Federal Register / Vol. 80, No. 142 / Friday, July 24, 2015 / Rules and Regulations 43931 

(j) THSA Replacement 

Before a THSA accumulates 67,500 total 

flight hours since first installation on an 

airplane, or within 12 months after the 

effective date of this AD, whichever occurs 

later: Replace the THSA with a serviceable 

THSA, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–27–1227, Revision 01, 

dated October 7, 2013. Thereafter, before the 

accumulation of 67,500 total flight hours on 

any THSA since first installation on an 

airplane, replace it with a serviceable THSA. 

(k) Replacement THSA: No Terminating 

Action 

Replacement of a THSA on an airplane, as 

required by paragraph (i) or (j) of this AD, 

does not constitute terminating action for the 

repetitive inspections required by paragraphs 

(g) and (h) of this AD for that airplane. After 

THSA replacement: At the applicable 

compliance time specified in paragraphs 

(g)(1), (g)(2), (h)(1), and (h)(2) of this AD, do 

the inspections required by paragraphs (g) 

and (h) of this AD. 

(l) Replacement THSA Equivalency 

A THSA that has been repaired in shop as 

specified in United Technologies Corporation 

Aerospace Systems Component Maintenance 

Manual 27–44–51 is considered equivalent to 

having passed an inspection in accordance 

with the Accomplishment Instructions of 

Airbus Service Bulletin A320–27–1227, 

Revision 01, dated October 7, 2013. 

Depending on the flight hours or flight cycles 

accumulated by the repaired THSA: At the 

applicable compliance time specified in 

paragraphs (g)(1), (g)(2), (h)(1), and (h)(2) of 

this AD, do the inspections required by 

paragraphs (g) and (h) of this AD. 

(m) Parts Installation Limitation 

As of the effective date of this AD, 

installation on an airplane of a THSA that 

has accumulated 67,500 or more total flight 

hours is allowed, provided that, prior to 

installation, the THSA has been modified or 

inspected 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). 

(n) Credit for Previous Actions 

This paragraph provides credit for 

inspections required by paragraphs (g), (h), 

and (l) of this AD, if those inspections were 

performed before the effective date of this AD 

using Airbus Service Bulletin A320–27–1227, 

dated July 1, 2013, which is not incorporated 

by reference in this AD. 

(o) 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 EASA; or Airbus’s EASA DOA. If 

approved by the DOA, the approval must 

include the DOA-authorized signature. 

(p) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA 

Airworthiness Directive 2014–0011R1, dated 

January 17, 2014, for related information. 

This MCAI may be found in the AD docket 

on the Internet at http://

www.regulations.gov/

#!documentDetail;D=FAA-2014-0748-0002. 

(2) Service information identified in this 

AD that is not incorporated by reference is 

available at the addresses specified in 

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

(q) 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 A320–27–1227, 

Revision 01, dated October 7, 2013. 

(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 July 12, 

2015. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2015–17956 Filed 7–23–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0011; Directorate 

Identifier 2013–NM–046–AD; Amendment 

39–18194; AD 2015–13–07] 

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) 98–13–23 

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 98–13– 

23 required inspections to detect 

corrosion and cracking of the lower 

horizontal stabilizer cutout longeron, 

the corner fitting, the skin strap, and the 

outer skin; and repair, if necessary. This 

new AD reduces the compliance times 

and repetitive intervals, and changes the 

inspection procedures. This AD was 

prompted by the determination that the 

risk of cracking is higher than initially 

determined. We are issuing this AD to 

prevent cracking of the lower horizontal 

stabilizer cutout longeron, the corner 

fitting, the skin strap, and the outer 

skin, which could result in reduced 

structural integrity of the horizontalstabilizer cutout longeron. 

DATES: This AD becomes effective 

August 28, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of August 28, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of July 30, 1998 (63 FR 

34576). 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2014-0011; or in 

person at the Docket Management 

Facility, U.S. Department of 


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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 

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– 

0011. 

