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

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

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

Airworthiness Directives; Airbus Model A300 Series Airplanes

(Excluding Model A300 B4-600 Series Airplanes)

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This document proposes the supersedure of an existing

airworthiness directive (AD), applicable to all Airbus Model A300

series airplanes (excluding Model A300 B4-600 series airplanes), that

currently requires certain structural inspections and modifications.

This action would require additional structural inspections and

modifications that have been identified as necessary to ensure the

structural integrity of these airplanes as they approach their economic

design goal. The actions specified by the proposed AD are intended to

prevent degradation of the structural capability of the affected

airplanes.

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

ADDRESSES: Submit comments in triplicate to the Federal Aviation

Administration (FAA), Transport Airplane Directorate, ANM-103,

Attention: Rules Docket No. 94-NM-246-AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055-4056. Comments may be inspected at this

location between 9:00 a.m. and 3:00 p.m., Monday through Friday, except

Federal holidays.

The service information referenced in the proposed rule may be

obtained from Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707

Blagnac Cedex, France. This information may be examined at the FAA,

Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton,

Washington.

FOR FURTHER INFORMATION CONTACT: Phil Forde, Aerospace Engineer,

Standardization Branch, ANM-113, FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (206)

227-2146; fax (206) 227-1149.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested persons are invited to participate in the making of the

proposed rule by submitting such written data, views, or arguments as

they may desire. Communications shall identify the Rules Docket number

and be submitted in triplicate to the address specified above. All

communications received on or before the closing date for comments,

specified above, will be considered before taking action on the

proposed rule. The proposals contained in this notice may be changed in

light of the comments received.

Comments are specifically invited on the overall regulatory,

economic, environmental, and energy aspects of the proposed rule. All

comments submitted will be available, both before and after the closing

date for comments, in the Rules Docket for examination by interested

persons. A report summarizing each FAA-public contact concerned with

the substance of this proposal will be filed in the Rules Docket.

Commenters wishing the FAA to acknowledge receipt of their comments

submitted in response to this notice must submit a self-addressed,

stamped postcard on which the following statement is made: ``Comments

to Docket Number 94-NM-246-AD.'' The postcard will be date stamped and

returned to the commenter.

Availability of NPRMs

Any person may obtain a copy of this NPRM by submitting a request

to the FAA, Transport Airplane Directorate, ANM-103, Attention: Rules

Docket No. 94-NM-246-AD, 1601 Lind Avenue, SW., Renton, Washington

98055-4056.

Discussion

On December 27, 1991, the FAA issued AD 92-02-09, amendment 39-8145

(57 FR 8257, March 9, 1992), applicable to all Airbus Model A300 series

airplanes (excluding Model A300 B4-600 series airplanes), to require

certain structural inspections and modifications. That action was

prompted by reports of incidents involving fatigue cracking and

corrosion in transport category airplanes that are approaching or have

exceeded their economic design goal. These incidents have jeopardized

the airworthiness of the affected airplanes. The requirements

of that AD are intended to prevent degradation of the structural

capability of the affected airplanes.

Since the issuance of that AD, the Direction Generale de l'Aviation

Civile (DGAC), which is the airworthiness authority for France, has

advised the FAA that additional structural inspections and

modifications have been identified that are necessary in order to

ensure the continuing structural integrity of the aging Model A300

fleet.

Explanation of Revised Service Information

Airbus has issued revisions of several of the service bulletins

that currently are referenced in AD 92-02-09 as sources of service

information. They are:

1. Airbus Service Bulletin A300-53-103, Revision 5, dated February

23, 1994, which describes procedures for repetitive visual inspections

to detect cracks or other discrepancies in the junction seat tracks and

dummy hinged seat tracks of the center section of the fuselage, and

repair, if necessary.

2. Airbus Service Bulletin A300-53-162, Revision 5, dated March 17,

1994, which describes procedures for repetitive detailed visual

external inspections to detect cracks of the left-and right-hand

doubler angles, cracks of Hi-Lok fasteners securing the doubler angle,

and cracks or stretching of the fastener heads; and various follow-on

actions, if necessary. (The follow-on actions include replacement of

the doubler angle; replacement of the fasteners; eddy current or

rotating probe inspections to detect cracks of the fasteners; eddy

current inspections to detect cracks or distortion of the attach holes;

opening the attach holes to oversize the diameter, installation of

certain fasteners; and eddy current inspections of the doubler angle

pick-up holes to detect cracks or distortion.)

