65860 Federal Register / Vol. 81, No. 186 / Monday, September 26, 2016 / Rules and Regulations 

paragraphs (i)(4)(i) and (i)(4)(ii) of this AD, 

apply. 

(i) The steps labeled as RC, including 

substeps under an RC step and any figures 

identified in an RC step, must be done to 

comply with the AD. An AMOC is required 

for any deviations to RC steps, including 

substeps and identified figures. 

(ii) Steps 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 RC steps, 

including substeps and identified figures, can 

still be done as specified, and the airplane 

can be put back in an airworthy condition. 

(j) Related Information 

For more information about this AD, 

contact Brandon Lucero, Aerospace Engineer, 

Cabin Safety and Environmental Systems 

Branch, ANM–150S, FAA, Seattle Aircraft 

Certification Office (ACO), 1601 Lind Avenue 

SW., Renton, WA 98057–3356; phone: 425– 

917–6572; fax: 425–917–6590; email: 

Brandon.Lucero@faa.gov. 

(k) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

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

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Boeing Alert Service Bulletin B787– 

81205–SB250054–00, Issue 001, dated 

December 19, 2014. 

(ii) Reserved. 

(3) For The Boeing Company 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 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 

September 6, 2016. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–22187 Filed 9–23–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2016–5039; Directorate 

Identifier 2013–NM–148–AD; Amendment 

39–18659; AD 2016–19–10] 

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) 2000–10– 

18 for certain Airbus Model A300 series 

airplanes; Model A300 B4–600, B4– 

600R, F4–600R series airplanes, and 

Model A300 C4–605R Variant F 

airplanes (collectively called Model 

A300–600 series airplanes); and Model 

A310 series airplanes. AD 2000–10–18 

required repetitive inspections to detect 

cracks in the lower spar of the engine 

pylons between ribs 6 and 7, and repair 

if necessary. This new AD reduces the 

compliance times for the initial 

inspection and the repetitive intervals. 

This AD was prompted by the 

determination that the compliance times 

for the initial inspection and the 

repetitive intervals must be reduced to 

allow timely detection of cracks in the 

engine pylon’s lower spar between ribs 

6 and 7. We are issuing this AD to detect 

and correct fatigue cracking, which 

could result in reduced structural 

integrity of the engine pylon’s lower 

spar, and possible separation of the 

engine from the airplane. 

DATES: This AD is effective October 31, 

2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of October 31, 2016. 

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–2016–5039. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2016– 

5039; 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 2000–10–18, 

Amendment 39–11742 (65 FR 34055, 

May 26, 2000) (‘‘AD 2000–10–18’’). AD 

2000–10–18 applied to certain Airbus 

Model A300 series airplanes; Model 

A300 B4–600, B4–600R, F4–600R series 

airplanes, and Model A300 C4–605R 

Variant F airplanes (collectively called 

Model A300–600 series airplanes); and 

Model A310 series airplanes. The NPRM 

published in the Federal Register on 

April 5, 2016 (81 FR 19505) (‘‘the 

NPRM’’). The NPRM was prompted by 

a determination that the compliance 

times for the initial inspection and the 

repetitive intervals must be reduced to 

allow timely detection of cracks in the 

engine pylon’s lower spar between ribs 

6 and 7. The NPRM proposed to 

continue to require repetitive 

inspections to detect cracks in the lower 

spar of the engine pylons between ribs 

6 and 7, and repair if necessary. The 

NPRM also proposed to reduce the 

compliance times for the initial 

inspection and the repetitive intervals. 

We are issuing this AD to detect and 

correct fatigue cracking, which could 

result in reduced structural integrity of 

the engine pylon’s lower spar, and 

possible separation of the engine from 

the airplane. 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

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for the Member States of the European 

Union, has issued EASA Airworthiness 

Directive 2013–0167, dated July 26, 

2013 (referred to after this as the 

Mandatory Continuing Airworthiness 

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

an unsafe condition. The MCAI states: 

Cracks were found between ribs 6 and 7 in 

the lower spar of engine pylons on A310, 

A300 and A300–600 aeroplanes. To prevent 

crack initiation, a first inspection programme 

of this area was rendered mandatory by 

DGAC [Direction Ge ́ne ́rale de l’Aviation 

Civile] France AD 93–228–154 (later revised, 

currently at Revision 3) [which corresponds 

to certain actions in FAA AD 2000–10–18] 

for A300 and A300–600 aeroplanes. 

