issue-1996-01-11•Federal Register proposed rules — 1996-01-11
Federal Register proposed rules — 1996-01-11
issue-1996-01-11Federal Register proposed rules — 1996-01-11Proposed Regulation
Published Federal Register documents, not public-inspection drafts. The GPO XML/text rendition is a research aid; the linked complete official PDF retains the printed layout and all graphics. Graphics are retained in that PDF and are not independently reproduced in this text rendition. Publication does not establish that every provision remains legally in force.
FR Doc. 96-395 Airworthiness Directives; Airbus Model A310 Series Airplanes
[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
Complete official Federal Register PDF
FR Doc. 96-394 Airworthiness Directives; Aerospatiale Model ATR42 Series Airplanes and Model ATR72 Series Airplanes
[Federal Register Volume 61, Number 8 (Thursday, January 11, 1996)]
[Proposed Rules]
[Pages 1015-1017]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-394]
=======================================================================
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 95-NM-84-AD]
Airworthiness Directives; Aerospatiale Model ATR42 Series
Airplanes and Model ATR72 Series Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: This document proposes the adoption of a new airworthiness
directive (AD) that is applicable to all Aerospatiale Model ATR42
series airplanes and Model ATR72 series airplanes. This proposal would
require replacement of the attachment clips on the wing-to-fuselage
fairings and on the upper cowlings of the engine nacelle with new
improved attachment clips. This proposal also would require adding cup
washers on the wing-to-fuselage fairing panels on certain airplanes.
This proposal is prompted by a report of deformed attachment clips
found on the wing-to-fuselage fairings and on the upper cowlings of the
engine nacelle. The actions specified by the proposed AD are intended
to prevent deformation of the attachment clips due to insufficient
strength of the attachment clip material. Such deformation of the
attachment clips could result in the fairings and cowlings detaching
from the airplane during flight and subsequently causing damage to the
empennage or posing a hazard to persons or property on the ground.
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-84-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 Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex
03, France. This information may be examined at the FAA, Transport
Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington.
FOR FURTHER INFORMATION CONTACT: Gary Lium, Aerospace Engineer,
Standardization Branch, ANM-113, FAA, Transport Airplane Directorate,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (206)
227-1112; fax (206) 227-1320.
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
[[Page 1016]]
postcard on which the following statement is made: ``Comments to Docket
Number 95-NM-84-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-84-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 Aerospatiale Model ATR42 series
airplanes and Model ATR72 series airplanes. The DGAC advises that it
has received a report of deformed attachment clips found on the wing-
to-fuselage fairings and on the upper cowlings of the engine nacelle.
Investigation has revealed that the attachment clips were deformed due
to insufficient strength of the attachment clip material. This
condition, if not corrected, could result in the fairings and cowlings
detaching from the airplane in flight, and subsequently causing damage
to the empennage. Such items departing the airplane could also pose a
hazard to persons and property on the ground.
Aerospatiale has issued Service Bulletins ATR42-53-0081, Revision
1, dated December 9, 1994 (for Model ATR42 series airplanes) and ATR72-
53-1043, Revision 1, dated December 9, 1994 (for Model ATR72 series
airplanes). These service bulletins describe procedures for replacing
the existing attachment clips on the wing-to-fuselage fairings and on
the upper cowlings of the engine nacelle with new clips that are
manufactured with an improved material; this will prevent deformation
of the clips. The DGAC classified these service bulletins as mandatory
and issued French airworthiness directives 94-162-056(B), dated July 6,
1994 (for Model ATR42 series airplanes); and 94-161-021(B), dated July
6, 1994 (for Model ATR72 series airplanes), in order to assure the
continued airworthiness of these airplanes in France.
Aerospatiale also issued Service Bulletins ATR42-53-0082, dated
June 6, 1994 (for Model ATR42 series airplanes); and ATR72-53-1044,
dated June 6, 1994 (for Model ATR72 series airplanes). These service
bulletins describe procedures for adding cup washers under the fastener
countersunk holes, which improve the panel bonding. These service
bulletins also describe replacing the clip system with a system
equipped with a spring which causes screw head misalignment when the
screws are not tightened, which will enable checking to ensure correct
installation of these parts. The DGAC has approved these service
bulletins, but has not classified them as mandatory.