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 98–13–23, 

Amendment 39–10614 (63 FR 34576, 

June 25, 1998). AD 98–13–23 applied to 

certain Airbus Model 300–600 series 

airplanes. The NPRM published in the 

Federal Register on February 10, 2014 

(79 FR 7592). 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Union, has issued EASA Airworthiness 

Directive 2013–0048, dated March 4, 

2013 (referred to after this as the 

Mandatory Continuing Airworthiness 

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

an unsafe condition on 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 a full scale fatigue test, a crack was 

found at the lower corner of the assembly of 

the horizontal stabilizer cut-out, between 

Frame (FR)87 and FR89 and between Stringer 

(STGR)24 and STGR27, Left Hand (LH) and 

Right Hand (RH) sides. 

This condition, if not detected and 

corrected, could reduce the structural 

integrity of the aeroplane. 

DGAC [The Direction Generale de 

l’Aviation Civile France] France issued AD 

* * * to require repetitive visual and High 

Frequency Eddy Current (HFEC) rotating 

probe inspections of the affected areas and 

subsequent corrective action, in case of 

cracks. 

Since that [DGAC France] AD was issued, 

a fleet survey and updated Fatigue and 

Damage Tolerance analyses have been 

performed to substantiate the second A300– 

600 Extended Service Goal (ESG2) exercise. 

The results of these analyses have shown that 

the risk of cracks for these aeroplanes is 

higher than initially determined and that, 

consequently, the thresholds and intervals 

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 DGAC 

France AD * * *, which is superseded, and 

requires the accomplishment of these actions 

within the new thresholds and intervals 

defined in Revision 03 of Airbus Service 

Bulletin (SB) A300–53–6042 [dated August 

30, 2012]. 

You may examine the MCAI in the 

AD docket on the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2014-0011-0002. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the NPRM (79 FR 7592, 

February 10, 2014) and the FAA’s 

response to each comment. 

Acknowledgement of the NPRM (79 FR 

7592, February 10, 2014) 

FedEx acknowledges the requirements 

of the NPRM (79 FR 7592, February 10, 

2014). 

Request To Revise Compliance Times 

UPS requested that we revise the 

compliance times in the proposed AD 

(79 FR 7592, February 10, 2014) to 

reflect specific times regardless of the 

aircraft utilization rate. UPS stated that 

a comment response in AD 98–13–23, 

Amendment 39–10614 (63 FR 34576, 

June 25, 1998), noted that the FAA did 

not concur with the ‘‘average flight 

time’’ (AFT) compliance time 

methodology as it may not address the 

unsafe condition in a timely manner. 

UPS stated that paragraph (h) of the 

proposed AD specifies that the 

compliance time is at the applicable 

times specified in paragraph 1.E. of 

Airbus Service Bulletin A300–53–6042, 

Revision 03, dated August 30, 2012, 

which establishes the initial and 

repetitive inspection compliance times 

based on AFT methodology. UPS 

requested changing the compliance 

times in paragraph (h) of the proposed 

AD to reflect specific values regardless 

of the aircraft utilization rate to provide 

consistency in the compliance times for 

paragraphs (g) and (h) of the proposed 

AD. 