At a later date and due to new findings, a 

specific inspection programme for A310 

aeroplanes was rendered mandatory by 

DGAC France AD 1999–239–287(B) [which 

corresponds to certain other actions in FAA 

AD 2000–10–18]. That [French] AD was later 

superseded by EASA AD 2008–0001, which 

introduced new thresholds and intervals in 

the frame of the A310 extended service goal 

(ESG) exercise. 

Since DGAC France AD 1993–228– 

154(B)R3 and EASA AD 2008–0001 were 

issued, a fleet survey and updated Fatigue 

and Damage Tolerance analyses have been 

performed in order to substantiate the second 

ESG for A300–600, called ESG2 exercise. The 

results of these analyses have shown that the 

inspection threshold and interval must be 

reduced to allow timely detection of cracks 

in the engine pylon lower spar between ribs 

6 and 7. 

For the reasons described above, this new 

[EASA] AD retains the requirements of DGAC 

France AD 1993–228–154(B)R3 and EASA 

AD 2008–0001, which are superseded, and 

requires accomplishment of the [eddy current 

or liquid penetrant] inspections [for cracking] 

and, depending on findings, [related 

investigative and] corrective actions [repairs], 

within the new thresholds and intervals 

specified in Airbus Service Bulletin (SB) 

A300–54–0073 Revision 03 [dated October 

11, 2012] or SB A310–54–2017 Revision 06 

[dated October 3, 2012] or SB A300–54–6014 

Revision 07 [dated September 5, 2012]. 

Related investigative actions include 

eddy current or liquid penetrant 

inspections for cracking of areas with 

removed protection. The unsafe 

condition is cracking in the lower spar 

of the engine pylons between ribs 6 and 

7, which could result in reduced 

structural integrity of the engine pylon’s 

lower spar, and possible separation of 

the engine from the airplane. You may 

examine the MCAI in the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating it in Docket No. FAA– 

2016–5039. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the NPRM and the FAA’s 

response to each comment. 

Request To Revise Applicability 

United Parcel Service (UPS) requested 

that we remove Model A300 F4–622R 

airplanes from the proposed 

applicability. UPS stated that the NPRM 

would apply to all Model A300 

airplanes except those that have Airbus 

Modification 10599 incorporated in 

production. UPS explained that Airbus 

Modification 10559 was embodied on 

airplane manufacturer serial number 

(MSN) 723 and all subsequent airplane 

serial numbers; and that the first Model 

A300 F4–622R airplane with this 

modification embodied was MSN 805. 

We infer that UPS made a 

typographical error in citing the Airbus 

Modification number and intended to 

reference Airbus Modification 10149. 

We agree with the commenter’s request 

to remove Model A300 F4–622R 

airplanes from the applicability. Airbus 

has verified that all Model A300 F4– 

622R airplanes are post-Airbus 

Modification 10149 and that operators 

do not need to accomplish the 

inspections specified in Airbus Service 

Bulletin A300–54–6014, Revision 07, 

dated September 5, 2012, on those 

airplanes. As specified in paragraph (c) 

of this AD, this AD does not affect 

airplanes on which Airbus Modification 

10149 has been incorporated in 

production. We have removed Model 

A300 F4–622R airplanes from paragraph 

(c)(4) of this AD. This change has been 

coordinated with EASA. 

Requests To Revise Paragraphs (g), (h), 

and (i) of the Proposed AD 

UPS requested that we revise 

paragraphs (g), (h), and (i) of the 

proposed AD, which identify 

inspections, corrective actions, and 

exceptions for both pre-repair and postrepair modification configurations. UPS 

stated that these paragraphs contain 

information in long, complex sentences 

with cross references to other 

paragraphs in the proposed AD. UPS 

explained that there is potential for 

confusion of the ruling requirements 

and opportunities for compliance errors. 

UPS provided suggestions for revising 

certain paragraphs of the proposed AD. 

