37488 Federal Register / Vol. 81, No. 112 / Friday, June 10, 2016 / Rules and Regulations 

(i) Fokker Service Bulletin SBF28–28–053, 

Revision 3, dated January 9, 2014. 

(ii) Reserved. 

(4) The following service information was 

approved for IBR on September 16, 2011 (76 

FR 50111, August 12, 2011). 

(i) Fokker Service Bulletin SBF28–28–053, 

Revision 1, dated September 20, 2010. 

(ii) Reserved. 

(5) For service information identified in 

this AD, contact Fokker Services B.V., 

Technical Services Dept., P.O. Box 1357, 

2130 EL Hoofddorp, the Netherlands; 

telephone +31 (0)88–6280–350; fax +31 

(0)88–6280–111; email technicalservices@

fokker.com; Internet http://

www.myfokkerfleet.com. 

(6) 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. 

(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 Renton, Washington, on May 31, 

2016. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–13545 Filed 6–9–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–4813; Directorate 

Identifier 2013–NM–161–AD; Amendment 

39–18532; AD 2016–11–05] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 99–16–01 

for certain Airbus Model A300 B4–600, 

B4–600R, and F4–600R series airplanes, 

and Model A300 C4–605R Variant F 

airplanes (collectively called Model 

A300–600 series airplanes). AD 99–16– 

01 required repetitive inspections of 

certain bolt holes where parts of the 

main landing gear (MLG) are attached to 

the wing rear spar, and repair if 

necessary. Since we issued AD 99–16– 

01, we have determined that the risk of 

cracking in the wing rear spar is higher 

than initially determined. This new AD 

adds airplanes to the applicability, 

reduces the compliance times and 

repetitive intervals for the inspections, 

and changes the inspection procedures. 

This AD was prompted by a 

determination that the risk of cracking 

in the wing rear spar is higher than 

initially determined. We are issuing this 

AD to detect and correct cracking of the 

rear spar of the wing, which could result 

in reduced structural integrity of the 

airplane. 

DATES: This AD becomes effective July 

15, 2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of July 15, 2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of November 9, 1995 (60 FR 

52618, October 10, 1995). 

ADDRESSES: For service information 

identified in this final rule, 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 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–2015–4813. 

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–2015– 

4813; 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 (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. 

FOR FURTHER INFORMATION CONTACT: Dan 

Rodina, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone: 425–227–2125; 

fax: 425–227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 99–16–01, 

Amendment 39–11236 (64 FR 40743, 

July 28, 1999) (‘‘AD 99–16–01’’). AD 99– 

16–01 superseded AD 95–20–02, 

Amendment 39–9380 (60 FR 52618, 

October 10, 1995). AD 99–16–01 applied 

to certain Airbus Model A300 B4–600, 

B4–600R, and F4–600R series airplanes, 

and Model A300 C4–605R Variant F 

airplanes (collectively called Model 

A300–600 series airplanes). The NPRM 

published in the Federal Register on 

November 17, 2015 (80 FR 71751) (‘‘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 2013–0180, dated August 9, 

2013 (referred to after this as the 

Mandatory Continuing Airworthiness 

Information, or ‘‘the MCAI’’), to correct 

an unsafe condition for certain Airbus 

Model A300 B4–600, B4–600R, and F4– 

600R series airplanes, and Model A300 

C4–605R Variant F airplanes 

(collectively called Model A300–600 

series airplanes). The MCAI states: 

During full-scale fatigue testing, cracks 

were found on the rear spar from certain bolt 

holes at the attachment of the Main Landing 

gear (MLG) forward pick-up fitting and the 

MLG Rib 5 aft. 

This condition, if not detected and 

corrected, could reduce the structural 

integrity of the aeroplane. 

DGAC [Direction Ge ́ne ́rale de l’Aviation 

Civile] France issued * * * [an AD] (later 

revised) to require High Frequency Eddy 

Current (HFEC) or Ultrasonic (U/S) 

inspections of certain fastener holes where 

the MLG forward pick-up fitting and MLG 

Rib 5 aft are attached to the rear spar. 