We disagree with the commenter’s 

request to revise the compliance times 

in this AD. At the time the FAA issued 

AD 98–13–23, Amendment 39–10614 

(63 FR 34576, June 25, 1998), the 

required actions in Airbus Service 

Bulletin A300–53–6042, Revision 1, 

dated February 20, 1995, contained 

inspection thresholds and intervals 

based on airplane flight cycles, and 

provided instructions for adjusting the 

flight cycle threshold and interval using 

each individual airplane’s AFT 

utilization. The FAA did not agree with 

the AFT method because it could result 

in a different inspection threshold and 

interval for each individual airplane, 

and the FAA did not agree with 

adjusting a flight cycle based threshold 

and interval using the average flight 

time utilization without also having a 

related flight hour based threshold and 

interval. In Airbus Service Bulletin 

A300–53–6042, Revision 03, dated 

August 30, 2012, the inspection 

thresholds and intervals are now based 

on the accumulation of both flight 

cycles and flight hours, and are listed in 

tables appropriately grouping airplanes 

with average flight time utilization 

above 1.5 hours, and airplanes with 

average flight time utilization at or 

below 1.5 hours. The changes made in 

Airbus Service Bulletin A300–53–6042, 

Revision 03, dated August 30, 2012 have 

addressed the FAA’s original concerns 

with the AFT method and is acceptable 

for this AD. 

We acknowledge that a fixed 

compliance time for a fleet could be 

easier for operators to schedule and 

record compliance. Therefore, under the 

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

we will consider requests for approval 

of an alternative method of compliance 

(AMOC) if a proposal is submitted that 

is supported by technical data that 

includes fatigue and damage tolerance 

analysis. We have not changed this AD 

in this regard. 

Request for Credit for Previous Cold 

Expansion 

UPS requested that we allow credit 

for previous accomplishment of cold 

expansion of the fastener holes. UPS 

stated that paragraph (h)(3) of the 

proposed AD (79 FR 7592, February 10, 

2014) requires cold working fastener 

holes in accordance with Airbus Service 

Bulletin A300–53–6042, Revision 03, 

dated August 30, 2012, if no cracking is 

found. However, the fastener holes were 

previously cold worked as a 

requirement of paragraph (c)(2) of AD 

98–13–23, Amendment 39–10614 (63 

FR 34576, June 25, 1998). UPS 

suggested that we add the phrase 

‘‘unless previously accomplished’’ to 


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Federal Register / Vol. 80, No. 142 / Friday, July 24, 2015 / Rules and Regulations 43933 

the second sentence of paragraph (h)(3) 

of the proposed AD. 

We agree with the request to give 

credit if fastener holes were cold 

worked before the effective date of this 

AD. We have added a new paragraph 

(k)(2) to this AD to give credit for cold 

working fastener holes using Airbus 

Service Bulletin A300–53–6042, 

Revision 1, dated February 20, 1995, 

which is referred to as the appropriate 

source of service information for the 

actions in AD 98–13–23, Amendment 

39–10614 (63 FR 34576, June 25, 1998); 

or Airbus Service Bulletin A300–53– 

6042, Revision 02, dated April 28, 1998. 

We have re-designated paragraph (k) 

of the proposed AD (79 FR 7592, 

February 10, 2014) as paragraph (k)(1) of 

this AD. We also removed the reference 

to Airbus Service Bulletin A300–53– 

6042, Revision 1, dated February 20, 

1995 from paragraph (k)(1) of this AD, 

which gives credit for actions in 

paragraph (g) of this AD. Paragraph (g) 

of this AD already refers Airbus Service 

Bulletin A300–53–6042, Revision 1, 

dated February 20, 1995, as a source of 

service information. 

Request To Remove Requirement To 

Refer to This AD in Repair Approvals 

UPS also requested that we revise 

paragraph (i)(2) of the proposed AD (79 

FR 7592, February 10, 2014) to remove 

the requirement to include the AD 

reference in repair approvals. UPS noted 

its concerns that the proposal would 

require development of a unique Airbus 

process for U.S. operators; that it could 

have significant financial and 

administrative impacts to existing 

customer support agreements and 

different AD records requirements 

within an operator’s fleet; and that it 

will increase requests for approval of 

AMOCs and result in delayed return to 

service. 

We concur with the commenter’s 

request to remove from this AD the 

requirement that repair approvals must 

specifically refer to this AD. We have 

revised paragraph (i)(2) of this AD 

accordingly. 

