Federal Register / Vol. 81, No. 166 / Friday, August 26, 2016 / Rules and Regulations 58823 

pylon wiring bracket. We are issuing this AD 

to detect and correct cracking in the engine 

pylon wiring bracket. Such cracking could 

result in damage to adjacent power feeders, 

subsequent electrical arcing in a flammable 

leakage zone, and consequent uncontrollable 

fire. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) One-Time Inspection and Corrective 

Actions 

Within 88 months after the effective date 

of this AD: Do a one-time general visual 

inspection of the engine pylon wiring bracket 

on the left wing for the presence of an 

existing corner relief fillet, in accordance 

with Part 1 of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

B787–81205–SB570012–00, Issue 001, dated 

March 14, 2013. Within 88 months after the 

effective date of this AD, do all applicable 

corrective actions specified in paragraph 

(g)(1) or (g)(2) of this AD. 

(1) For airplanes on which the engine 

pylon wiring bracket has a corner relief fillet, 

re-identify the part number of the engine 

pylon wiring bracket, in accordance with Part 

2 of the Accomplishment Instructions of 

Boeing Alert Service Bulletin B787–81205– 

SB570012–00, Issue 001, dated March 14, 

2013. 

(2) For airplanes on which the engine 

pylon wiring bracket does not have a corner 

relief fillet, replace the engine pylon wiring 

bracket with a new bracket, in accordance 

with Part 3 of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

B787–81205–SB570012–00, Issue 001, dated 

March 14, 2013. 

(h) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in 

paragraph (i) of this AD. Information may be 

emailed to: 9-ANM-Seattle-ACO-AMOCRequests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(i) Related Information 

For more information about this AD, 

contact Fnu Winarto, Aerospace Engineer, 

Systems and Equipment Branch, ANM–130S, 

FAA, Seattle ACO, 1601 Lind Avenue SW., 

Renton, WA 98057–3356; phone: 425–917– 

6659; fax: 425–917–6590; email: 

fnu.winarto@faa.gov. 

(j) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Boeing Alert Service Bulletin B787– 

81205–SB570012–00, Issue 001, dated March 

14, 2013. 

(ii) Reserved. 

(3) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, WA 98124–2207; telephone 206– 

544–5000, extension 1; fax 206–766–5680; 

Internet https://www.myboeingfleet.com. 

(4) You may view this referenced service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., Renton, 

WA. For information on the availability of 

this material at the FAA, call 425–227–1221. 

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http://

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Renton, Washington, on August 

16, 2016. 

Dorr M. Anderson, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–20374 Filed 8–25–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2016–3696; Directorate 

Identifier 2015–NM–113–AD; Amendment 

39–18625; AD 2016–17–12] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

Airbus Model A318 and A319 series 

airplanes, Model A320–211, –212, –214, 

–231, –232, and –233 airplanes, and 

Model A321 series airplanes. This AD 

was prompted by a report of a partial 

loss of the no-back brake (NBB) 

efficiency during endurance 

qualification tests on the trimmable 

horizontal stabilizer actuator (THSA). 

This AD requires inspecting certain 

THSAs to determine the number of total 

flight cycles the THSA has accumulated, 

and replacing the THSA if necessary. 

We are issuing this AD to prevent 

premature wear of the carbon friction 

disks on the NBB of the THSA, which 

could lead to reduced braking efficiency 

in certain load conditions, and, in 

conjunction with the inability of the 

power gear train to keep the ball screw 

in its last commanded position, could 

result in uncommanded movements of 

the trimmable horizontal stabilizer and 

loss of control of the airplane. 

DATES: This AD is effective September 

30, 2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of September 30, 2016. 

ADDRESSES: For service information 

identified in this final rule, contact 

Airbus, Airworthiness Office—EIAS, 1 

Rond Point Maurice Bellonte, 31707 

Blagnac Cedex, France; telephone +33 5 

61 93 36 96; fax +33 5 61 93 44 51; email 

account.airworth-eas@airbus.com; 

Internet http://www.airbus.com. You 

may view this referenced service 

information at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue 

SW., Renton, WA. For information on 

the availability of this material at the 

FAA, call 425–227–1221. It is also 

available on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2016– 

3696. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2016– 

3696; or in person at the Docket 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Office (telephone 800–647– 

5527) is Docket Management Facility, 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue SE., 

Washington, DC 20590. 