3. Airbus Service Bulletin A300-53-196, Revision 1, dated November

12, 1990, as amended by Service Bulletin Change Notice 1.A., dated

February 4, 1991, which describes procedures for repetitive inspections

using various inspection techniques to detect cracks of certain

fastener holes, and repair, if necessary. (The inspections include

ultrasonic, rototest eddy current, and manual eddy current techniques.)

The actions described in the service bulletin are to be accomplished

following the accomplishment of those described in Airbus Service

Bulletin A300-53-194.

4. Airbus Service Bulletin A300-53-278, Revision 1, dated March 17,

1994, which describes procedures for repetitive eddy current

inspections to detect cracks of the lower radius of the aft window

frame at frame 10 in the flight compartment, and repair, if necessary.

5. Airbus Service Bulletin A300-54-045, Revision 6, dated February

25, 1994, which describes procedures for repetitive internal and

external visual inspections to detect cracks and looseness of the bolt/

nut assemblies between RIB8 and RIB18, and replacement of cracked or

loose bolt/nut assemblies with new parts.

6. Airbus Service Bulletin A300-54-060, Revision 3, dated February

25, 1994, which describes procedures for repetitive intensive visual

inspections to detect damage of the hinge fittings and the associated

fasteners of the fan reverser cowl, and replacement of damaged parts

with new parts.

7. Airbus Service Bulletin A300-54-063, Revision 2, dated February

25, 1994, which describes procedures for repetitive detailed visual

inspections to detect damage of the hinge fittings and the associated

fasteners of the fan reverser cowl, and replacement of damaged parts

with new parts.

8. Airbus Service Bulletin A300-54-066, Revision 2, dated February

25, 1994, which describes procedures for repetitive external visual

inspections to detect cracks and damage of the skin panel (on both the

outboard and inboard sides) around the first core cowl fitting at RIB6,

and various follow-on actions, if necessary. (The follow-on actions

include inspection of the bolts of the second core cowl fitting at

RIB9, reinforcement of the skin panel at RIB6, and replacement of

damaged parts.)

9. Airbus Service Bulletin A300-53-126, Revision 8, dated September

18, 1991, which describes procedures for reinforcing the strap and

longitudinal joint between frames 72 and 80. Revision 8 of the service

bulletin was issued to remove an inspection that was specified

previously for accomplishment prior to installing Modification 2525.

10. Airbus Service Bulletin A300-53-226, Revision 5, dated

September 7, 1991, which describes procedures for modifying the aft

pressure bulkhead of the fuselage to improve corrosion protection.

Revision 5 of the service bulletin was issued only to indicate that the

DGAC classified this service bulletin as mandatory.

Explanation of Other Pertinent Service Information

Since the issuance of AD 92-02-09, Airbus also has issued the

following service bulletins that are not referenced in AD 92-02-09, but

relate to modifications and inspections deemed necessary for the

continuing structural integrity of the fleet:

11. Airbus Service Bulletin A300-57-0194, Revision 2, including

Appendix 1, dated August 19, 1993, which describes procedures for

modification of the bottom boom at the stringer 8 runout plate on ribs

10 and 11 of the front spar of the wing. The modification involves

removing the termination plate on stringer 8 and the termination cleat

on rib 10 to stringer 8; machining off the integral rib foot at the

stringer at rib 10 and replacing it with a new cleat; reprofiling and

thinning down the end of stringer 8 at rib 10 in two stages; changing

the existing bolts to the next nominal size or oversizing in the cold-

expanded interference fit holes; and, if installed, replacing the

existing tack rivet with a bolt. Accomplishment of this service

bulletin further improves Modification 7811; this modification is

required currently by AD 92-02-09 (reference Airbus Service Bulletin

A300-57-165).