Since late 2006, we have included a 

standard paragraph titled ‘‘Airworthy 

Product’’ in all MCAI ADs in which the 

FAA develops an AD based on a foreign 

authority’s AD. The MCAI or referenced 

service information in an FAA AD often 

directs the owner/operator to contact 

the manufacturer for corrective actions, 

such as a repair. Briefly, the Airworthy 

Product paragraph allowed owners/

operators to use corrective actions 

provided by the manufacturer if those 

actions were FAA-approved. In 

addition, the paragraph stated that any 

actions approved by the State of Design 

Authority (or its delegated agent) are 

considered to be FAA-approved. 

In the NPRM (79 FR 7592, February 

10, 2014), we proposed to prevent the 

use of repairs that were not specifically 

developed to correct the unsafe 

condition, by requiring that the repair 

approval provided by the State of 

Design Authority or its delegated agent 

specifically refer to this FAA AD. This 

change was intended to clarify the 

method of compliance and to provide 

operators with better visibility of repairs 

that are specifically developed and 

approved to correct the unsafe 

condition. In addition, we proposed to 

change the phrase ‘‘its delegated agent’’ 

to include ‘‘the Design Approval Holder 

(DAH) with a State of Design 

Authority’s design organization 

approval (DOA)’’ to refer to a DAH 

authorized to approve required repairs 

for the AD. 

In its comments to the NPRM (79 FR 

7592, February 10, 2014), UPS stated the 

following: ‘‘The proposed wording, 

being specific to repairs, eliminates the 

interpretation that Airbus messages are 

acceptable for approving minor 

deviations (corrective actions) needed 

during accomplishment of an AD 

mandated Airbus service bulletin.’’ 

This comment has made the FAA 

aware that some operators have 

misunderstood or misinterpreted the 

Airworthy Product paragraph to allow 

the owner/operator to use messages 

provided by the manufacturer as 

approval of deviations during the 

accomplishment of an AD-mandated 

action. The Airworthy Product 

paragraph does not approve messages or 

other information provided by the 

manufacturer for deviations to the 

requirements of the AD-mandated 

actions. The Airworthy Product 

paragraph only addresses the 

requirement to contact the manufacturer 

for corrective actions for the identified 

unsafe condition and does not cover 

deviations from other AD requirements. 

However, deviations to AD-required 

actions are addressed in 14 CFR 39.17, 

and anyone may request the approval 

for an alternative method of compliance 

to the AD-required actions using the 

procedures found in 14 CFR 39.19. 

To address this misunderstanding and 

misinterpretation of the Airworthy 

Product paragraph, we have changed 

that paragraph and retitled it 

‘‘Contacting the Manufacturer.’’ This 

paragraph now clarifies that for any 

requirement in this AD to obtain 

corrective actions from a manufacturer, 

the actions must be accomplished using 

a method approved by the FAA, EASA, 

or Airbus’s EASA DOA. 

The Contacting the Manufacturer 

paragraph also clarifies that, if approved 

by the DOA, the approval must include 

the DOA-authorized signature. The DOA 

signature indicates that the data and 

information contained in the document 

are EASA-approved, which is also FAAapproved. Messages and other 

information provided by the 

manufacturer that do not contain the 

DOA-authorized signature approval are 

not EASA-approved, unless EASA 

directly approves the manufacturer’s 

message or other information. 

This clarification does not remove 

flexibility afforded previously by the 

Airworthy Product paragraph. 

Consistent with long-standing FAA 

policy, such flexibility was never 

intended for required actions. This is 

also consistent with the 

recommendation of the AD 

Implementation Aviation Rulemaking 

Committee to increase flexibility in 

complying with ADs by identifying 

those actions in manufacturers’ service 

instructions that are ‘‘Required for 

Compliance’’ with ADs. We continue to 

work with manufacturers to implement 

this recommendation. But once we 

determine that an action is required, any 

deviation from the requirement must be 

approved as an alternative method of 

compliance. 