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FOR FURTHER INFORMATION CONTACT: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone 425–227–1405; 

fax 425–227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to all Airbus Model A318 and 

A319 series airplanes, Model A320–211, 

–212, –214, –231, –232, and –233 

airplanes, and Model A321 series 

airplanes. The NPRM published in the 

Federal Register on February 17, 2016 

(81 FR 8023) (‘‘the NPRM’’). 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Union, has issued EASA Airworthiness 

Directive 2015–0080, dated May 7, 2015 

(referred to after this as the Mandatory 

Continuing Airworthiness Information, 

or ‘‘the MCAI’’), to correct an unsafe 

condition for all Airbus Model A318 

and A319 series airplanes, Model A320– 

211, –212, –214, –231, –232, and –233 

airplanes, and Model A321 series 

airplanes. The MCAI states: 

During endurance qualification tests on 

A380 Trimmable Horizontal Stabilizer 

Actuator (THSA), a partial loss of the no-back 

brake (NBB) efficiency was experienced. 

Investigation results concluded that this 

particular malfunction was due to an ageing/ 

endurance issue of the surfaces of the NBB 

carbon friction disks, leading to a partial loss 

of braking efficiency in some specific 

aerodynamic load conditions. 

Due to design similarity on A320 family 

fleet, the same tests were initiated by the 

THSA manufacturer on certain SA [singleaisle] type THSA, sampled from the field. 

Subject tests confirmed that THSA Part 

Number (P/N) 47145 series, as installed on 

A320 family aeroplanes, are also affected by 

this partial loss of NBB efficiency. 

This condition, if not detected and 

corrected, and in conjunction with the power 

gear train not able to keep the ball screw in 

its last commanded position, could lead to an 

uncommanded movement of the THS, 

possibly resulting in loss of control of the 

aeroplane. 

For the reasons described above, this 

[EASA] AD requires [inspecting certain 

THSAs to determine the number of total 

flight cycles the THSA has accumulated and 

replacing THSAs having certain total flight 

cycles] . . . . 

You may examine the MCAI in the 

AD docket on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2016– 

3696. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the NPRM and the FAA’s 

response to each comment. 

Request To Refer to the Latest Service 

Information 

Airbus requested that we refer to the 

latest service information: Airbus 

Service Bulletin A320–27–1242, 

Revision 01, dated February 4, 2016 (we 

referred to Airbus Service Bulletin 

A320–27–1242, dated February 9, 2015, 

as the appropriate source of service 

information for accomplishing the 

replacement specified in the NPRM). 

Airbus also requested that we provide 

credit for previous actions done per 

Airbus Service Bulletin A320–27–1242, 

dated February 9, 2015. 

We agree with the request to refer to 

the latest service information. Airbus 

Service Bulletin A320–27–1242, 

Revision 01, dated February 4, 2016, 

includes updated information and 

specifies that no additional work is 

necessary for airplanes modified by the 

previous issue. We have revised 

paragraphs (h)(1) and (h)(2) of this AD 

to refer to Airbus Service Bulletin 

A320–27–1242, Revision 01, dated 

February 4, 2016. We have also added 

new paragraph (k) to this AD (and 

redesignated subsequent paragraphs 

accordingly) to provide credit for 

actions done as specified in Airbus 

Service Bulletin A320–27–1242, dated 

February 9, 2015. 

Request To Extend the Compliance 

Times 

United Airlines (UAL) requested that 

we extend the compliance times 

proposed in the NPRM. UAL stated that 

U.S. operators receive less time to 

prepare and plan compared to their 

counterparts in Europe who follow 

EASA AD 2015–0080, dated May 7, 

2015. UAL noted that the large amount 

of THSAs that need to be replaced will 

cause cancellations, spare shortages, 

and interruptions to its operation. UAL 

recommended a later compliance time 

than proposed in paragraph (g)(2) of the 

proposed AD. 

We disagree with the request to 

extend the compliance time. UAL did 

not provide data to substantiate that an 

extension to the compliance time will 

provide an acceptable level of safety. 

We determine AD compliance times 

primarily on our assessment of the 

safety risk. Some safety issues are more 

time-sensitive than others, so we 

consider the overall risk to the fleet, 

including the severity of the failure and 

the likelihood of the failure’s 

occurrence. 