12. Airbus Service Bulletin A300-57-166, Revision 3, including

Appendix 1, dated July 12, 1993, which describes procedures for cold

expansion of certain spar holes on the front and center of the wings.

Accomplishment of these procedures will reduce the probability of

cracking in these areas of the wings.

13. Airbus Service Bulletin A300-57-0167, Revision 1, including

Appendix 1, dated May 25, 1993, which describes procedures for

modification of the bottom boom between ribs 6 and 7 and between ribs 8

and 9 of the front spar of the wings. The modification includes

removing the bolts on the bottom boom; drilling out holes to allow for

certain bolts to be fitted; inspecting the holes for cracks; cold

expanding the bolt holes; installing new bolts into the cold-expanded

holes; drilling, reaming, countersinking, and installing Taper-lok

bolts; repairing damage to the fuel tank sealant; and performing a fuel

leak test. Accomplishment of the modification will reduce the

probability of cracks in these areas of the wings.

14. Airbus Service Bulletin A300-57-0168, Revision 3, including

Appendix 1, dated November 22, 1993, which describes procedures for

modification of the bottom boom in certain areas between ribs 1 and 9

of the rear spar of the wings. The modification involves draining and

venting the fuel tanks in the wings; removing the existing bolts from

the affected area; and either cold expanding the holes for transition

fit bolts, or drilling, reaming, and countersinking for Taper-lok

bolts. Accomplishment of the modification will reduce the probability

of cracks in these areas of the wings.

15. Airbus Service Bulletin A300-57-0180, Revision 1, dated March

29, 1993,

which describes procedures for cold working the sealing angles of the

center spar outboard of rib 8 adjacent to the pylon attachment fitting.

These procedures include draining and venting the fuel tanks in the

wings; removing any skin attachment bolts that obstruct access to the

bolts in the vertical flange of the sealing angle; removing nine bolts

from the vertical flange of the sealing angle and remachining the spot

faces; cold expanding the nine bolt holes in the vertical flange;

installing oversize bolts in the vertical flange; installing new

oversize bolts at the skin attachment positions, if necessary; and

repairing the damage to the fuel tank sealant. Accomplishment of these

procedures will lower the probability of a reduction in the flight

loading residual strength of the structure below the acceptable level

due to cracking in the vertical web of a sealing angle in the center

spar. -

16. Airbus Service Bulletin A300-57-0185, Revision 1, including

Appendix 1, dated March 8, 1993, which describes procedures for

replacing the attachment bolts on the bottom skin of the front spar of

the wings between ribs 1 and 6. Accomplishment of the replacement

involves removing the existing bolts between ribs 1 and 6; cold

expanding the holes; and installing certain new bolts. Accomplishment

of this replacement will improve the fatigue life of the bottom boom on

the front spar of the wing. -

17. Airbus Service Bulletin A300-54-0084, dated April 21, 1994,

which describes procedures for repetitive ultrasonic inspections to

detect sheared rivets on the outer side lateral panels between ribs 12

and 18 of the pylon, and replacement of sheared rivets with new rivets.

The DGAC classified these service bulletins as mandatory and issued

French airworthiness directives 90-222-116(B)R2, dated July 6, 1994,

and 93-154-149(B), dated September 15, 1993, in order to assure the

continued airworthiness of these airplanes in France.

Explanation of the Provisions of the Proposed AD

This airplane model is manufactured in France and is type

certificated for operation in the United States under the provisions of

section 21.29 of the Federal Aviation Regulations (14 CFR 21.29) and

the applicable bilateral airworthiness agreement. Pursuant to this

bilateral airworthiness agreement, the DGAC has kept the FAA informed

of the situation described above. The FAA has examined the findings of

the DGAC, reviewed all available information, and determined that AD

action is necessary for products of this type design that are

certificated for operation in the United States.

Since an unsafe condition has been identified that is likely to

exist or develop on other airplanes of the same type design registered

in the United States, the proposed AD would supersede AD 92-02-09. It

would continue to require the structural inspections and modifications

specified in AD 92-02-09, and would require other additional structural

inspections and modifications, as well. The new proposed actions would

be required to be accomplished in accordance with the service bulletins

described previously.