Those airplane models are manufactured in France and are 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 those type designs 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 designs registered
in the United States, the proposed AD would require replacement of the
existing attachment clips on the wing-to-fuselage fairings and on the
engine nacelle upper cowlings with new and improved attachment clips
for certain airplanes. The proposed AD would also require adding cup
washers under the fastener countersunk holes, as well as, replacement
of the existing attachment clips on the wing-to-fuselage fairings and
on the engine nacelle upper cowlings with new and improved attachment
clips for certain other airplanes. The actions would be required to be
accomplished in accordance with the service bulletins described
previously.
Operators should note that the applicability of this proposed
action would include certain additional airplanes that are not
addressed in the corresponding French airworthiness directives,
described previously. The FAA has included these additional airplanes
since it has determined that the unsafe condition described in this
proposed rulemaking action is likely to exist or develop on these
airplanes.
The FAA estimates that 145 airplanes of U.S. registry would be
affected by this proposed AD, that it would take approximately 20 work
hours per airplane to accomplish the proposed actions, and that the
average labor rate is $60 per work hour. The manufacturer would provide
required parts at no cost to the operators. Based on these figures, the
total cost impact of the proposed AD on U.S. operators is estimated to
be $174,000, or $1,200 per airplane.
The total 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.
The regulations proposed herein would not have substantial direct
effects on the States, on the relationship between the national
government and the States, or on the distribution of power and
responsibilities among the various levels of government. Therefore, in
accordance with Executive Order 12612, it is determined that this
proposal would not have sufficient federalism implications to warrant
the preparation of a Federalism Assessment.
For the reasons discussed above, I certify that this proposed
regulation (1) is not a ``significant regulatory action'' under
Executive Order 12866; (2) is not a ``significant rule'' under the DOT
Regulatory Policies and Procedures (44 FR 11034, February 26, 1979);
and (3) if promulgated, will not have a significant economic impact,
positive or negative, on a substantial number of small entities under
the criteria of the Regulatory Flexibility Act. A copy of the draft
regulatory evaluation prepared for this action is contained in the
Rules Docket. A copy of it may be obtained by contacting the Rules
Docket at the location provided under the caption ADDRESSES.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
The Proposed Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration proposes to amend
part 39 of the Federal Aviation Regulations (14 CFR part 39) as
follows:
PART 39--AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40101, 40113, 44701.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by adding the following new
airworthiness directive:
Aerospatiale: Docket 95-NM-84-AD.
Applicability: All Model ATR42 series airplanes and Model ATR72
series airplanes, certificated in any category.
[[Page 1017]]
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 (f) 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 deformation of the attachment clips on the wing-to-
fuselage fairings and on the upper cowlings of the engine nacelle,
which could result in the fairings and cowlings detaching from the
airplane during flight and subsequently causing damage to the
empennage or posing a hazard to persons or property on the ground,
accomplish the following:
(a) For Model ATR42 series airplanes on which Modification 2601
(Aerospatiale Service Bulletin ATR42-53-0063) has been installed:
Within 9 months after the effective date of this AD, replace the
existing attachment clips at the wing-to-fuselage fairings and the
engine nacelle upper cowlings with new attachment clips, in
accordance with Aerospatiale Service Bulletin ATR42-53-0081,
Revision 1, dated December 9, 1994.
(b) For Model ATR42 series airplanes on which Modification 2601
(Aerospatiale Service Bulletin ATR42-53-0063) has not been
installed: Within 9 months after the effective date of this AD,
install cup washers (NAS1169C10) on the wing-to-fuselage fairing
panels and replace the existing attachment clips at the wing-to-
fuselage fairings and the engine nacelle upper cowlings with new
attachment clips, in accordance with Aerospatiale Service Bulletin
ATR42-53-0082, dated June 6, 1994.
(c) For Model ATR72 series airplanes on which Modification 2601
(Aerospatiale Service Bulletin ATR72-53-1008) has been installed:
Within 9 months after the effective date of this AD, replace the
existing attachment clips at the wing-to-fuselage fairings and the
engine nacelle upper cowlings with new attachment clips, in
accordance with Aerospatiale Service Bulletin ATR72-53-1043,
Revision 1, dated December 9, 1994.