Other commenters to an NPRM 

having Directorate Identifier 2012–NM– 

101–AD (78 FR 78285, December 26, 

2013) pointed out that in many cases the 

foreign manufacturer’s service bulletin 

and the foreign authority’s MCAI may 

have been issued some time before the 

FAA AD. Therefore, the DOA may have 

provided U.S. operators with an 

approved repair, developed with full 

awareness of the unsafe condition, 

before the FAA AD is issued. Under 

these circumstances, to comply with the 

FAA AD, the operator would be 

required to go back to the 

manufacturer’s DOA and obtain a new 

approval document, adding time and 

expense to the compliance process with 

no safety benefit. 

Based on these comments, we 

removed the requirement from this AD 

that the DAH-provided repair 

specifically refer to this AD. Before 

adopting such a requirement in the 

future, the FAA will coordinate with 

affected DAHs and verify they are 

prepared to implement means to ensure 

that their repair approvals consider the 

unsafe condition addressed in an AD. 

Any such requirements will be adopted 

through the normal AD rulemaking 

process, including notice-and-comment 

procedures, when appropriate. 

We have also decided not to include 

a generic reference to either the 


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‘‘delegated agent’’ or the ‘‘DAH with 

State of Design Authority design 

organization approval,’’ but instead we 

will provide the specific delegation 

approval granted by the State of Design 

Authority for the DAH. 

Conclusion 

We reviewed the available data, 

including 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 (79 FR 7592, 

February 10, 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 7592, 

February 10, 2014). 

Related Service Information Under 1 

CFR Part 51 

Airbus issued Service Bulletin A300– 

53–6042, Revision 03, dated August 30, 

2012. The service information describes 

procedures for an inspection of the 

lower tail plane cut-out. 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 of this AD. 

Costs of Compliance 

We estimate that this AD affects 5 

airplanes of U.S. registry. 

The actions required by AD 98–13–23, 

Amendment 39–10614 (63 FR 34576, 

June 25, 1998), and retained in this AD 

take about 268 work-hours per product, 

at an average labor rate of $85 per workhour. Required parts cost about $0 per 

product. Based on these figures, the 

estimated cost of the actions that were 

required by AD 98–13–23 is $22,780 per 

product. 

We also estimate that it will take 

about 88 work-hours per product to 

comply with the new basic 

requirements of this AD. The average 

labor rate is $85 per work-hour. 

Required parts will cost about $0 per 

product. Based on these figures, we 

estimate the cost of this AD on U.S. 

operators to be $37,400, or $7,480 per 

product per inspection cycle. 

In addition, we estimate that any 

necessary follow-on actions will take 

about 155 work-hours and require parts 

costing $0, for a cost of $13,175 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. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2014-0011; 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 Operations office (telephone 

800–647–5527) is in the ADDRESSES

section. 

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) 

98–13–23, Amendment 39–10614 (63 

FR 34576, June 25, 1998), and adding 

the following new AD: 

2015–13–07 Airbus: Amendment 39–18194. 

Docket No. FAA–2014–0011; Directorate 

Identifier 2013–NM–046–AD. 

(a) Effective Date 

This AD becomes effective August 28, 

2015. 

(b) Affected ADs 

This AD replaces AD 98–13–23, 

Amendment 39–10614 (63 FR 34576, June 

25, 1998). 

(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 and F4– 

622R airplanes; and Model A300 C4–605R 

Variant F airplanes; certificated in any 

category; on which Airbus Modification 6146 

has not been installed. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 53, Fuselage. 

(e) Reason 

This AD was prompted by reports of 

cracking found at the lower corner of the 

horizontal stabilizer cutout longeron during a 

full scale fatigue test, and a determination 

that the risk of cracking is higher than 

initially determined. We are issuing this AD 

to prevent cracking of the lower horizontal 

stabilizer cutout longeron, the corner fitting, 

the skin strap, and the outer skin, which 

could result in reduced structural integrity of 

the horizontal-stabilizer cutout longeron. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Inspections and Corrective 

Actions 

This paragraph restates the requirements of 

paragraphs (a), (b), (c), (d), and (e) of AD 98– 

13–23, Amendment 39–10614 (63 FR 34576, 


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June 25, 1998), with revised service 

information. 