Since DGAC France * * * [issued a 

revised AD, which corresponded to FAA AD 

99–16–01, Amendment 39–11236 (64 FR 

40743, July 28, 1999), which superseded 

FAA AD 95–20–02, Amendment 39–9380 (60 

FR 52618, October 10, 1995)] * * *, a fleet 

survey and updated Fatigue and Damage 

Tolerance analyses have been performed in 

order to substantiate the second A300–600 

Extended Service Goal (ESG2) exercise. The 

results of these analyses have shown that the 

threshold and interval must be reduced to 

allow timely detection of these cracks and 

accomplishment of an applicable corrective 

action. 

For the reasons described above, this 

[EASA] AD retains the requirements of [the 

revised DGAC France AD], which is 

superseded, but reduces the related 

compliance times. 

The new, reduced threshold for the 

initial inspection ranges between 8,900 


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total flight cycles/20,000 total flight 

hours, and 34,600 total flight cycles/

77,800 total flight hours, depending on 

the modification. The grace periods (750 

or 1,500 landings) for airplanes that 

have exceeded the specified thresholds 

are unchanged from those provided in 

AD 99–16–01. The new, reduced 

intervals for the repetitive inspections 

range between 4,000 flight cycles/9,000 

flight hours (whichever occurs first), 

and 8,900 flight cycles/20,000 flight 

hours (whichever occurs first), 

depending on the modification. 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–2015– 

4813. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM or 

on the determination of the cost to the 

public. 

Conclusion 

We reviewed the available data 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 for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM. 

Related Service Information Under 1 

CFR Part 51 

We reviewed Airbus Service Bulletin 

A300–57–6017, Revision 04, including 

Appendix 1, dated February 4, 2011. 

This service information describes 

procedures for repetitive inspections of 

certain bolt holes where parts of the 

MLG are attached to the wing rear spar, 

and repair. 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 71 

airplanes of U.S. registry. 

The actions required by AD 99–16–01 

and retained in this AD, take about 226 

work-hours per product, at an average 

labor rate of $85 per work hour. 

Required parts cost about $0 per 

product. Based on these figures, the 

estimated cost of the actions that are 

required by AD 99–16–01 is $19,210 per 

product, per inspection cycle. 

We also estimate that it will take 

about 226 work-hours per product to 

comply with the new 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 

$1,363,910, or $19,210 per product. 

We have received no definitive data 

that will enable us to provide cost 

estimates for the on-condition actions 

specified in this AD. 

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 

removing Airworthiness Directive (AD) 

99–16–01, Amendment 39–11236 (64 

FR 40743, July 28, 1999), and adding the 

following new AD: 

2016–11–05 Airbus: Amendment 39–18532; 

Docket No. FAA–2015–4813; Directorate 

Identifier 2013–NM–161–AD. 

(a) Effective Date 

This AD becomes effective July 15, 2016. 

(b) Affected ADs 

This AD replaces AD 99–16–01, 

Amendment 39–11236 (64 FR 40743, July 28, 

1999) (‘‘AD 99–16–01’’). 

(c) Applicability 

This AD applies to Airbus Model A300 B4– 

601, B4–603, B4–620, and B4–622 airplanes; 

Model A300 B4–605R and B4–622R 

airplanes; Model A300 F4–605R airplanes; 

and Model A300 C4–605R Variant F 

airplanes; certificated in any category; all 

manufacturer serial numbers. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 57, Wings. 

(e) Reason 

This AD was prompted by the results of a 

full-scale fatigue test when cracking was 

found on the rear spar of the wing, and the 

subsequent determination that the risk of 

such cracking is higher than initially 

determined. We are issuing this AD to detect 

and correct cracking of the rear spar of the 

wing, which could result in reduced 

structural integrity of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Inspections and Corrective 

Actions, With Revised Service Information 

This paragraph restates the requirements of 

paragraphs (a), (b), (c), (d), (e), and (f) of AD 

99–16–01 with revised service information 

and reduced thresholds and repetitive 

intervals, for Airbus Model A300 B4–600, 

B4–600R, and F4–600R series airplanes, and 

Model A300 C4–605R Variant F airplanes; 

manufacturer serial numbers (MSNs) 252 

through 553 inclusive; except those airplanes 

on which Airbus Modification 07601 has 

been accomplished prior to delivery. 