(d) For Model 72 series airplanes on which Modification 2601
(Aerospatiale Service Bulletin ATR72-53-1008) has not been
installed: Within 9 months after the effective date of this AD,
install cup washers (NAS1169C10) on the wing-to-fuselage fairing
panels and replace the existing attachment clips at the wing-to-
fuselage fairings and the engine nacelle upper cowlings with new
attachment clips, in accordance with Aerospatiale Service Bulletin
ATR72-53-1044, dated June 6, 1994.
(e) As of the effective date of this AD, no person shall install
an attachment clip, part number S5391010000000 or part number
S5391009400000, on any airplane.
(f) 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 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.
(g) 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 4, 1996.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 96-394 Filed 1-10-96; 8:45 am]
BILLING CODE 4910-13-U
Complete official Federal Register PDF
FR Doc. 96-325 Fees for Rice Inspection
[Federal Register Volume 61, Number 8 (Thursday, January 11, 1996)]
[Proposed Rules]
[Pages 1013-1015]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-325]
========================================================================
Proposed Rules
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains notices to the public of
the proposed issuance of rules and regulations. The purpose of these
notices is to give interested persons an opportunity to participate in
the rule making prior to the adoption of the final rules.
========================================================================
Federal Register / Vol. 61, No. 8 / Thursday, January 11, 1996 /
Proposed Rules
[[Page 1013]]
DEPARTMENT OF AGRICULTURE
Grain Inspection, Packers and Stockyards Administration
7 CFR Part 868
Fees for Rice Inspection
AGENCY: Grain Inspection, Packers and Stockyards Administration, USDA.
ACTION: Proposed rule.
-----------------------------------------------------------------------
SUMMARY: The Federal Grain Inspection Service (FGIS), of the Grain
Inspection, Packers and Stockyards Administration (GIPSA), is proposing
to increase the fees for Federal Rice Inspection Services, as performed
under the Agricultural Marketing Act (AMA) of 1946. This fee increase
is intended to cover, as nearly as practicable, the projected operating
costs, including related supervisory and administrative costs, for
Federal Rice Inspection Services rendered, and to generate sufficient
revenues to cover costs and maintain an appropriate operating reserve.
DATES: Written comments must be submitted on or before February 12,
1996.
ADDRESSES: Written comments must be submitted to George Wollam, GIPSA-
FGIS, USDA, Room 0623-South Building, P.O. Box 96454, Washington, DC,
20090-6454, FAX (202) 720-4628.
All comments received will be made available for public inspection
in Room 0623-South Building, 1400 Independence Avenue, SW., Washington,
DC, during regular business hours. (7 CFR 1.27(b)).
FOR FURTHER INFORMATION CONTACT: George Wollam, address as above,
telephone (202) 720-0292.
SUPPLEMENTARY INFORMATION:
Executive Order 12866 and Regulatory Flexibility Act
This rule has been determined to be significant for the purposes of
Executive Order 12866 and therefore has been reviewed by the Office of
Management and Budget. This proposed increase in the service fees is
necessary to recover operating losses in the Federal Rice Inspection
Services. These fees were last increased on January 1, 1995, (56 FR
15483) but due to significant increases in expenses, revenue is not
covering operating costs. The overall cost of operating the Federal
Rice Inspection Service program increased between FY 93 and 94 by more
than 9 percent. The cost increase occurred simultaneously with a more
than 9 percent downturn in revenue due to fewer service requests. In
fiscal year 1994, the program generated revenue of $3,500,597 with
operating costs of $4,022,194, resulting in a 1-year operating loss of
$521,597. Currently, as of July 31, 1995, the rice program's retained
earnings are a negative $1,046,376.
The Administrator of the Grain Inspection, Packers and Stockyards
Administration has determined that this proposed action will not have a
significant economic impact on a substantial number of small entities.
Executive Order 12778
This proposed rule has been reviewed under Executive Order 12778,
Civil Justice Reform. This action is not intended to have a retroactive
effect. This proposed rule will not preempt any State or local laws,
regulations, or policies unless they present irreconcilable conflict
with this rule. There are no administrative procedures which must be
exhausted prior to any judicial challenge to provisions of this rule.
Regulatory Flexibility Act Certification
James R. Baker, Administrator, GIPSA, has determined that this
proposed rule will not have a significant economic impact on a
substantial number of small entities as defined in the Regulatory
Flexibility Act (5 U.S.C. 601 et seq.) because most users of the rice
inspection services do not meet the requirements for small entities. In
addition, FGIS is required by statute to recover the costs of providing
rice inspection services.
