27074 Federal Register / Vol. 80, No. 91 / Tuesday, May 12, 2015 / Rules and Regulations 

(a) Effective Date 

This airworthiness directive (AD) becomes 

effective June 16, 2015. 

(b) Affected ADs 

This AD supersedes AD 2014–26–04, 

Amendment 39–18055 (80 FR 155, January 5, 

2015) (‘‘AD 2014–26–04’’). 

(c) Applicability 

This AD applies to GROB–WERKE Model 

G115EG airplanes, all serial numbers through 

82323/E, and Model G120A airplanes, all 

serial numbers through 85063, certificated in 

any category. 

(d) Subject 

Air Transport Association of America 

(ATA) Code 80: Starting. 

(e) Reason 

This AD was prompted by mandatory 

continuing airworthiness information (MCAI) 

originated by an aviation authority of another 

country to identify and correct an unsafe 

condition on an aviation product. The MCAI 

describes the unsafe condition as a defective 

starter solenoid. We are issuing this AD to 

detect and correct defective starter solenoids, 

which could cause an internal short circuit 

and could result in reduced control. We are 

superseding AD 2014–26–04, Amendment 

39–18055 (80 FR 155, January 5, 2015), 

requiring installation of a starter relay that 

will prevent loss of electrical power in case 

of electrical shortage in the starter solenoid. 

(f) Actions and Compliance 

Unless already done, do the actions in 

paragraphs (f)(1) through (f)(3) of this AD: 

(1) Within the next 30 days after February 

9, 2015 (the effective date retained from AD 

2014–26–04), inspect the starter following 

Part A of the Accomplishment Instructions in 

GROB Aircraft Service Bulletin No. 

MSB1078–196, dated July 14, 2014; GROB 

Aircraft Service Bulletin No. MSB1078–196/ 

1, dated December 1, 2014; GROB Aircraft 

Service Bulletin No. MSB1121–144, dated 

July 14, 2014; or GROB Aircraft Service 

Bulletin No. MSB1121–144/3, dated February 

20, 2015, as applicable. 

(2) If any damage is found on the starter 

during the inspection required in paragraph 

(f)(1) of this AD, before further flight, replace 

the starter with a serviceable part. Do the 

replacement following Part A of the 

Accomplishment Instructions in GROB 

Aircraft Service Bulletin No. MSB1078–196, 

dated July 14, 2014; GROB Aircraft Service 

Bulletin No. MSB1078–196/1, dated 

December 1, 2014; GROB Aircraft Service 

Bulletin No. MSB1121–144, dated July 14, 

2014; or GROB Aircraft Service Bulletin No. 

MSB1121–144/3, dated February 20, 2015, as 

applicable. 

(3) Within the next 100 hours time-inservice after June 16, 2015 (the effective date 

of this AD), install a starter relay following 

Part B of the Accomplishment Instructions in 

GROB Aircraft Service Bulletin No. 

MSB1078–196/1, dated December 1, 2014, or 

GROB Aircraft Service Bulletin No. 

MSB1121–144/3, dated February 20, 2015, as 

applicable. 

(g) Credit for Actions Done in Accordance 

With Previous Service Information 

Actions done before June 16, 2015 (the 

effective date of this AD) following the 

Accomplishment Instructions specified in 

GROB Aircraft Service Bulletin No. 

MSB1121–144/1, dated January 12, 2015; or 

GROB Aircraft Service Bulletin No. 

MSB1121–144/2, dated February 5, 2015, as 

applicable, are considered acceptable for 

compliance with the corresponding actions 

specified in paragraphs (f)(1) through (f)(2) of 

this AD. 

(h) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, Standards Office, 

FAA, has the authority to approve AMOCs 

for this AD, if requested using the procedures 

found in 14 CFR 39.19. Send information to 

ATTN: Karl Schletzbaum, Aerospace 

Engineer, FAA, Small Airplane Directorate, 

901 Locust, Room 301, Kansas City, Missouri 

64106; telephone: (816) 329–4146; fax: (816) 

329–4090; email: karl.schletzbaum@faa.gov. 

Before using any approved AMOC on any 

airplane to which the AMOC applies, notify 

your appropriate principal inspector (PI) in 

the FAA Flight Standards District Office 

(FSDO), or lacking a PI, your local FSDO. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(i) Related Information 

Refer to MCAI European Aviation Safety 

Agency (EASA) AD No. 2015–0010R1, dated 

February 4, 2015, for related information. 

You may examine the MCAI on the Internet 

at http://www.regulations.gov/

#!documentDetail;D=FAA-2015-0415-0002. 

(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. 

(3) The following service information was 

approved for IBR on June 16, 2015. 

(i) GROB Aircraft Service Bulletin No. 

MSB1078–196/1, dated December 1, 2014. 