(1) Perform a high frequency eddy current 

(HFEC) rototest inspection to detect cracks in 


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certain bolt holes where the main landing 

gear (MLG) forward pick-up fitting and MLG 

rib 5 aft are attached to the rear spar, in 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A300– 

57–6017, Revision 01, including Appendix 1, 

dated July 25, 1994; or Airbus Service 

Bulletin A300–57–6017, Revision 04, 

including Appendix 1, dated February 24, 

2011. As of the effective date of this AD, only 

Airbus Service Bulletin A300–57–6017, 

Revision 04, including Appendix 1, dated 

February 24, 2011, may be used for the 

actions required by this paragraph. 

(i) For airplanes that have accumulated 

17,300 total landings or less as of November 

9, 1995 (the effective date of AD 95–20–02, 

Amendment 39–9380 (60 FR 52618, October 

10, 1995)) (‘‘AD 95–20–02’’): Inspect prior to 

the accumulation of 17,300 total landings, or 

within 1,500 landings after November 9, 

1995, whichever occurs later. 

(ii) For airplanes that have accumulated 

17,301 or more total landings, but less than 

19,300 total landings as of November 9, 1995 

(the effective date of AD 95–20–02): Inspect 

within 1,500 landings after November 9, 

1995. 

(iii) For airplanes that have accumulated 

19,300 or more total landings as of November 

9, 1995 (the effective date of AD 95–20–02): 

Inspect within 750 landings after November 

9, 1995 (the effective date of AD 95–20–02). 

(2) If no crack is found during the 

inspection required by paragraph (g)(1) of 

this AD, repeat that inspection thereafter at 

the time specified in either paragraph (g)(2)(i) 

or (g)(2)(ii) of this AD, as applicable. 

(i) For airplanes on which Airbus 

Modification 07716 (as specified in Airbus 

Service Bulletin A300–57–6020) has not been 

accomplished: Inspect at the time specified 

in paragraph (g)(2)(i)(A) or (g)(2)(i)(B) of this 

AD, as applicable. 

(A) For airplanes having MSNs 465 

through 553 inclusive: Repeat the inspection 

at intervals not to exceed 13,000 landings, 

until the inspection required by paragraph 

(g)(4)(ii)(A)(1) of this AD has been 

accomplished. 

(B) For airplanes having MSNs 252 through 

464 inclusive: Repeat the inspection at 

intervals not to exceed 8,400 landings, until 

the inspection required by paragraph 

(g)(4)(ii)(A)(2) of this AD has been 

accomplished. 

(ii) For airplanes on which Airbus 

Modification 07716 has been accomplished: 

Inspect at the time specified in either 

paragraph (g)(2)(ii)(A) or (g)(2)(ii)(B) of this 

AD, as applicable. 

(A) For airplanes having MSNs 465 

through 553 inclusive: Repeat the inspection 

at intervals not to exceed 11,800 landings, 

until the inspection required by paragraph 

(g)(4)(i)(B) of this AD has been accomplished. 

(B) For airplanes having MSNs 252 through 

464 inclusive: Repeat the inspection within 

10,700 landings following the initial 

inspection required by paragraph (g)(1) of 

this AD, and thereafter at intervals not to 

exceed 7,500 landings, until the inspection 

required by paragraph (g)(4)(ii)(B)(2) has been 

accomplished. 

(3) If any crack is found during the 

inspection required by either paragraph (g)(1) 

or (g)(2) of this AD, prior to further flight, 

accomplish the requirements of either 

paragraph (g)(3)(i) or (g)(3)(ii) of this AD, as 

applicable. 

(i) For airplanes on which Airbus 

Modification 07716 has not been 

accomplished: Oversize the bolt hole by 1/32 

inch and repeat the HFEC inspection 

required by paragraph (g)(1) of this AD, in 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A300– 

57–6017, Revision 01, including Appendix 1, 

dated July 25, 1994. After accomplishing the 

oversizing and HFEC inspection, repeat the 

inspection, as required by paragraph (g)(2) of 

this AD, at the applicable schedule specified 

in that paragraph, until the inspection 

required by paragraph (g)(4)(ii)(B)(1) or 

(g)(4)(ii)(B)(2) of this AD has been 

accomplished. 

(A) If no cracking is detected, install the 

second oversize bolt in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A300–57–6017, Revision 01, 

including Appendix 1, dated July 25, 1994. 

(B) If any cracking is detected, repair in 

accordance with a method approved by the 

Manager, International Branch, ANM–116, 

FAA, Transport Airplane Directorate. 