We do not agree with the commenter’s 

request. We recognize that the actions 

specified in the service information and 

this AD are complex. However, this AD 

uses standard terminology that is legally 

enforceable. UPS’s suggested revisions 

included doing all repairs using a 

method approved by the FAA, EASA, or 

Airbus’s EASA Design Organization 

Approval. This suggestion would 

require operators to obtain a method of 

compliance, even though the service 

information does provide instructions 

for doing certain repairs. Also, UPS 

suggested we add regulatory material in 

a note, which is not legally enforceable. 

We have not changed this AD in this 

regard. 

Request To Define Average Flight Time 

(AFT) Calculations 

UPS requested that we include a 

paragraph to define how AFT is 

calculated. UPS explained that 

paragraph (g) of the proposed AD has 

repetitive inspection requirements that 

use an interval defined in the service 

information that is dependent on 

airplane AFT methodology, but that the 

NPRM does not define parameters for 

how and when the AFT is determined. 

UPS submitted proposed language for 

calculating AFTs. 

In regards to the AFT definition, we 

have determined that, for the reasons 

stated by the commenter, this AD 

should define AFT calculations. We 

have added paragraph (j) to this AD 

accordingly and redesignated 

subsequent paragraphs. 

Request To Approve Alternative 

Methods of Compliance (AMOCs) 

UPS requested that we revise 

paragraph (k) of the proposed AD to 

specify that AMOCs approved 

previously for AD 2000–10–18 are 

approved as AMOCs for the 

corresponding provisions of this AD. 

We agree with the commenter’s 

request. We have revised paragraph (l) 

of this AD (referred to as paragraph (k) 

in the proposed AD) to specify that 

AMOCs approved previously for AD 

2000–10–18 are approved as AMOCs for 

the corresponding provisions of this AD. 

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 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 

Airbus has issued the following 

service bulletins. 

• Airbus Service Bulletin A300–54– 

0073, Revision 03, dated October 11, 

2012 (for Model A300 series airplanes). 

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• Airbus Service Bulletin A300–54– 

6014, Revision 07, dated September 5, 

2012 (for Model A300–600 series 

airplanes). 

• Airbus Service Bulletin A310–54– 

2017, Revision 06, dated October 3, 

2012 (for Model A310 series airplanes). 

This service information describes 

procedures for inspecting for cracking of 

the engine pylon’s lower spar between 

ribs 6 and 7, and related investigative 

actions if cracking is found. 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 156 

airplanes of U.S. registry. 

We also estimate that it would take 

about 6 work-hours per product to 

comply with the basic requirements of 

this AD. The average labor rate is $85 

per work hour. Based on these figures, 

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

operators to be $79,560, or $510 per 

product. 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition actions 

specified in this AD. We have no way 

of determining the number of aircraft 

that might need these actions. 

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) 

2000–10–18, Amendment 39–11742 (65 

FR 34055, May 26, 2000), and adding 

the following new AD: 

2016–19–10 Airbus: Amendment 39–18659; 

Docket No. FAA–2016–5039; Directorate 

Identifier 2013–NM–148–AD. 

(a) Effective Date 

This AD is effective October 31, 2016. 

(b) Affected ADs 

This AD replaces AD 2000–10–18, 

Amendment 39–11742 (65 FR 34055, May 26, 

2000) (‘‘AD 2000–10–18’’). 

(c) Applicability 

This AD applies to the Airbus airplanes 

identified in paragraphs (c)(1) through (c)(6) 

of this AD, certificated in any category, 

except airplanes on which Airbus 

Modification 10149 has been incorporated in 

production. 

(1) Airbus Model A300 B2–1A, B2–1C, 

B2K–3C, B2–203, B4–2C, B4–103, and B4– 

203 airplanes. 

(2) Airbus Model A300 B4–601, B4–603, 

B4–620, and B4–622 airplanes. 

(3) Airbus Model A300 B4–605R and B4– 

622R airplanes. 

(4) Airbus Model A300 F4–605R airplanes. 

(5) Airbus Model A300 C4–605R Variant F 

airplanes. 

(6) Airbus Model A310–203, –204, –221, 

–222, –304, –322, –324, and –325 airplanes. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 54, Nacelles/pylons. 