(ii) GROB Aircraft Service Bulletin No. 

MSB1121–144/3, dated February 20, 2015. 

(4) The following service information was 

approved for IBR on February 9, 2015 (80 FR 

155, January 5, 2015). 

(i) GROB Aircraft Service Bulletin No. 

MSB1078–196, dated July 14, 2014. 

(ii) GROB Aircraft Service Bulletin No. 

MSB1121–144, dated July 14, 2014. 

(5) For GROB Aircraft AG service 

information identified in this AD, contact 

Grob Aircraft AG, Customer Service, 

Lettenbachstrasse 9, D–86874 TussenhausenMattsies, Germany, telephone: + 49 (0) 8268– 

998–105; fax: + 49 (0) 8268–998–200; email: 

productsupport@grob-aircraft.com; Internet: 

grob-aircraft.com. 

(6) You may view this service information 

at the FAA, Small Airplane Directorate, 901 

Locust, Kansas City, Missouri 64106. For 

information on the availability of this 

material at the FAA, call 816–329–4148. It is 

also available on the Internet at http://

www.regulations.gov by searching for and 

locating Docket No. FAA–2015–0415. 

(7) 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 Kansas City, Missouri, on April 

23, 2015. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2015–10071 Filed 5–11–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0429; Directorate 

Identifier 2014–NM–039–AD; Amendment 

39–18151; AD 2015–09–05] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 747–400 

and 747–400F series airplanes. This AD 

was prompted by reports of cracking in 

the main equipment center (MEC) drip 

shield and exhaust plenum. This AD 

requires installing a fiberglass 

reinforcing overcoat on the MEC drip 

shield. We are issuing this AD to 

prevent water penetration into the MEC, 

which could result in an electrical short 

and potential loss of several functions 

essential for safe flight. 

DATES: This AD is effective June 16, 

2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of June 16, 2015. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

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Federal Register / Vol. 80, No. 91 / Tuesday, May 12, 2015 / Rules and Regulations 27075 

MC 2H–65, Seattle, WA 98124–2207; 

telephone 206–544–5000, extension 1; 

fax 206–766–5680; Internet https://

www.myboeingfleet.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–2014– 

0429. 

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–2014– 

0429; 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 address for the 

Docket Office (phone: 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. 

FOR FURTHER INFORMATION CONTACT: 

Francis Smith, Aerospace Engineer, 

Cabin Safety and Environmental 

Systems Branch, ANM–150S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone: 425–917–6596; 

fax: 425–917–6590; email: 

Francis.Smith@faa.gov. 

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 certain The Boeing Company 

Model 747–400 and 747–400F series 

airplanes. The NPRM published in the 

Federal Register on July 9, 2014 (79 FR 

38799). The NPRM was prompted by 

reports of cracking in the MEC drip 

shield and exhaust plenum. The NPRM 

proposed to require installing a 

fiberglass reinforcing overcoat on the 

MEC drip shield. We are issuing this AD 

to prevent water penetration into the 

MEC, which could result in an electrical 

short and potential loss of several 

functions essential for safe flight. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the NPRM (79 FR 38799, 

July 9, 2014) and the FAA’s response to 

each comment. 

Request To Use Later Revision of the 

Service Information 

Boeing requested that the latest 

pending revision of Boeing Alert Service 

Bulletin 747–25A3640 (i.e., Revision 1), 

be added to the NPRM (79 FR 38799, 

July 9, 2014). Boeing stated that 

illustrations shown in Figure 1 of the 

latest service information will clarify 

the repair location of the MEC drip 

shield. 

We disagree with the commenter’s 

request. We cannot include unapproved 

service information in the final rule as 

this would violate the Office of the 

Federal Register regulations for 

approving materials that are 

incorporated by reference. However, 

operators may request approval to use a 

later revision of the referenced service 

information as an alternative method of 

compliance (AMOC) under the 

provisions of paragraph (h)(1) of this 

AD. We have not changed this AD in 

this regard. 

Request To Include Inspection and 

Repair Procedures for Cracks in the 

MEC Drip Shield 

United Parcel Service (UPS) requested 

that the NPRM (79 FR 38799, July 9, 

2014) be revised to add inspection and 

repair procedures for cracks in the MEC 

drip shield that do not appear in the 

Accomplishment Instructions of Boeing 

Alert Service Bulletin 747–25A3640, 

dated January 8, 2014. UPS stated that 

the NPRM was issued to address drip 

shield cracks that were found 

incidentally during compliance with AD 

2011–16–06, Amendment 39–16764 (76 

FR 47427, August 5, 2011), but in areas 

not specifically addressed by AD 2011– 

16–06. UPS stated that due to the 

potential existence of cracks undetected 

during the accomplishment of AD 2011– 

16–06, UPS believes that a specific 

inspection is warranted to find and 

correct such damage. UPS stated that an 

inspection of the area for drip shield 

cracks would mitigate potential safety 

risks, which may necessitate further 

regulatory action. 