(ii) For airplanes on which Airbus 

Modification 07716 has been accomplished: 

Repair in accordance with a method 

approved by the Manager, International 

Branch, ANM–116. After repair, repeat the 

inspections as required by paragraph (g)(2) of 

this AD at the applicable schedule specified 

in that paragraph, until the inspection 

required by paragraph (g)(4)(ii)(B)(1) or 

(g)(4)(ii)(B)(2) of this AD has been 

accomplished. 

(4) Perform an ultrasonic inspection to 

detect cracks in certain bolt holes where the 

MLG forward pick-up fitting and MLG rib 5 

aft are attached to the rear spar, in 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A300– 

57–6017, Revision 03, dated November 19, 

1997; or Revision 04, including Appendix 1, 

dated February 24, 2011; at the time specified 

in paragraph (g)(4)(i) or (g)(4)(ii) of this AD, 

as applicable. As of the effective date of this 

AD, only Airbus Service Bulletin A300–57– 

6017, Revision 04, including Appendix 1, 

dated February 24, 2011, may be used for the 

actions in this paragraph. 

(i) For airplanes not inspected prior to 

September 1, 1999 (the effective date of AD 

99–16–01), as specified in Airbus Service 

Bulletin A300–57–6017, dated November 22, 

1993; or Revision 01, including Appendix 1, 

dated July 25, 1994: Inspect at the time 

specified in paragraph (g)(4)(i)(A), (g)(4)(i)(B), 

or (g)(4)(i)(C) of this AD, as applicable. 

Accomplishment of this inspection 

terminates the requirements of paragraph 

(g)(1) of this AD. 

(A) For airplanes that have accumulated 

17,300 total landings or fewer as of the 

effective date of this AD: Inspect prior to the 

accumulation of 17,300 total landings, or 

within 1,500 landings after September 1, 

1999 (the effective date of AD 99–16–01), 

whichever occurs later. 

(B) For airplanes that have accumulated 

17,301 total landings or more but fewer than 

19,300 total landings as of September 1, 1999 

(the effective date of AD 99–16–01): Inspect 

within 1,500 landings after September 1, 

1999 (the effective date of AD 99–16–01). 

(C) For airplanes that have accumulated 

19,300 total landings or more as of September 

1, 1999 (the effective date of AD 99–16–01): 

Inspect within 750 landings after September 

1, 1999 (the effective date of AD 99–16–01). 

(ii) For airplanes on which an HFEC 

inspection was performed prior to September 

1, 1999 (the effective date of AD 99–16–01), 

in accordance with the requirements of 

paragraph (g)(1) of this AD, or in accordance 

with the Accomplishment Instructions of 

Airbus Service Bulletin A300–57–6017, 

dated November 22, 1993: Inspect at the time 

specified in paragraph (g)(4)(ii)(A) or 

(g)(4)(ii)(B) of this AD, as applicable. 

(A) If no cracking was detected during any 

HFEC inspection accomplished prior to 

September 1, 1999 (the effective date of AD 

99–16–01), and if Airbus Modification 07716 

has not been accomplished: Inspect at the 

time specified in paragraph (g)(4)(ii)(A)(1) or 

(g)(4)(ii)(A)(2) of this AD, as applicable. 

(1) For airplanes having MSNs 465 through 

553 inclusive: Inspect within 13,000 landings 

after the most recent HFEC inspection, and 

thereafter at intervals not to exceed 8,900 

landings. Accomplishment of this inspection 

constitutes terminating action for the 

repetitive inspection requirement of 

paragraph (g)(2)(i)(A) of this AD. 

(2) For airplanes having MSNs 252 through 

464 inclusive: Inspect within 8,400 landings 

after the most recent HFEC inspection, and 

thereafter at intervals not to exceed 5,500 

landings. Accomplishment of this inspection 

constitutes terminating action for the 

repetitive inspection requirement of 

paragraph (g)(2)(i)(B) of this AD. 

(B) If any cracking was detected during any 

HFEC inspection performed prior to the 

effective date of this AD, regardless of the 

method of repair, or if Airbus Modification 

07716 has been accomplished: Inspect at the 

time specified in paragraph (g)(4)(ii)(B)(1) or 

(g)(4)(ii)(B)(2) of this AD, as applicable. 