Economic Impact

The FAA estimates that 4 airplanes of U.S. registry would be

affected by this proposed AD.

The recurring inspections, which were required by AD 92-02-09 and

continue to be required by this proposed AD, take approximately 196

work hours per airplane to accomplish, at an average labor rate of $60

per work hour. The cost for required parts is $2,000. Based on these

figures, the cost impact of these recurring inspections on U.S.

operators is estimated to be $13,760 per airplane, or $55,040 for the

affected U.S. fleet.

The recurring inspection procedures that are added by this new AD

action would require approximately 196 additional work hours per

airplane to accomplish, at an average labor rate of $60 per work hour.

The cost for required parts is $2,000. Based on these figures, the

added recurring inspection cost impact of this proposed AD on U.S.

operators is estimated to be $13,760 per airplane, or $55,040 for the

affected U.S. fleet.

The modifications required by AD 92-02-09, which continue to be

required by this proposed AD, take approximately 316 work hours per

airplane to accomplish, at an average labor rate of $60 per work hour.

The cost for required parts is $72,000. Based on these figures, the

cost of this modification on U.S. operators is estimated to be $90,960

per airplane, or $363,840 for the affected U.S. fleet.

The modifications that are added by this proposed AD action would

require approximately 1,599 additional work hours per airplane to

accomplish, at an average labor rate of $60 per work hour. The cost for

required parts is $145,000. Based on these figures, the added

modification cost impact of this proposed AD on U.S. operators is

estimated to be $240,940 per airplane, or $963,760 for the affected

U.S. fleet.

Based on the figures discussed above, the cost impact of all of the

requirements of this proposed AD is estimated to be $418,880 for the

recurring inspections and modifications required by AD 92-02-09, plus

$1,018,800 for the additional inspections and modifications required by

this proposed AD. These cost impact figures assume that no operator has

yet accomplished any of the requirements of this proposed AD. However,

it can be reasonably assumed that the majority of affected operators

have already initiated the inspections and modifications required by AD

92-02-09, and many may have already initiated the additional

inspections and modifications that are proposed by this new AD action.

The FAA recognizes that the obligation to maintain aircraft in an

airworthy condition is vital, but sometimes expensive. Because AD's

require specific actions to address specific unsafe conditions, they

appear to impose costs that would not otherwise be borne by operators.

However, because of the general obligation of operators to maintain

aircraft in an airworthy condition, this appearance is deceptive.

Attributing those costs solely to the issuance of this AD is

unrealistic because, in the interest of maintaining safe aircraft,

prudent operators would accomplish the required actions even if they

were not required to do so by the AD.

A full cost-benefit analysis has not been accomplished for this

proposed AD. As a matter of law, in order to be airworthy, an aircraft

must conform to its type design and be in a condition for safe

operation. The type design is approved only after the FAA makes a

determination that it complies with all applicable airworthiness

requirements. In adopting and maintaining those requirements, the FAA

has already made the determination that they establish a level of

safety that is cost-beneficial. When the FAA, as in this proposed AD,

makes a finding of an unsafe condition, this means that the original

cost-beneficial level of safety is no longer being achieved and that

the proposed actions are necessary to restore that level of safety.

Because this level of safety has already been determined to be cost-

beneficial, a full cost-benefit analysis for this proposed AD would be

redundant and unnecessary.

Regulatory Impact -

The regulations proposed herein would not have substantial direct

effects on the States, on the relationship between the national

government and

the States, or on the distribution of power and responsibilities among

the various levels of government. Therefore, in accordance with

Executive Order 12612, it is determined that this proposal would not

have sufficient federalism implications to warrant the preparation of a

Federalism Assessment. -

For the reasons discussed above, I certify that this proposed

regulation (1) is not a ``significant regulatory action'' under

Executive Order 12866; (2) is not a ``significant rule'' under the DOT

Regulatory Policies and Procedures (44 FR 11034, February 26, 1979);

and (3) if promulgated, will not have a significant economic impact,

positive or negative, on a substantial number of small entities under

the criteria of the Regulatory Flexibility Act. A copy of the draft

regulatory evaluation prepared for this action is contained in the

Rules Docket. A copy of it may be obtained by contacting the Rules

Docket at the location provided under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39 -

Air transportation, Aircraft, Aviation safety, Safety.