(e) Reason 

This AD was prompted by the 

determination that the compliance times for 

the initial inspection and the repetitive 

intervals must be reduced to allow timely 

detection of cracks in the engine pylon’s 

lower spar between ribs 6 and 7. We are 

issuing this AD to detect and correct fatigue 

cracking, which could result in reduced 

structural integrity of the engine pylon’s 

lower spar, and possible separation of the 

engine from the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspections and Corrective Actions 

Except as provided by paragraphs (i)(1) and 

(i)(2) of this AD, at the applicable time 

specified in paragraph 1.E., ‘‘Compliance,’’ of 

the applicable Airbus service bulletin 

specified in paragraph (g)(1), (g)(2), or (g)(3) 

of this AD: Do an eddy current or liquid 

penetrant inspection for cracking of the 

engine pylon’s lower spar between ribs 6 and 

7; and do all applicable related investigative 

and corrective actions; in accordance with 

the Accomplishment Instructions of the 

applicable Airbus service bulletin specified 

in paragraph (g)(1), (g)(2), or (g)(3) of this AD, 

except as required by paragraph (i)(3) of this 

AD. Do all applicable related investigative 

and corrective actions before further flight. 

Repeat the inspection of the engine pylon’s 

lower spar between ribs 6 and 7 thereafter at 

the applicable time and intervals specified in 

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

applicable Airbus service bulletin specified 

in paragraph (g)(1), (g)(2), or (g)(3) of this AD 

until a repair or modification specified in the 

Accomplishment Instructions of the 

applicable Airbus service bulletin identified 

in paragraph (g)(1), (g)(2), or (g)(3) of this AD 

is done. 

(1) Airbus Service Bulletin A300–54–0073, 

Revision 03, dated October 11, 2012 (for 

Model A300 series airplanes). 

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

Airbus Service Bulletin A300–54–0080, 

Revision 02, dated July 9, 2002, is an 

additional source of guidance for 

accomplishing the modification specified in 

Airbus Service Bulletin A300–54–0073, 

Revision 03, dated October 11, 2012. 

(2) Airbus Service Bulletin A300–54–6014, 

Revision 07, dated September 5, 2012 (for 

Model A300–600 series airplanes). 

Note 2 to paragraph (g)(2) of this AD: 

Airbus Service Bulletin A300–54–6020, 

Revision 02, dated July 9, 2002, is an 

additional source of guidance for 

accomplishing the modification specified in 

Airbus Service Bulletin A300–54–6014, 

Revision 07, dated September 5, 2012. 

(3) Airbus Service Bulletin A310–54–2017, 

Revision 06, dated October 3, 2012 (for 

Model A310 series airplanes). 

Note 3 to paragraph (g)(3) of this AD: 

Airbus Service Bulletin A310–54–2023, 

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Revision 03, dated July 9, 2002, is an 

additional source of guidance for 

accomplishing the modification specified in 

Airbus Service Bulletin A310–54–2017, 

Revision 06, dated October 3, 2012. 

(h) Post-Repair/Modification and Corrective 

Actions 

For airplanes on which any repair or 

modification specified in the 

Accomplishment Instructions of the 

applicable Airbus service bulletin identified 

in paragraph (g)(1), (g)(2), or (g)(3) of this AD 

is done: Except as provided by paragraphs 

(i)(1) and (i)(2) of this AD, at the applicable 

time specified in paragraph 1.E., 

‘‘Compliance,’’ of the applicable Airbus 

service bulletin specified in paragraph (g)(1), 

(g)(2), or (g)(3) of this AD: Do an eddy current 

or liquid penetrant inspection for cracking of 

the engine pylon’s lower spar between ribs 6 

and 7; and do all applicable related 

investigative and corrective actions; in 

accordance with the Accomplishment 

Instructions of the applicable Airbus service 

bulletin specified in paragraph (g)(1), (g)(2), 

or (g)(3) of this AD, except as required by 

paragraph (i)(3) of this AD. Do all applicable 

related investigative and corrective actions 

before further flight. Repeat the inspection of 

the engine pylon’s lower spar between ribs 6 

and 7 thereafter at the applicable time and 

intervals specified in paragraph 1.E., 

‘‘Compliance,’’ of the applicable Airbus 

service bulletin specified in paragraph (g)(1), 

(g)(2), or (g)(3) of this AD. 