(1) For airplanes having MSNs 465 through 

553 inclusive: Inspect within 11,800 landings 

after the most recent HFEC inspection, and 

thereafter at intervals not to exceed 8,200 

landings. Accomplishment of this inspection 

constitutes terminating action for the 

repetitive inspection requirement of 

paragraph (g)(3)(i) or (g)(3)(ii) of this AD, as 

applicable. 

(2) For airplanes having MSNs 252 through 

464 inclusive: Inspect within 10,700 landings 

after the initial inspection in accordance with 

paragraph (g)(1) of this AD, or within 7,500 

landings after the most recent HFEC 

inspection, whichever occurs later, and 

thereafter at intervals not to exceed 4,900 

landings. Accomplishment of this inspection 

constitutes terminating action for the 

repetitive inspection requirement of 

paragraph (g)(3)(i) or (g)(3)(ii) of this AD, as 

applicable. 

(5) If no cracking is detected during the 

ultrasonic inspection required by paragraph 

(g)(4)(i) of this AD, repeat that inspection 

thereafter at the time specified in paragraph 

(g)(5)(i) or (g)(5)(ii) of this AD, as applicable, 

until the initial ultrasonic inspection 

required by paragraph (h) of this AD is done. 


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(i) For airplanes having MSNs 465 through 

553 inclusive: Repeat the inspection at 

intervals not to exceed 8,900 landings. 

(ii) For airplanes having MSNs 232 through 

464 inclusive: Repeat the inspection at 

intervals not to exceed 5,500 landings. 

(6) If any cracking is detected during any 

inspection performed in accordance with the 

requirements of paragraph (g)(4) or (g)(5) of 

this AD: Prior to further flight, repair in 

accordance with a method approved by the 

Manager, International Branch, ANM–116; or 

the Direction Ge ́ne ́rale de l’Aviation Civile 

(or its delegated agent); or the European 

Aviation Safety Agency (EASA); or Airbus’s 

EASA Design Organization Approval (DOA). 

Note 1 to paragraph (g) of this AD: Airbus 

Service Bulletin A300–57–6017, Revision 01, 

including Appendix 1, dated July 25, 1994; 

and Airbus Service Bulletin A300–57–6017, 

Revision 04, including Appendix 1, dated 

February 24, 2011; also reference Airbus 

Service Bulletin A300–57–6020, dated 

November 22, 1993, as an additional source 

of service information for installation of 

oversize studs in the bolt holes. 

(h) New Repetitive Inspections 

At the applicable times specified in 

paragraph 1.B.(5), ‘‘Accomplishment 

Timescale,’’ of Airbus Service Bulletin A300– 

57–6017, Revision 04, including Appendix 1, 

dated February 24, 2011: Do ultrasonic 

inspections to detect cracks in the MLG 

attachment fitting holes on the wing rear 

spar, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A300–57–6017, Revision 04, 

including Appendix 1, dated February 24, 

2011. Repeat the inspections thereafter at the 

applicable intervals specified in paragraph 

1.B.(5), ‘‘Accomplishment Timescale,’’ of 

Airbus Service Bulletin A300–57–6017, 

Revision 04, including Appendix 1, dated 

February 24, 2011. For airplanes modified as 

specified in Airbus Service Bulletin A300– 

57–6073, the initial inspection threshold is 

counted from the completion date of the 

modification. Clarification of compliance 

time terminology used in table 1, ‘‘Structural 

Inspection Program,’’ of Airbus Service 

Bulletin A300–57–6017, Revision 04, 

including Appendix 1, dated February 24, 

2011, is provided in paragraphs (h)(1) 

through (h)(4) of this AD. Accomplishment of 

the initial inspection terminates the 

repetitive inspections required by paragraph 

(g)(5) of this AD. 

(1) For pre-Airbus Modification 07716 or 

pre-Airbus Modification 11440 airplanes: 

(i) The term ‘‘flight cycles’’ in the 

‘‘Inspection Threshold’’ column is total flight 

cycles accumulated by the airplane. 

(ii) The term ‘‘flight hours’’ in the 

‘‘Inspection Threshold’’ column is total flight 

hours accumulated by the airplane. 

(2) For post-Airbus Modification 07716 

airplanes: 

(i) The term ‘‘flight cycles’’ in the 

‘‘Inspection Threshold’’ column is total flight 

cycles accumulated by the airplane. 

(ii) The term ‘‘flight hours’’ in the 

‘‘Inspection Threshold’’ column is total flight 

hours accumulated by the airplane. 