We and our colleagues in the foreign 

civil airworthiness authorities (in this 

case, EASA) work closely with 

manufacturers to ensure that all 

appropriate actions are taken at 

appropriate times to mitigate risks to the 

fleet and address identified unsafe 

conditions. In addition, U.S. operators 

have the same opportunity as their 

European counterparts to prepare and 

plan by reviewing and providing 

comments to EASA’s proposed 

airworthiness directives (PADs). An 

EASA PAD is a rulemaking document 

similar to the FAA’s NPRM. In most 

cases, the FAA follows the intent of the 

AD issued by the state of design; 

therefore, we encourage U.S. operators 

to provide feedback to EASA PADs, 

which are accessible at the following 

link: http://ad.easa.europa.eu. 

For this AD, we determined that 

accomplishing the replacements before 

specific dates, as stated in the MCAI, are 

necessary in order to address the 

identified unsafe condition in a timely 

manner. Therefore, we have not 

changed this AD in this regard. 

However, under the provisions of 

paragraph (l)(1) of this AD, we may 

approve requests for adjustments to the 

compliance time if data are submitted to 

substantiate that such an adjustment 

would provide an acceptable level of 

safety. 

Request To Remove Replacement 

Requirement 

UAL requested that we remove the 

replacement requirement specified by 

paragraph (h)(2) of the proposed AD. 

UAL stated that the requirements in 

paragraphs (h)(1) and (h)(2) of the 

proposed AD are contradictory. UAL 

noted that operators will not be able to 

predict the future number of flight 

cycles. UAL stated, as an example, that 

a THSA having accumulated 38,000 

total flight cycles on the effective date 

would be out of compliance with 

paragraph (h)(2) of the proposed AD 

when the AD becomes effective, since 

the THSA has exceeded 36,000 total 

flight cycles. 

We disagree with the request to 

remove paragraph (h)(2) of this AD. 

However, we do find it necessary to 

clarify the requirements. After 

accomplishing each inspection required 

by paragraph (g) of this AD, operators 

must comply with paragraph (h)(1) of 

this AD, which mandates the first 

requirement for THSA replacement after 

each inspection of the THSAs if any part 

number 47145–(XXX) is found and the 

THSA has exceeded the corresponding 

flight-cycle limits specified in 


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paragraphs (g)(1) through (g)(5) of this 

AD. 

Paragraph (h)(2) of this AD establishes 

the life limit of the THSA as of each date 

specified in paragraphs (g)(1) through 

(g)(5) of this AD and mandates 

replacement before the corresponding 

flight-cycle limit. The flight-cycle limit 

varies on each date specified in 

paragraphs (g)(1) through (g)(5) of this 

AD. Paragraphs (h)(1) and (h)(2) of this 

AD are separate requirements that do 

not conflict. 

For example, if the THSA has 

accumulated 38,000 total flight cycles as 

of the effective date of this AD, then 

paragraph (h)(1) of this AD does not 

require replacement immediately (on 

the effective date of this AD) since the 

THSA has fewer than 40,000 total flight 

cycles (which is the flight-cycle limit 

specified in paragraph (g)(1) of this AD). 

That THSA would be subject to the 

compliance time of paragraph (h)(2) of 

this AD, which requires that, as of the 

effective date of this AD, the THSA 

must be replaced before exceeding 

40,000 total flight cycles until the next 

inspection is done before December 31, 

2016. The new flight-cycle limit as of 

that date is 36,000 total flight cycles 

(which is the flight-cycle limit specified 

in paragraph (g)(2) of this AD). 

Each U.S. operator has unique fleet 

utilization data that can assist in 

predicting the number of flight cycles 

accumulated on the THSA and therefore 

can estimate when a THSA must be 

replaced. However, under the 

provisions of paragraph (l)(1) of this AD, 

we may approve requests for 

adjustments to the compliance time for 

replacing the THSA if data are 

submitted to substantiate that such an 

adjustment would provide an acceptable 

level of safety. We have not changed 

this AD in this regard. 

Change to Paragraph (j) of This AD 

We made minor changes to the 

language in paragraph (j) of this AD to 

clarify the parts installation limitation. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this AD 

with the changes described previously 

and minor editorial changes. We have 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM. 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Related Service Information Under 

1 CFR Part 51 

We reviewed Airbus Service Bulletin 

A320–27–1242, Revision 01, dated 

February 4, 2016. The service 

information describes procedures for 

replacing the THSA with a serviceable 

THSA. This service information is 

reasonably available because the 

interested parties have access to it 

through their normal course of business 

or by the means identified in the 

ADDRESSES section. 