(i) Exceptions to Service Information 

(1) Where a ‘‘Threshold’’ is specified in 

paragraph 1.E., ‘‘Compliance,’’ of the service 

information specified in paragraphs (g)(1), 

(g)(2), and (g)(3) of this AD, the ‘‘FC’’ and 

‘‘FH’’ compliance times are total flight cycle 

and total flight hour compliance times, 

except that if a repair or service bulletin 

identified in paragraph 1.E., ‘‘Compliance,’’ 

of the service bulletins specified in 

paragraphs (g)(1), (g)(2), and (g)(3) of this AD 

has been done, the ‘‘FC’’ and ‘‘FH’’ 

compliance times are flight cycle and flight 

hour compliance times since the identified 

repair or service bulletin was done. 

(2) Except as provided by paragraphs 

(i)(2)(i) and (i)(2)(ii) of this AD: For the 

‘‘Grace period’’ specified in paragraph 1.E., 

‘‘Compliance,’’ of the service information 

specified in paragraphs (g)(1), (g)(2), and 

(g)(3) of this AD, operators must comply with 

the actions specified in paragraphs (g) and (h) 

of this AD, as applicable, at the later of the 

applicable times in the ‘‘Threshold’’ and 

‘‘Grace Period’’ times specified in paragraph 

1.E., ‘‘Compliance,’’ of the applicable service 

information, except the language ‘‘for aircraft 

that have already exceeded or are close to 

exceed[ing] the threshold or scheduled 

interval’’ does not apply. 

(i) Where Airbus Service Bulletin A300– 

54–0073, Revision 03, dated October 11, 

2012; and Airbus Service Bulletin A310–54– 

2017, Revision 06, dated October 3, 2012; 

specify a compliance time ‘‘. . . after receipt 

of this Inspection Service Bulletin without 

exceeding the requirements of previous issue 

of this ISB,’’ this AD requires compliance 

within the specified compliance time after 

the effective date of this AD. 

(ii) Where Airbus Service Bulletin A300– 

54–6014, Revision 07, dated September 5, 

2012, specifies a compliance time ‘‘. . . after 

receipt of this Inspection Service Bulletin 

without exceeding the requirements of 

previous issue of this SB,’’ this AD requires 

compliance within the specified compliance 

time after the effective date of this AD. 

(3) If any crack is found during any 

inspection required by this AD and the 

applicable Airbus service bulletin specified 

in paragraph (g)(1), (g)(2), or (g)(3) of this AD 

specifies to contact Airbus: Before further 

flight, repair the crack 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). 

(j) Calculating Average Flight Time (AFT) 

For the purpose of paragraphs (g) and (h) 

of this AD, the AFT must be established as 

specified in paragraphs (j)(1), (j)(2), and (j)(3) 

of this AD. 

(1) For the initial inspection, the average 

flight time is the total accumulated flight 

hours, counted from take-off to touch-down, 

divided by the total accumulated flight cycles 

at the effective date of this AD. 

(2) For the first repeated inspection 

interval, the average flight time is the total 

accumulated flight hours divided by the total 

accumulated flight cycles at the time of the 

inspection threshold. 

(3) For all inspection intervals onwards, 

the average flight time is the flight hours 

divided by the flight cycles accumulated 

between the last two inspections. 

(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 an applicable 

service bulletin specified in paragraphs (k)(1) 

through (k)(10) of this AD. 

(1) Airbus Service Bulletin A300–54–0073, 

Revision 1, dated March 28, 1994 (for Model 

A300 series airplanes), which was 

incorporated by reference in AD 96–11–05, 

Amendment 39–9630 (61 FR 26091, May 24, 

1996) (‘‘AD 96–11–05’’). 

(2) Airbus Service Bulletin A300–54–0073, 

Revision 02, dated July 9, 2002 (for Model 

A300 series airplanes), which is not 

incorporated by reference in this AD. 

(3) Airbus Service Bulletin A300–54–6014, 

Revision 1, dated March 28, 1994 (for Model 

A300–600 series airplanes), which was 

incorporated by reference in AD 96–11–05. 

(4) Airbus Service Bulletin A300–54–6014, 

Revision 03, dated June 4, 1998 (for Model 

A300–600 series airplanes), which is not 

incorporated by reference in this AD. 

(5) Airbus Service Bulletin A300–54–6014, 

Revision 04, dated March 9, 2002 (for Model 

A300–600 series airplanes), which is not 

incorporated by reference in this AD. 

(6) Airbus Service Bulletin A300–54–6014, 

Revision 05, dated September 1, 2011 (for 

Model A300–600 series airplanes), which is 

not incorporated by reference in this AD. 