(3) For post-Airbus Modification 11440 

(Airbus Service Bulletin A300–57–6073) 

airplanes: 

(i) The term ‘‘flight cycles’’ in the 

‘‘Inspection Threshold’’ column is flight 

cycles accumulated by the airplane after the 

modification was done. 

(ii) The term ‘‘flight hours’’ in the 

‘‘Inspection Threshold’’ column is flight 

hours accumulated by the airplane after the 

modification was done. 

(4) For post-Airbus Modification 07601 

airplanes: 

(i) The term ‘‘flight cycles’’ in the 

‘‘Inspection Threshold’’ column is total flight 

cycles accumulated by the airplane. 

(ii) The term ‘‘flight hours’’ in the 

‘‘Inspection Threshold’’ column is total flight 

hours accumulated by the airplane. 

(i) Repairs 

If any crack is found during any inspection 

required by paragraph (h) of this AD: Before 

further flight, repair using a method 

approved by the Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA; or the EASA; or Airbus’s 

EASA DOA. 

(j) Non-Terminating Repair 

Accomplishment of any repair as required 

by paragraph (i) of this AD is not terminating 

action for the repetitive inspections required 

by paragraph (g) or (h) of this AD. 

(k) Credit for Previous Actions 

This paragraph provides credit for actions 

required by paragraphs (g) and (h) of this AD, 

if those actions were performed before the 

effective date of this AD using any of the 

following service information. 

(1) Airbus Service Bulletin A300–57–6017, 

dated November 22, 1993, which is not 

incorporated by reference in this AD. 

(2) Airbus Service Bulletin A300–57–6017, 

Revision 01, including Appendix 1, dated 

July 25, 1994, which was incorporated by 

reference in AD 95–20–02 and is retained in 

this AD. 

(3) Airbus Service Bulletin A300–57–6017, 

Revision 02, dated January 14, 1997, 

including Appendix 1, dated July 25, 1994, 

which is not incorporated by reference in this 

AD. 

(4) Airbus Service Bulletin A300–57–6017, 

Revision 03, including Appendix 1, dated 

November 19, 1997, which was incorporated 

by reference in AD 99–16–01, but is not 

retained in this AD. 

(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: 

Dan Rodina, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

telephone: 425–227–2125; fax: 425–227– 

1149. Information may be emailed to: 9- 

ANM-116-AMOC-REQUESTS@faa.gov. 

(i) 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. 

(ii) AMOCs approved previously for AD 

99–16–01 are approved as AMOCs for the 

corresponding provisions of this AD. 

(2) Contacting the Manufacturer: As of the 

effective date of this AD, 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 

EASA; or Airbus’s EASA DOA. If approved 

by the DOA, the approval must include the 

DOA-authorized signature. 

(m) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA 

Airworthiness Directive 2013–0180, dated 

August 9, 2013, for related information. This 

MCAI may be found in the AD docket on the 

Internet at http://www.regulations.gov 

searching for and locating Docket No. FAA– 

2015–4813. 

(2) Service information identified in this 

AD that is not incorporated by reference is 

available at the addresses specified in 

paragraphs (n)(5) and (n)(6) of this AD. 

(n) 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. 

(3) The following service information was 

approved for IBR on July 15, 2016. 

(i) Airbus Service Bulletin A300–57–6017, 

Revision 04, including Appendix 1, dated 

February 24, 2011. 

(ii) Reserved. 

(4) The following service information was 

approved for IBR on November 9, 1995 (60 

FR 52618, October 10, 1995). 

(i) Airbus Service Bulletin A300–57–6017, 

Revision 01, including Appendix 1, dated 

July 25, 1994. 

(ii) Reserved. 

(5) 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. 

(6) 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. 

(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 


asabaliauskas on DSK3SPTVN1PROD with RULES
37492 Federal Register / Vol. 81, No. 112 / Friday, June 10, 2016 / Rules and Regulations 

202–741–6030, or go to: http://

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

Issued in Renton, Washington, on May 18, 

2016. 

Dionne Palermo, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–12324 Filed 6–9–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–2134; Directorate 

Identifier 2015–CE–012–AD; Amendment 

39–18547; AD 2016–11–20] 

RIN 2120–AA64 

Airworthiness Directives; B/E 

Aerospace Protective Breathing 

Equipment Part Number 119003–11 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

B/E Aerospace protective breathing 

equipment (PBE) that is installed on 

airplanes. This AD was prompted by a 

report of a PBE catching fire upon 

activation by a crewmember. This AD 

requires replacing the PBE. We are 

issuing this AD to correct the unsafe 

condition on these products. 