We disagree with the commenter’s 

request. Boeing and the FAA do not 

have evidence to suspect that other 

areas in the drip shield system are at 

risk; further, instructions are not 

available for additional locations to be 

inspected or procedures to repair 

detected cracks at those locations at this 

time. A visual inspection may not detect 

existing cracks in all areas of the drip 

shield, such as in the bonded seams. 

We find that the required installation 

adequately addresses the identified 

unsafe condition. Adding inspection 

and repair procedures would increase 

the overall work required, and would 

provide only a negligible benefit to 

safety. We have not changed this final 

rule in this regard. 

Request To Revise the Compliance 

Time 

UPS requested that the compliance 

time be changed from 24 months to 72 

months for Model 747–400 BCF 

airplanes on which the corrective 

actions have been done as required by 

AD 2012–17–12, Amendment 39–17175 

(77 FR 54798, September 6, 2012), and 

AD 2011–16–06, Amendment 39–16764 

(76 FR 47427, August 5, 2011). UPS 

stated that it believes the drip shield to 

be a secondary moisture protection for 

the MEC on Model 747–400 BCF 

airplanes due to the absence of steerable 

power drive units with drains above the 

drip shield in question. UPS stated that 

the safety risk of undetected cracking of 

the drip shield has been significantly 

mitigated due to the corrective actions 

required by ADs 2012–17–12 and 2011– 

16–06. 

We disagree with the commenter’s 

request. The drip shield is a primary 

barrier for moisture protection, designed 

to specifically prevent water from 

entering the MEC. While there may be 

other sources of water drainage in the 

Model 747–400 BCF configuration that 

may reduce the chance of water being 

channeled to the drip shield, there is 

still a likelihood of water reaching the 

MEC drip shield, and its failure exposes 

critical hardware directly to water 

damage. 

In addition, compliance with AD 

2012–17–12, Amendment 39–17175 (77 

FR 54798, September 6, 2012), and AD 

2011–16–06, Amendment 39–16764 (76 

FR 47427, August 5, 2011), would not 

help mitigate the unsafe condition 

identified in this final rule because, 

although the ADs are related, the 

specified corrective actions are 

applicable to different unsafe conditions 

in different locations. AD 2012–17–12 

requires that affected operators modify 

and seal the floor panels from body 

stations 140 to 640 to prevent water 

leakage between the panels. AD 2011– 

16–06 requires affected operators to 

install a fiberglass reinforcing overcoat 

on the drip shield in a location prone to 

cracks; that location is different from the 

location identified in this final rule. 

The risks of each unsafe condition 

identified in AD 2012–17–12, 

Amendment 39–17175 (77 FR 54798, 

September 6, 2012); AD 2011–16–06, 

Amendment 39–16764 (76 FR 47427, 

August 5, 2011); and this final rule; 

were evaluated separately. The unsafe 

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27076 Federal Register / Vol. 80, No. 91 / Tuesday, May 12, 2015 / Rules and Regulations 

conditions and corresponding corrective 

actions are applicable to different 

groups of Model 747–400 airplanes, and 

although many are affected by more 

than one unsafe condition, all safety 

concerns identified were studied 

separately based on reports from 

multiple operators regarding multiple 

airplane configurations. Based on the 

frequency of reported failures, severity 

of outcome, and airplane usage, each 

study showed an unsafe condition if left 

uncorrected. 

Addressing only one source of water 

intrusion would neither preclude nor 

diminish the probability of the other 

sources of water intrusion adversely 

affecting continued safe flight. For these 

reasons, we have not changed this final 

rule in this regard. 

Request To Clarify Required for 

Compliance Statement in the Service 

Information 

UPS requested clarification on the RC 

(required for compliance) statement 

found in paragraph (h)(4) of the NPRM 

(79 FR 38799, July 9, 2014). UPS asked 

whether the RC statement applies to all 

components of a step and whether other 

alternative procedures can be used in 

lieu of the accepted alternative 

procedure identified in each substep or 

steps in the figures. 

We agree that clarification is 

necessary. Refer to FAA Advisory 

Circular (AC) No. 20–176A, dated June 

16, 2014 (http://rgl.faa.gov/Regulatory_

and_Guidance_Library/

rgAdvisoryCircular.nsf/0/

979ddd1479e1ec6f86257cfc0052d4e9/

$FILE/AC%2020-176A.PDF). If the 

accomplishment step in the service 

information is labeled RC and has 

substeps or tasks with no paragraph 

designation under the labeled RC step, 

then all of the substeps or tasks must 

also be completed. In addition, if the 

accomplishment step in the service 

information is marked RC and states to 

do the work ‘‘in accordance with’’ a 

figure, drawing, or illustration, then all 

of the information in the figure, 

drawing, or illustration is mandatory. 