(1) Prior to the accumulation of 18,000 

total landings, or within 2,000 landings after 

July 30, 1998 (the effective date of AD 98– 

13–23, Amendment 39–10614 (63 FR 34576, 

June 25, 1998), whichever occurs later: 

Perform a visual and eddy current inspection 

to detect cracks and/or corrosion of Areas 1 

and 2 of the lower horizontal stabilizer 

cutout longeron, in accordance with Airbus 

Service Bulletin A300–53–6042, Revision 1, 

dated February 20, 1995; or the 

Accomplishment Instructions of Airbus 

Service Bulletin A300–53–6042, Revision 03, 

dated August 30, 2012. As of the effective 

date of this AD, use only Airbus Service 

Bulletin A300–53–6042, Revision 03, dated 

August 30, 2012, to do the actions required 

by this paragraph. 

(2) At the later of the times specified in 

paragraphs (g)(2)(i) and (g)(2)(ii) of this AD: 

Perform a visual and an eddy current 

inspection to detect cracks and corrosion of 

Area 3 of the lower horizontal stabilizer 

cutout longeron, in accordance with Airbus 

Service Bulletin A300–53–6042, Revision 1, 

dated February 20, 1995; or the 

Accomplishment Instructions of Airbus 

Service Bulletin A300–53–6042, Revision 03, 

dated August 30, 2012. As of the effective 

date of this AD, use only Airbus Service 

Bulletin A300–53–6042, Revision 03, dated 

August 30, 2012, to do the actions required 

by this paragraph. 

(i) Prior to the accumulation of 24,000 total 

landings, but not before the accumulation of 

18,000 total landings; or 

(ii) Prior to the accumulation of 2,000 

landings after July 30, 1998 (the effective date 

of AD 98–13–23, Amendment 39–10614 (63 

FR 34576, June 25, 1998)). 

(3) If no cracking is detected during any 

inspection required by paragraph (g)(1) or 

(g)(2) of this AD: Before further flight, cold 

work and ream the vacated fastener holes, in 

accordance with Airbus Service Bulletin 

A300–53–6042, Revision 1, dated February 

20, 1995; or the Accomplishment 

Instructions of Airbus Service Bulletin A300– 

53–6042, Revision 03, dated August 30, 2012; 

and perform the requirements of paragraph 

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

As of the effective date of this AD, use only 

Airbus Service Bulletin A300–53–6042, 

Revision 03, dated August 30, 2012, to do the 

actions required by this paragraph. 

(i) For airplanes on which no cracking is 

found in Area 1 or 2: Repeat the inspections 

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

thereafter at intervals not to exceed 6,000 

flight cycles. 

(ii) For airplanes on which no cracking is 

found in Area 3: Perform the various followon actions in accordance with Airbus Service 

Bulletin A300–53–6042, Revision 1, dated 

February 20, 1995; or the Accomplishment 

Instructions of Airbus Service Bulletin A300– 

53–6042, Revision 03, dated August 30, 2012. 

(The follow-on actions include installing a 

new corner fitting, installing a new longeron, 

and performing a cold working procedure.) 

After accomplishment of these follow-on 

actions, no further action is required by this 

AD. After the effective date of this AD, use 

only Airbus Service Bulletin A300–53–6042, 

Revision 03, dated August 30, 2012, to do the 

actions required by this paragraph. 

(4) If any cracking is detected during any 

inspection required by paragraph (g)(1) or 

(g)(2) of this AD, perform the requirements of 

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

applicable. 