DATES: This AD is effective July 15, 

2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of July 15, 2016. 

ADDRESSES: For service information 

identified in this final rule, contact B/ 

E Aerospace, Inc., Commercial Aircraft 

Products Group, 10800 Pflumm Road, 

Lenexa, Kansas 66215; phone: (913) 

338–9800; fax: (913) 338–8419; Internet: 

www.beaerospace.com. You may view 

this referenced 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– 

2134. 

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–2015– 

2134; 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 

Document 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: 

David Enns, Aerospace Engineer, 

Wichita Aircraft Certification Office, 

FAA, 1801 S. Airport Road, Room 100, 

Wichita, Kansas 67209; phone: (316) 

946–4147; fax: (316) 946–4107; email: 

david.enns@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a supplemental notice of 

proposed rulemaking (SNPRM) to 

amend 14 CFR part 39 by adding an AD 

that would apply to certain B/E 

Aerospace protective breathing 

equipment (PBE) that is installed on 

airplanes. The SNPRM published in the 

Federal Register on January 15, 2016 

(81 FR 2131). We preceded the SNPRM 

with a notice of proposed rulemaking 

(NPRM) that published in the Federal 

Register on June 16, 2015 (80 FR 34330). 

The NPRM proposed to require 

inspecting the PBE to determine if the 

pouch has the proper vacuum seal and 

replacing if necessary. The NPRM was 

prompted by a report of a PBE catching 

fire upon activation by a crewmember. 

The SNPRM proposed to require 

replacement of the PBE following newly 

issued service information, regardless of 

inspection results. We are issuing this 

AD to correct the unsafe condition on 

these products. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

have considered the comments received. 

We received one anonymous comment 

in support of the SNPRM (81 FR 2131, 

January 15, 2016). 

Request To Change Compliance Time 

Penney Baudin of United Airlines 

requested a change to the PBE 

replacement compliance time. 

The commenter requested a 12-month 

repetitive inspection with a 36-month 

terminating replacement action. The 

commenter stated that the change would 

alleviate restrictive shipping means and 

complex distribution of the PBEs since 

the units contain oxygen generators. 

We do not agree with the commenter. 

We believe that the replacement 

compliance time of 18 months after the 

effective date of this AD is sufficient 

time since we are allowing even more 

time than specified in the related 

service information. Also, the public has 

been aware of this safety issue since we 

first published the first NPRM on June 

16, 2015 (80 FR 34330). We have not 

changed the final rule AD action based 

on this comment. 

Request To Correct Service Information 

John Barker of B/E Aerospace stated 

that Service Bulletin 119003–35–009, 

dated November 9, 2015, is incorrectly 

referenced as Rev. 009 instead of Rev. 

000 in the preamble of the SNPRM (81 

FR 2131, January 15, 2016). The 

commenter requested the reference to 

the revision number be corrected. 

We agree with the commenter. 

However, on April 12, 2016, Rev. 001 of 

B/E Aerospace Service Bulletin 119003– 

35–009 was released. We are 

incorporating the Revision 001, dated 

April 12, 2016, into the final rule AD 

action because the procedures for doing 

the inspection and replacement of the 

PBE have not changed. 

We have changed the final rule AD 

action to include the newly revised 

service bulletin and to give credit to 

owners/operators who may have already 

done the required replacement 

following B/E Aerospace Service 

Bulletin No. 119003–35–009, Rev. 000, 

dated November 9, 2015, which was 

correctly referenced in paragraph (h) of 

the regulatory text in the SNPRM (81 FR 

2131, January 15, 2016). 

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 SNPRM (81 FR 

2131, January 15, 2016) for correcting 

the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the SNPRM (81 FR 2131, 

January 15, 2016). 

Related Service Information Under 1 

CFR Part 51 

We reviewed B/E Aerospace Service 

Bulletin No. 119003–35–011, Rev. 000, 

dated February 4, 2015, and B/E 

Aerospace Service Bulletin 119003–35– 

009, Rev. 001, dated April 12, 2016. B/ 

E Aerospace Service Bulletin No. 

119003–35–011, Rev. 000, dated 


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