Service Bulletin A300-54-6014 (for Model A300-600 
series airplanes), Revision 1, dated March 28, 1994; and
     Airbus Service Bulletin A310-54-2017 (for Model A310 
series airplanes), Revision 1, dated March 28, 1994.
    These inspection service bulletins describe procedures for 
repetitive internal eddy current inspections to detect cracks in the 
lower spar axis of the pylons between ribs 6 and 7, and repair, if 
necessary. These service bulletins permit further flight with pylons 
that are cracked within certain limits. In such instances, the service 
bulletins recommend that, following repair of cracking within specified 
limits, repaired areas should be inspected repetitively using eddy 
current techniques 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. The DGAC classified these service 
bulletins as mandatory and issued French airworthiness directive 93-
228-154(B), dated December 22, 1993, in order to assure the continued 
airworthiness of these airplanes in France.
    Airbus also has issued the following modification service 
bulletins:
     Airbus Service Bulletin A300-54-0080 (for Model A300 
series airplanes), Revision 1, dated January 16, 1995;
     Airbus Service Bulletin A300-54-6020 (for Model A300-600 
series airplanes), dated October 15, 1993, as amended by Service 
Bulletin Change Notice O.A., dated February 22, 1994; and
     Airbus Service Bulletin A310-54-2023 (for Model A310 
series airplanes), dated October 15, 1993.
    These modification service bulletins describe procedures for 
modification of the lower spar between ribs 6 and 7. The modification 
involves installation of an outer doubler on the undamaged structure of 
the lower spars between ribs 6 and 7. For Model A300 and A300-600 
series airplanes, accomplishment of the modification reduces the 
probability of cracking in the lower spar of the pylon and, thereby, 
allows an extension of the initial inspection threshold and repetitive 
interval for accomplishing the internal eddy current inspections. For 
Model A310 series airplanes, accomplishment of the modification 
eliminates the need for the internal eddy current inspections.

Proposed Requirements of the Rule

    This airplane model is manufactured in France and is type 
certificated for operation in the United States under the provisions of 
section 21.29 of the Federal Aviation Regulations (14 CFR 21.29) and 
the applicable bilateral airworthiness agreement. Pursuant to this 
bilateral airworthiness agreement, the DGAC has kept the FAA informed 
of the situation described above. The FAA has examined the findings of 
the DGAC, reviewed all available information, and determined that AD 
action is necessary for products of this type design that are 
certificated for operation in the United States.
    Since an unsafe condition has been identified that is likely to 
exist or develop on other airplanes of the same type design registered 
in the United States, the proposed AD would require repetitive internal 
eddy current inspections to detect cracks in the lower spar axis of the 
pylons between ribs 6 and 7, and repair, if necessary. The actions 
would be required to be accomplished in accordance with the inspection 
service bulletins described previously.
    For Model A300 and A300-600 series airplanes, the proposed AD would 
provide for an optional modification, which, if accomplished, would 
allow an extension of the initial inspection threshold and repetitive 
interval for accomplishing the required inspections. For Model A310 
series airplanes, the proposed AD also would provide for an optional 
terminating modification, which, if accomplished, would constitute 
terminating action for the repetitive inspections. The actions would be 
required to be accomplished in accordance with the modification service 
bulletins described previously.

Differences Between the Proposed Rule and Relevant Service 
Information -

    Operators should note that this proposed rule would not permit 
further flight after detection of cracking of the lower spar axis of 
the pylons, as allowed by the inspection service bulletins. Instead, 
this proposed rule would require repair of the crack in accordance with 
the applicable service bulletin prior to further flight; or, if 
cracking is within certain limits, stop-drilling the crack in 
accordance with the Structural Repair Manual (SRM) as a temporary 
measure for a specified number of landings until the repair or 
modification is accomplished. (Stop-drilling the crack does not 
constitute a repair; rather, it is only an interim measure that would 
temporarily reduce the stress concentration effect of the crack tip 
before the repair or modification is accomplished to restore the 
structure to its ultimate load capability.) In addition, this proposed 
AD also provides for installation of an optional terminating 
modification in accordance with the applicable service bulletin prior 
to further flight.
    The SRM for the affected airplanes identifies the pylon as 
``primary structure.'' As defined in the SRM, primary structure is that 
structure which contributes significantly to carrying flight, ground, 
and pressurization loads. The SRM further classifies the main frame of 
the pylon as a ``restricted area,'' where repairs could affect the load 
carrying capability of the pylon for some flight and crash conditions. 
In light of this, the FAA finds that an adequate level of safety for 
the affected fleet requires that cracking of the lower spar axis of the 
pylons must be addressed immediately by repair or temporary measures, 
as specified previously. The FAA has determined that, in cases where 
certain known unsafe conditions exist, and where actions to detect and 
correct those unsafe conditions can be readily accomplished, those 
actions must be required.

Cost Impact

    The FAA estimates that 99 airplanes of U.S. registry would be 
affected by this proposed AD, that it would take approximately 8 work 
hours per airplane to accomplish the proposed inspections, and that the 
average labor rate is $60 per work hour. Based on these figures, the 
cost impact of the proposed 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 proposed 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 would be provided by this AD 
action, it would take approximately 100 work hours to accomplish, at an 
average labor rate of $60 per work hour. The cost of required parts 
would 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. 

[[Page 8894]]

    Should an operator of a Model A300-600 or A310 series airplane 
elect to accomplish the optional modification that would be provided by 
this AD action, it would take approximately 110 work hours to 
accomplish, at an average labor rate of $60 per work hour. The cost of 
required parts would 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 proposed herein would not have substantial direct 
effects on the States, on the relationship between the national 
government and the States, or on the distribution of power and 
responsibilities among the various levels of government. Therefore, in 
accordance with Executive Order 12612, it is determined that this 
proposal would not have sufficient federalism implications to warrant 
the preparation of a Federalism Assessment.
    For the reasons discussed above, I certify that this proposed 
regulation (1) is not a ``significant regulatory action'' under 
Executive Order 12866; (2) is not a ``significant rule'' under the DOT 
Regulatory Policies and Procedures (44 FR 11034, February 26, 1979); 
and (3) if promulgated, will not have a significant economic impact, 
positive or negative, on a substantial number of small entities under 
the criteria of the Regulatory Flexibility Act. A copy of the draft 
regulatory evaluation prepared for this action is contained in the 
Rules Docket. A copy of it may be obtained by contacting the Rules 
Docket at the location provided under the caption ``ADDRESSES.''

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Safety.

The Proposed Amendment

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration proposes to amend 
part 39 of the Federal Aviation Regulations (14 CFR part 39) as 
follows:

PART 39--AIRWORTHINESS DIRECTIVES

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

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


Sec. 39.13  [Amended] -

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

Airbus Industrie: 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. -
    (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 

[[Page 8895]]
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 
14,500 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 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 A300-54-
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.

 
[[Page 8896]]

    Issued in Renton, Washington on February 27, 1996.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 96-5223 Filed 3-5-96; 8:45 am]
BILLING CODE 4910-13-P