The Proposed Amendment

Accordingly, pursuant to the authority delegated to me by the

Administrator, the Federal Aviation Administration proposes to amend

part 39 of the Federal Aviation Regulations (14 CFR part 39) as

follows:

PART 39--AIRWORTHINESS DIRECTIVES -

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

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

Sec. 39.13 [Amended]

2. Section 39.13 is amended by removing amendment 39-8145 (57 FR

8257, March 9, 1992), and by adding a new airworthiness directive (AD),

to read as follows:

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

Amendment 39-8145.

Applicability: All Model A300 series airplanes, excluding Model

A300 B4-600 series airplanes, certificated in any category.

Note 1: This AD applies to each airplane identified in the

preceding applicability provision, regardless of whether it has been

otherwise modified, altered, or repaired in the area subject to the

requirements of this AD. For airplanes that have been modified,

altered, or repaired so that the performance of the requirements of

this AD is affected, the owner/operator must use the authority

provided in paragraph (d) of this AD to request approval from the

FAA. This approval may address either no action, if the current

configuration eliminates the unsafe condition; or different actions

necessary to address the unsafe condition described in this AD. Such

a request should include an assessment of the effect of the changed

configuration on the unsafe condition addressed by this AD. In no

case does the presence of any modification, alteration, or repair

remove any airplane from the applicability of this AD.

Compliance: Required as indicated, unless accomplished

previously. -

To prevent degradation of the structural capability of the

airplane, accomplish the following: -

(a) Accomplish the inspections and modifications contained in

the Airbus service bulletins listed below prior to or at the

thresholds identified in each of those service bulletins, or within

1,000 landings or 12 months after April 13, 1992 (the effective date

of AD 92-02-09, amendment 39-8145), whichever occurs later. Required

inspections shall be repeated thereafter at intervals not to exceed

those specified in the corresponding service bulletin for the

inspection. After the effective date of this AD, the actions shall

only be accomplished in accordance with the latest revision of the

service bulletins specified. -

(1) Airbus Service Bulletin A300-53-103, Revision 4, dated June

30, 1983; or Revision 5, dated February 23, 1994; -

(2) Airbus Service Bulletin A300-53-126, Revision 7, dated

November 11, 1990; or Revision 8, dated September 18, 1991; -

(3) Airbus Service Bulletin A300-53-146, Revision 7, dated April

26, 1991;

Note 2: Airbus Service Bulletin A300-53-146 provides for a

compliance threshold of within 5 years after the date of issuance of

French airworthiness directive 90-222-116(B), issued on December 12,

1990, the accomplishment of which is required by AD 85-07-09,

amendment 39-5033.

(4) Airbus Service Bulletin A300-53-162, Revision 4, dated

November 12, 1990; or Revision 5, dated March 17, 1994; -

(5) Airbus Service Bulletin A300-53-196, Revision 1, dated

November 12, 1990; or Revision 2, dated November 12, 1990, as

amended by Service Bulletin Change Notice 1.A., dated February 4,

1991;

Note 3: Airbus Service Bulletin A300-53-196 provides for a

compliance threshold of within 6,000 landings after accomplishment

of Airbus Service Bulletin A300-53-194, accomplishment of which is

required by AD 87-04-12, amendment 39-5536.

(6) Airbus Service Bulletin A300-53-225, Revision 2, dated May

30, 1990; -

(7) Airbus Service Bulletin A300-53-226, Revision 4, dated

November 12, 1990; or Revision 5, dated September 7, 1991;

Note 4: Airbus Service Bulletin A300-53-226 provides for a

compliance threshold of within 5 years after the issuance of French

airworthiness directive 90-222-116(B), issued on December 12, 1990;

but not later than 20 years after first delivery; the accomplishment

of which is required by AD 90-03-08, amendment 39-6481.