(i) If any cracking is found in Area 1 or 3 

that is within the limits specified in Airbus 

Service Bulletin A300–53–6042, Revision 1, 

dated February 20, 1995; or Airbus Service 

Bulletin A300–53–6042, Revision 03, dated 

August 30, 2012: Before further flight, repair 

in accordance with Airbus Service Bulletin 

A300–53–6042, Revision 1, dated February 

20, 1995; or the Accomplishment 

Instructions of Airbus Service Bulletin A300– 

53–6042, Revision 03, dated August 30, 2012. 

As of the effective date of this AD, use only 

Airbus Service Bulletin A300–53–6042, 

Revision 03, dated August 30, 2012, to do the 

actions required by this paragraph. 

(ii) If any cracking is found in Area 2, or 

if any cracking is found in any area and that 

cracking is beyond the limits described in 

Airbus Service Bulletin A300–53–6042, 

Revision 1, dated February 20, 1995; or 

Airbus Service Bulletin A300–53–6042, 

Revision 03, dated August 30, 2012: Before 

further flight, repair 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). 

(5) If any corrosion is detected during any 

inspection required by paragraph (g) of this 

AD, prior to further flight, repair the 

corrosion, in accordance with Airbus Service 

Bulletin A300–53–6042, Revision 1, dated 

February 20, 1995; or the Accomplishment 

Instructions of Airbus Service Bulletin A300– 

53–6042, Revision 03, dated August 30, 2012. 

As of the effective date of this AD, use only 

Airbus Service Bulletin A300–53–6042, 

Revision 03, dated August 30, 2012, to do the 

actions required by this paragraph. 

(h) New Inspections 

At the applicable times specified in 

paragraph 1.E., ‘‘Compliance,’’ of Airbus 

Service Bulletin A300–53–6042, Revision 03, 

dated August 30, 2012, except as provided by 

paragraphs (j)(1) and (j)(2) of this AD: Do the 

actions specified in paragraphs (h)(1), (h)(2), 

and (h)(3) of this AD, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A300–53–6042, Revision 03, 

dated August 30, 2012. Repeat the 

inspections, thereafter, at the applicable 

intervals specified in paragraph 1.E., 

‘‘Compliance,’’ of Airbus Service Bulletin 

A300–53–6042, Revision 03, dated August 

30, 2012. Doing the initial inspections 

required by paragraph (h) of this AD and 

applicable corrective actions required by 

paragraph (i) of this AD terminates the 

requirements of paragraph (g) of this AD. 

(1) Do a general visual inspection for 

cracking and corrosion of the lower 

horizontal stabilizer cut-out longeron, the 

corner fitting, the skin strap, and the skin 

between frame (FR)87 and FR89 and between 

stringers (STGR)24 and STGR27, left- and 

right-hand sides. 

(2) Do a high frequency eddy current 

(HFEC) inspection for cracking of the flanges 

of the lower corner fittings and the edges of 

the outer skin and the edges of the longeron, 

the skin strap, and the skin at the run-out of 

the corner fitting above the last eight 

fasteners. 

(3) Do a rotating probe inspection for 

cracking of the fastener holes. If no cracking 

is found during the rotating probe inspection, 

before further flight, do a cold expansion of 

the fastener holes, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A300–53–6042, Revision 03, 

dated August 30, 2012. 

(i) New Corrective Actions 

(1) If any corrosion is found during any 

inspection required by paragraph (h) of this 

AD, before further flight, repair, in 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A300– 

53–6042, Revision 03, dated August 30, 2012. 

(2) If any cracking is found during any 

inspection required by paragraph (h) of this 

AD, before further flight, repair in accordance 

with the Accomplishment Instructions of 

Airbus Service Bulletin A300–53–6042, 

Revision 03, dated August 30, 2012, except 

where Airbus Service Bulletin A300–53– 

6042, Revision 03, dated August 30, 2012, 

specifies to contact Airbus, before further 

flight, repair using a method approved by the 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA; or 

EASA, or Airbus’s EASA DOA. 