Costs of Compliance 

We estimate that this AD affects 959 

airplanes of U.S. registry. 

We also estimate that it would take 

about 1 work-hour per product to 

comply with the basic requirements of 

this AD. The average labor rate is $85 

per work-hour. Based on these figures, 

we estimate the cost of this AD on U.S. 

operators to be $81,515, or $85 per 

product. 

In addition, we estimate that any 

necessary follow-on actions would take 

about 21 work-hours and require parts 

costing $26,500, for a cost of $28,285 

per product. We have no way of 

determining the number of aircraft that 

might need this action. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this AD will not 

have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect 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. 

For the reasons discussed above, I 

certify that this AD: 

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); 

3. Will not affect intrastate aviation in 

Alaska; and 

4. 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. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 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), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2016–17–12 Airbus: Amendment 39–18625; 

Docket No. FAA–2016–3696; Directorate 

Identifier 2015–NM–113–AD. 

(a) Effective Date 

This AD is effective September 30, 2016. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Airbus airplanes, 

certificated in any category, identified in 

paragraphs (c)(1), (c)(2), (c)(3), and (c)(4) of 

this AD, all manufacturer serial numbers. 

(1) Model A318–111, –112, –121, and –122 

airplanes. 

(2) Model A319–111, –112, –113, –114, 

–115, –131, –132, and –133 airplanes. 

(3) Model A320–211, –212, –214, –231, 

–232, and –233 airplanes. 

(4) Model A321–111, –112, –131, –211, 

–212, –213, –231, and –232 airplanes. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 27, Flight Controls. 

(e) Reason 

This AD was prompted by a report of a 

partial loss of the no-back brake (NBB) 

efficiency during endurance qualification 

tests on the trimmable horizontal stabilizer 


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58826 Federal Register / Vol. 81, No. 166 / Friday, August 26, 2016 / Rules and Regulations 

actuator (THSA). We are issuing this AD to 

prevent premature wear of the carbon friction 

disks on the NBB of the THSA, which could 

lead to reduced braking efficiency in certain 

load conditions, and, in conjunction with the 

inability of the power gear train to keep the 

ball screw in its last commanded position, 

could result in uncommanded movements of 

the trimmable horizontal stabilizer and loss 

of control of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspection To Determine THSA Part 

Number and Accumulated Total Flight 

Cycles 

No later than each date specified in 

paragraphs (g)(1) through (g)(5) of this AD: 

Inspect the THSA to determine if it has a part 

number (P/N) 47145–(XXX), and, if any 

THSA P/N 47145–(XXX) is found, determine 

the total number of flight cycles accumulated 

since the THSA’s first installation on an 

airplane, or since the most recent NBB 

replacement, whichever is later. A review of 

airplane delivery or maintenance records is 

acceptable in lieu of this inspection if the 

part number of the THSA can be conclusively 

determined from that review. In case 

maintenance records concerning the most 

recent NBB disk replacement are unavailable 

or incomplete, the total flight cycles 

accumulated since first installation of the 

THSA on an airplane apply. 

(1) As of the effective date of this AD: The 

THSA flight-cycle limit (since first 

installation on an airplane, or since the most 

recent NBB replacement, whichever is later) 

is 40,000 total flight cycles. 

(2) As of December 31, 2016: The THSA 

flight-cycle limit (since first installation on 

an airplane, or since the most recent NBB 

replacement, whichever is later) is 36,000 

total flight cycles. 

(3) As of December 31, 2017: The THSA 

flight-cycle limit (since first installation on 

an airplane, or since the most recent NBB 

replacement, whichever is later) is 33,600 

total flight cycles. 

(4) As of December 31, 2018: The THSA 

flight-cycle limit (since first installation on 

an airplane, or since the most recent NBB 

replacement, whichever is later) is 31,600 

total flight cycles. 

(5) As of December 31, 2019: The THSA 

flight-cycle limit (since first installation on 

an airplane, or since the most recent NBB 

replacement, whichever is later) is 30,000 

total flight cycles. 

(h) Replacements 

For airplanes with any THSA P/N 47145– 

(XXX): Do the replacements required by 

paragraphs (h)(1) and (h)(2) of this AD. 

(1) No later than each date specified in 

paragraphs (g)(1) through (g)(5) of this AD, 

replace all THSA that have reached or 

exceeded on each date the corresponding 

number of flight cycles specified in 

paragraphs (g)(1) through (g)(5) of this AD. 