(8) Airbus Service Bulletin A300-53-278, dated November 12,

1990; or Revision 1, dated March 17, 1994; -

(9) Airbus Service Bulletin A300-54-045, Revision 4, dated

January 31, 1990; or Revision 6, dated February 25, 1994; -

(10) Airbus Service Bulletin A300-54-060, Revision 2, dated

September 7, 1988, and Change Notice 2.A., dated February 13, 1990;

or Revision 3, dated February 25, 1994;

(11) Airbus Service Bulletin A300-54-063, Revision 1, dated

April 22, 1987, and Change Notice 1.A., dated February 13, 1990; or

Revision 2, dated February 25, 1994; and

(12) Airbus Service Bulletin A300-54-066, Revision 1, dated

February 15, 1989, and Change Notice 1.A., dated February 13, 1990;

or Revision 2, dated February 25, 1994.

(b) Accomplish the inspections and modifications contained in

the Airbus service bulletins listed below prior to or at the

thresholds identified in each of those service bulletins, or within

1,000 landings or 12 months after the effective date of this AD,

whichever occurs later. Required inspections shall be repeated

thereafter at intervals not to exceed those specified in the

corresponding service bulletin for the inspection.

(1) Airbus Service Bulletin A300-57-0194, Revision 2, including

Appendix 1, dated August 19, 1993;

Note 5: Airbus Service Bulletin A300-57-0194 provides for a

compliance threshold of prior to the accumulation of 36,000 landings

for Model A300 B2 series airplanes on which the modification

described in Airbus Service Bulletin A300-57-165 has not been

accomplished and for Model A300 B2 series airplanes on which that

modification has been accomplished prior to the accumulation of

24,000 landings on the airplane. Airbus Service Bulletin A300-57-

0194 also provides for a compliance threshold of prior to the

accumulation of 12,000 landings after the accomplishment of Airbus

Service Bulletin A300-57-165 (for Model A300 B2 series airplanes on

which the modification described in Airbus Service Bulletin A300-57-

165 has been accomplished on or after the accumulation of 24,000

landings on the airplane).

(2) Airbus Service Bulletin A300-57-166, Revision 3, including

Appendix 1, dated July 12, 1993;

(3) Airbus Service Bulletin A300-57-0167, Revision 1, including

Appendix 1, dated May 25, 1993;

(4) Airbus Service Bulletin A300-57-0168, Revision 3, including

Appendix 1, dated November 22, 1993;

(5) Airbus Service Bulletin A300-57-0180, Revision 1, dated

March 29, 1993;

(6) Airbus Service Bulletin A300-57-0185, Revision 1, including

Appendix 1, dated March 8, 1993; and

Note 6: The Airbus service bulletins specified in paragraphs

(b)(2), (b)(3), (b)(4), (b)(5), and (b)(6) of this AD provide for a

compliance threshold of prior to the accumulation of 36,000 landings

(for Model A300 B2 series airplanes); 30,000 landings (for Model

A300 B4-100 series airplanes); and 25,000 landings (for Model A300

B4-200 series airplanes) after the effective date of French

airworthiness directive 93-154-149(B), issued on September 15, 1993.

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

(c) If any discrepant condition identified in any service

bulletin referenced in this AD is found during any inspection

required by this AD, prior to further flight, accomplish the

corresponding corrective action specified in the service bulletin.

(d) An alternative method of compliance or adjustment of the

compliance time that provides an acceptable level of safety may be

used if approved by the Manager, Standardization Branch, ANM-113,

FAA, Transport Airplane Directorate. Operators shall submit their

requests through an appropriate FAA Principal Maintenance Inspector,

who may add comments and then send it to the Manager,

Standardization Branch, ANM-113.

Note 7: Information concerning the existence of approved

alternative methods of compliance with this AD, if any, may be

obtained from the Standardization Branch, ANM-113.

(e) Special flight permits may be issued in accordance with

sections 21.197 and 21.199 of the Federal Aviation Regulations (14

CFR 21.197 and 21.199) to operate the airplane to a location where

the requirements of this AD can be accomplished.

Issued in Renton, Washington, on January 12, 1996.

Darrell M. Pederson,

Acting Manager, Transport Airplane Directorate, Aircraft Certification

Service.

[FR Doc. 96-590 Filed 1-19-96; 8:45 am]

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