If a step is marked RC and a 

procedure or document must be 

followed to accomplish a task in a 

service bulletin, the appropriate 

terminology to cite the procedure or 

document is ‘‘in accordance with.’’ 

However, if a step is marked RC and a 

procedure or document may be followed 

to accomplish an action (e.g., the design 

approval holder’s procedure or 

document may be used, but an FAAaccepted procedure could also be used), 

the appropriate terminology to use to 

cite the procedure or document is ‘‘refer 

to . . . as an accepted procedure.’’ We 

have not changed this final rule in this 

regard. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this AD 

as proposed, except for minor editorial 

changes. We have determined that these 

minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (79 FR 

38799, July 9, 2014) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (79 FR 38799, 

July 9, 2014). 

Related Service Information Under 1 

CFR Part 51 

We reviewed Boeing Alert Service 

Bulletin 747–25A3640, dated January 8, 

2014. The service information describes 

procedures for installing a fiberglass 

reinforcing overcoat on the MEC drip 

shield. Refer to this service information 

for information on the procedures and 

compliance times. This service 

information is reasonably available; see 

ADDRESSES for ways to access this 

service information. 

Costs of Compliance 

We estimate that this AD affects 15 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

Installation of a fiberglass reinforcing overcoat on the MEC 

drip shield.

36 work-hours × $85 per hour 

= $3,060.

$0 $3,060 $45,900 

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 

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 

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. 

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Federal Register / Vol. 80, No. 91 / Tuesday, May 12, 2015 / Rules and Regulations 27077 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2015–09–05 The Boeing Company: 

Amendment 39–18151; Docket No. 

FAA–2014–0429; Directorate Identifier 

2014–NM–039–AD. 

(a) Effective Date 

This AD is effective June 16, 2015. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 747–400 and 747–400F airplanes, 

certificated in any category, as identified in 

Boeing Alert Service Bulletin 747–25A3640, 

dated January 8, 2014. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 25, Equipment/Furnishings. 

(e) Unsafe Condition 

This AD was prompted by reports of 

cracking in the main equipment center (MEC) 

drip shield and exhaust plenum. We are 

issuing this AD to prevent water penetration 

into the MEC, which could result in an 

electrical short and potential loss of several 

functions essential for safe flight. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Installation 

Within 24 months after the effective date 

of this AD, install a fiberglass reinforcing 

overcoat on the MEC drip shield, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–25A3640, dated January 8, 2014. 

(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. 

(4) If any service information contains 

steps that are identified as RC (Required for 

Compliance), those steps must be done to 

comply with this AD; any steps that are not 

labeled as RC are recommended. Those steps 

that are not labeled 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 steps 

labeled as RC can be done and the airplane 

can be put back in a serviceable condition. 

Any substitutions or changes to steps labeled 

as RC require approval of an AMOC. 

(i) Related Information 

For more information about this AD, 

contact Francis Smith, Aerospace Engineer, 

Cabin Safety and Environmental Systems 

Branch, ANM–150S, FAA, Seattle Aircraft 

Certification Office, 1601 Lind Avenue SW., 

Renton, WA 98057–3356; telephone: 425– 

917–6596; fax: 425–917–6590; email: 

Francis.Smith@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 747– 

25A3640, dated January 8, 2014. 

(ii) Reserved. 

(3) For Boeing 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 April 17, 

2015. 

Victor Wicklund, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–10069 Filed 5–11–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0636; Directorate 

Identifier 2012–NM–037–AD; Amendment 

39–18154; AD 2015–09–08] 

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 certain 

Airbus Model A300 B4–601, B4–603, 

and B4–605R airplanes; Model A300 

F4–605R airplanes; Model A300 C4– 

605R Variant F airplanes; and Model 

A310–204 and –304 airplanes; powered 

by General Electric (GE) Model CF6– 

80C2 series engines. This AD was 

prompted by reports of two singleengine flameout events during 

inclement weather. This AD requires 

installing a shunt of the rotary selector 

(introducing an auto-relight function); 

and, for certain airplanes, a wiring 

modification to a certain circuit breaker 

panel. We are issuing this AD to prevent 

a long engine restart sequence after a 

non-selection of continuous relight by 

the crew and a flameout event of both 

engines, which could result in reduced 

controllability of the airplane, especially 

at low altitude. 

DATES: This AD becomes effective June 

16, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of June 16, 2015. 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2012-0636; or in 

person at the 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. 

For service information identified in 

this AD, contact Airbus SAS, 

Airworthiness Office—EAW, 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 

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