Do the replacement in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–27–1242, Revision 01, 

dated February 4, 2016. Affected THSAs 

must be replaced with serviceable THSAs. 

(2) As of each date specified in paragraphs 

(g)(1) through (g)(5) of this AD, and before 

exceeding the flight cycle limit 

corresponding to each date, as applicable: 

Replace each THSA with a serviceable 

THSA, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–27–1242, Revision 01, 

dated February 4, 2016. 

(i) Definition of Serviceable THSA 

For the purposes of this AD: A serviceable 

THSA is a THSA that has not exceeded the 

applicable flight-cycle limits, as specified 

paragraphs (g)(1) through (g)(5) of this AD, 

since first installation of the THSA on an 

airplane or since last NBB replacement, 

whichever is later. 

Note 1 to paragraph (i) of this AD: 

Guidance for NBB disc replacement can be 

found in UTC Aerospace Systems Service 

Bulletin 47145–27–17, Revision 1, dated July 

21, 2015. 

(j) Parts Installation Limitation 

As of each date specified in paragraphs 

(g)(1) through (g)(5) of this AD, as applicable, 

only installation of a serviceable THSA P/N 

47145–(XXX) is allowed on an airplane. 

(k) Credit for Previous Actions 

This paragraph provides credit for actions 

required by paragraph (h) of this AD, if those 

actions were performed before the effective 

date of this AD using Airbus Service Bulletin 

A320–27–1242, dated February 9, 2015. 

(l) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

In accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the International Branch, send it to ATTN: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

telephone 425–227–1405; fax 425–227–1149. 

Information may be emailed to: 9-ANM-116- 

AMOC-REQUESTS@faa.gov. Before using 

any approved AMOC, notify your appropriate 

principal inspector, or lacking a principal 

inspector, the manager of the local flight 

standards district office/certificate holding 

district office. The AMOC approval letter 

must specifically reference this AD. 

(2) Contacting the Manufacturer: For any 

requirement in this AD to obtain corrective 

actions from a manufacturer, the action must 

be accomplished using a method approved 

by the Manager, International Branch, ANM– 

116, Transport Airplane Directorate, FAA; or 

the European Aviation Safety Agency 

(EASA); or Airbus’s EASA Design 

Organization Approval (DOA). If approved by 

the DOA, the approval must include the 

DOA-authorized signature. 

(3) Required for Compliance (RC): If any 

service information contains procedures or 

tests that are identified as RC, those 

procedures and tests must be done to comply 

with this AD; any procedures or tests that are 

not identified as RC are recommended. Those 

procedures and tests that are not identified 

as RC may be deviated from using accepted 

methods in accordance with the operator’s 

maintenance or inspection program without 

obtaining approval of an AMOC, provided 

the procedures and tests identified as RC can 

be done and the airplane can be put back in 

an airworthy condition. Any substitutions or 

changes to procedures or tests identified as 

RC require approval of an AMOC. 

(m) Special Flight Permits 

Special flight permits, as described in 

Section 21.197 and Section 21.199 of the 

Federal Aviation Regulations (14 CFR 21.197 

and 21.199), are not allowed. 

(n) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA 

Airworthiness Directive 2015–0080, dated 

May 7, 2015, for related information. This 

MCAI may be found in the AD docket on the 

Internet at http://www.regulations.gov by 

searching for and locating Docket No. FAA– 

2016–3696. 

(2) Service information identified in this 

AD that is not incorporated by reference is 

available at the addresses specified in 

paragraphs (o)(3) and (o)(4) of this AD. 

(o) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless this AD specifies otherwise. 

(i) Airbus Service Bulletin A320–27–1242, 

Revision 01, dated February 4, 2016. 

(ii) Reserved. 

(3) For service information identified in 

this AD, contact Airbus, Airworthiness 

Office—EIAS, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

telephone +33 5 61 93 36 96; fax +33 5 61 

93 44 51; email account.airworth-eas@

airbus.com; Internet http://www.airbus.com. 

(4) You may view this service information 

at the FAA, Transport Airplane Directorate, 

1601 Lind Avenue SW., Renton, WA. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http://

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Renton, Washington, on August 

18, 2016. 

Dorr M. Anderson, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–20381 Filed 8–25–16; 8:45 am] 

BILLING CODE 4910–13–P 


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