Information Collection and Record Keeping Requirements
In compliance with the Paperwork Reduction Act of 1980 (44 U.S.C.
Chapter 35), the previously approved information collection and
recordkeeping requirements concerning applications for official
inspection services including rice inspections, have been approved by
the Office of Management and Budget under control number 0580-0013.
Background
The rice inspection fees were last amended on January 1, 1995, (56
FR 15483). These fees were to cover, as nearly as practicable, the
level of operating costs as projected for fiscal year 1995. They
presently appear in Sec. 868.91 on tables 1 and 2 of the regulations (7
CFR 868.91 (Tables 1 and 2)).
FGIS continually monitors its cost, revenue, and operating reserve
levels to ensure that there are sufficient resources for operations.
During fiscal years 1992, 1993, and 1994 respectively, FGIS implemented
cost-saving measures in an effort to provide more cost effective
services. However, while the quantity of rice inspections may
fluctuate, certain FGIS costs remain constant, consequently, revenues
($2,869,010; $3,758,893; and $3,500,597) did not cover operating costs
($3,346,899; $3,847,762; and $4,022,194) for fiscal years 1992, 1993,
and 1994 respectively. This reflects a reduction to operating reserves
for all three fiscal years.
Fiscal year 1994 offers the most current one-year figures available
to compare FGIS' rice inspection operating costs with revenue. The
figures for this year were used to project the budgeted fiscal year
1995 rice inspection operating costs and establish revenue levels
necessary to cover projected operating costs. During the period of
October 1, 1994, to July 31, 1995, the actual operating cost was
$3,760,305 and revenue was $3,438,683, resulting in a reduction in
operating reserves of $321,667. This trend, which is expected to
continue, necessitates an increase in fees and an increase to the per
hundred weight volume charge for services performed at export port
locations on lots at rest in order to recover the projected operating
costs and maintain a 3 month operating reserve currently, as of July
31, 1995, at a negative $1,046,376.
Proposed Action
Section 203(h) of the AMA (7 U.S.C. 1622(h)) provides for the
establishment and collection of fees that are reasonable and, as nearly
as practicable, cover the costs of the services rendered. These
[[Page 1014]]
fees cover the FGIS administrative and supervisory costs for the
performance of official services, including personnel compensation,
personnel benefits, travel, rent, communications, utilities,
contractual services, supplies, and equipment.
Section 868.91, Tables 1 and 2 (as currently shown in section
868.91, Tables 1 and 2 of the regulations) are proposed to be revised
to provide for the increase in rice inspection fees. A 3-stage increase
plan is proposed to raise hourly rates and unit fees by approximately 6
percent for calendar years 1996, 1997, and 1998. These incremental
increases will lessen the impact of the amount of increase required to
replenish retained earnings to appropriate levels by spreading it over
3 years.
FGIS will review its cost, revenue, and operating reserve levels to
ensure that the fee increases for calendar years 1996, 1997, and 1998,
are required at the levels specified and sufficient to maintain
official rice inspection services, upon request. In the event a change
in the fees is necessary, FGIS will engage in notice and comment
rulemaking before making any changes.
List of Subjects in 7 CFR Part 868
Administrative practice and procedure, Agricultural commodities.
For reasons set out in the preamble, 7 CFR Part 868 is proposed to
be amended as follows:
PART 868--GENERAL REGULATIONS AND STANDARDS FOR CERTAIN
AGRICULTURAL COMMODITIES
1. The authority citation for part 868 continues to read as
follows:
Authority: Secs. 202-208, 60 Stat. 1087, as amended (7 U.S.C.
1621 et seq.)
2. Section 868.91 is revised to read as follows:
Sec. 868.91 Fees for certain Federal Rice Inspection Services.
The fees shown in Tables 1 and 2 apply to Federal Rice Inspection
Services.