(j) Exception 

(1) Where Airbus Service Bulletin A300– 

53–6042, Revision 03, dated August 30, 2012, 

specifies a grace period of 1950 flight cycles 

or 4100 flight hours, this AD specifies the 

grace period after the effective date of this 

AD. 

(2) Where Airbus Service Bulletin A300– 

53–6042, Revision 03, dated August 30, 2012, 

specifies a compliance time ‘‘after receipt of 

this service bulletin,’’ this AD requires 

compliance within the specified compliance 

time after the effective date of this AD. 

(k) Credit for Previous Actions 

(1) This paragraph provides credit for the 

corresponding actions required by paragraph 

(g) of this AD, if those actions were 

performed before the effective date of this AD 

using Airbus Service Bulletin A300–53–6042, 

Revision 02, dated April 28, 1998, which is 

not incorporated by reference in this AD. 

(2) This paragraph provides credit for the 

corresponding actions required by paragraph 

(h)(3) of this AD, if those actions were 

performed before the effective date of this AD 

using Airbus Service Bulletin A300–53–6042, 

Revision 1, dated February 20, 1995, which 

was incorporated by reference in AD 98–13– 

23, Amendment 39–10614 (63 FR 34576, 

June 25, 1998), and continues to be 

incorporated by reference in this AD; or 

Airbus Service Bulletin A300–53–6042, 

Revision 02, dated April 28, 1998, which is 

not incorporated by reference 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 


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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 for AD 98–13–23, 

Amendment 39–10614 (63 FR 34576, June 

25, 1998), are approved as AMOCs for the 

corresponding requirements 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 

the 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 2013–0048, dated 

March 4, 2013, 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– 

2014–0011. 

(2) Service information identified in this 

AD that is not incorporated by reference in 

this AD 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 August 28, 2015. 

(i) Airbus Service Bulletin A300–53–6042, 

Revision 03, dated August 30, 2012. 

(ii) Reserved. 

(4) The following service information was 

approved for IBR on July 30, 1998 (63 FR 

34576, June 25, 1998). 

(i) Airbus Service Bulletin A300–53–6042, 

Revision 1, dated February 20, 1995. 

(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 

202–741–6030, or go to: http://

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

Issued in Renton, Washington, on June 17, 

2015. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–17934 Filed 7–23–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–2957; Directorate 

Identifier 2015–NM–089–AD; Amendment 

39–18218; AD 2015–15–09] 

RIN 2120–AA64 

Airworthiness Directives; BAE 

Systems (Operations) Limited 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all BAE 

Systems (Operations) Limited Model 

4101 airplanes. This AD requires a onetime inspection for damage of the stop 

arms of the stop plates, an adjustment 

of the electric trim limit switches, and 

replacement of the stop plates with 

newly manufactured stop plates if 

necessary. This AD was prompted by a 

report that the pitch trim jammed in the 

fully down position. We are issuing this 

AD to detect and correct broken stop 

arms of the stop plates, which could 

lead to the pitch trim jamming, loss of 

control of the elevator trim, and possible 

reduced control of the airplane. 

DATES: This AD becomes effective 

August 10, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of August 10, 2015. 

We must receive comments on this 

AD September 8, 2015. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this AD, contact BAE Systems 

(Operations) Limited, Customer 

Information Department, Prestwick 

International Airport, Ayrshire, KA9 

2RW, Scotland, United Kingdom; 

telephone: +44 1292 675207; fax: +44 

1292 675704; email: RApublications@

baesystems.com; Internet http://

www.baesystems.com/Businesses/

RegionalAircraft/index.htm. 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– 

18218. 

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– 

18218; or in person at the Docket 

Operations office 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 Operations office (telephone: 

800–647–5527) is in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Todd Thompson, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone: 425–227–1175; 

fax: 425–227–1149. 

SUPPLEMENTARY INFORMATION: 


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