Table 1.--Hourly Rates/Unit Rate Per CWT
[Fees for Federal Rice Inspection Services]
------------------------------------------------------------------------
Regular workday Nonregular workday
Service\1\ (Monday-Saturday) (Sunday-Holiday)
------------------------------------------------------------------------
EFFECTIVE APRIL 1, 1996
------------------------------------------------------------------------
Contract (per hour per
Service representative).... $35.80 $49.80
Noncontract (per hour per
Service representative).... 43.50 60.50
Export Port Services\2\..... .042/CWT .042/CWT
------------------------------------------------------------------------
EFFECTIVE JANUARY 1, 1997
------------------------------------------------------------------------
Contract (per hour per
Service representative).... $37.90 $52.80
Noncontract (per hour per
Service representative).... 46.10 64.10
Export Port Services\2\..... .045/CWT .045/CWT
------------------------------------------------------------------------
EFFECTIVE JANUARY 1, 1998
------------------------------------------------------------------------
Contract (per hour per
Service representative).... $40.20 $56.00
Noncontract (per hour per
Service representative).... 48.90 67.90
Export Port Services\2\..... .048/CWT .048/CWT
------------------------------------------------------------------------
\1\Original and appeal inspection services include: Sampling, grading,
weighing, and other services requested by the applicant when performed
at the applicant's facility.
\2\Services performed at export port locations on lots at rest.
Table 2.--Unit Rates
------------------------------------------------------------------------
Brown rice
Service1,3 Rough for Milled
rice processing rice
------------------------------------------------------------------------
EFFECTIVE APRIL 1, 1996
------------------------------------------------------------------------
Inspection for quality (per lot,
sublot, or sample inspection)........ $29.20 $25.30 $18.00
Factor analysis for any single factor
(per factor):
(a) Milling yield (per sample).... 22.70 22.70 .........
(b) All other factors (per factor) 10.80 10.80 10.80
Total oil and free fatty acid......... ......... 35.40 35.40
Interpretive line samples:2
(a) Milling degree (per set)...... ......... .......... 75.80
(b) Parboiled light (per sample).. ......... .......... 19.00
Extra copies of certificates (per
copy)................................ 3.00 3.00 3.00
------------------------------------------------------------------------
EFFECTIVE JANUARY 1, 1997
------------------------------------------------------------------------
Inspection for quality (per lot,
sublot, or sample inspection)........ $31.00 $26.80 $19.10
Factor analysis for any single factor
(per factor):
(a) Milling yield (per sample).... 24.10 24.10 .........
(b) All other factors (per factor) 11.40 11.40 11.40
Total oil and free fatty acid......... ......... 37.50 37.50
[[Page 1015]]
Interpretive line samples:2
(a) Milling degree (per set)...... ......... .......... 80.30
(b) Parboiled light (per sample).. ......... .......... 20.10
Extra copies of certificates (per
copy)................................ 3.00 3.00 3.00
------------------------------------------------------------------------
EFFECTIVE JANUARY 1, 1998
------------------------------------------------------------------------
Inspection for quality (per lot,
sublot, or sample inspection)........ $32.90 $28.40 $20.20
Factor analysis for any single factor
(per factor):
(a) Milling yield (per sample).... 25.50 25.50 .........
(b) All other factors (per factor) 12.10 12.10 12.10
Total oil and free fatty acid......... ......... 39.80 39.80
Interpretive line samples:2
(a) Milling degree (per set)...... ......... .......... 85.10
(b) Parboiled light (per sample).. ......... .......... 21.30
Extra copies of certificates (per
copy)................................ 3.00 3.00 3.00
------------------------------------------------------------------------
\1\Fees apply to determinations (original or appeals) for kind, class,
grade, factor analysis, equal to type, milling yield, or any other
quality designation as defined in the U.S. Standards for Rice or
applicable instructions, whether performed singly or combined at other
than at the applicant's facility.
\2\Interpretive line samples may be purchased from the U.S. Department
of Agriculture, Federal Grain Inspection Service, Field Management
Division, Board of Appeals and Review, USDA, FGIS Technical Center,
10383 North Executive Hills Boulevard, Kansas City, MO 68030.
Interpretive line samples also are available for examination at
selected FGIS field offices. A list of field offices may be obtained
from the Deputy Director, Field Management Division, USDA, GIPSA,
FGIS, P.O. Box 96454, Washington, DC 20090-6454. The interpretive line
samples illustrate the lower limit for milling degrees only and the
color limit for the factor ``Parboiled Light'' rice.
\3\Fees for other services not referenced in Table 2 will be based on
the noncontract hourly rate listed in Section 868.90, Table 1.
Dated: January 3, 1996.
Michael V. Dunn,
Assistant Secretary, Marketing and Regulatory Programs.
[FR Doc. 96-325 Filed 1-10-96; 8:45 am]
BILLING CODE 3410-EN-M
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