(7) Airbus Service Bulletin A300–54–6014, 

Revision 06, dated May 24, 2012 (for Model 

A300–600 series airplanes), which is not 

incorporated by reference in this AD. 

(8) Airbus Service Bulletin A310–54–2017, 

Revision 03, dated June 11, 1999 (for Model 

A310 series airplanes), which was 

incorporated by reference in AD 2000–10–18. 

(9) Airbus Service Bulletin A310–54–2017, 

Revision 04, dated July 9, 2002 (for Model 

A310 series airplanes), which is not 

incorporated by reference in this AD. 

(10) Airbus Service Bulletin A310–54– 

2017, Revision 05, dated November 16, 2007 

(for Model A310 series airplanes), 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 

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 

2000–10–18 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 

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 2013–0167, dated 

July 26, 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– 

2016–5039. 

(2) Service information identified in this 

AD that is not incorporated by reference is 

available at the addresses specified in 

paragraphs (n)(3) and (n)(4) 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. 

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65864 Federal Register / Vol. 81, No. 186 / Monday, September 26, 2016 / Rules and Regulations 

(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 A300–54–0073, 

Revision 03, dated October 11, 2012. 

(ii) Airbus Service Bulletin A300–54–6014, 

Revision 07, dated September 5, 2012. 

(iii) Airbus Service Bulletin A310–54– 

2017, Revision 06, dated October 3, 2012. 

(3) 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.airwortheas@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 

September 12, 2016. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–22460 Filed 9–23–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1068; Directorate 

Identifier 2010–NM–189–AD; Amendment 

39–18647; AD 2016–18–16] 

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 all The 

Boeing Company Model 737–100, –200, 

–200C, –300, –400, and –500 series 

airplanes. This AD was prompted by 

fuel system reviews conducted by the 

manufacturer. This AD requires 

installing an automatic shutoff system 

for the center and auxiliary tank fuel 

boost pumps, as applicable; installing a 

placard in the airplane flight deck if 

necessary; replacing the P5–2 fuel 

system module assembly; installing the 

‘‘uncommanded ON’’ (UCO) protection 

system for the fuel boost pumps; 

revising the airplane flight manual 

(AFM) to advise the flight crew of 

certain operating restrictions for 

airplanes equipped with an automatic 

shutoff system; and revising the 

maintenance program by incorporating 

new airworthiness limitations for fuel 

tank systems to satisfy Special Federal 

Aviation Regulation No. 88 

requirements. We are issuing this AD to 

prevent operation of the center and 

auxiliary tank fuel boost pumps with 

continuous low pressure, which could 

lead to friction sparks or overheating in 

the fuel pump inlet that could create a 

potential ignition source inside the 

center and auxiliary fuel tanks. These 

conditions, in combination with 

flammable fuel vapors, could result in a 

fuel tank explosion and consequent loss 

of the airplane. 

DATES: This AD is effective October 31, 

2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of October 31, 2016. 

ADDRESSES: For Boeing service 

information identified in this final rule, 

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. For 

BAE Systems service information 

identified in this final rule, contact BAE 

Systems, Attention: Commercial 

Product Support, 600 Main Street, Room 

S18C, Johnson City, NY 13790–1806; 

phone: 607–770–3084; fax: 607–770– 

3015; email: CS-Customer.Service@

baesystems.com; Internet: http://

www.baesystems-ps.com/ 

customersupport. 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–2011–1068. 

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–2011– 

1068; 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: Serj 

Harutunian, Aerospace Engineer, 

Propulsion Branch, ANM–140L, FAA, 

Los Angeles Aircraft Certification Office 

(ACO), 3960 Paramount Boulevard, 

Lakewood, CA 90712–4137; phone: 

562–627–5254; fax: 562–627–5210; 

email: Serj.Harutunian@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 all The Boeing 

Company Model 737–100, –200, –200C, 

–300, –400, and –500 series airplanes. 

The SNPRM published in the Federal 

Register on March 28, 2016 (81 FR 

17098) (‘‘the SNPRM’’). We preceded 

the SNPRM with a notice of proposed 

rulemaking (NPRM) that published in 

the Federal Register on October 12, 

2011 (76 FR 63229) (‘‘the NPRM’’). The 

NPRM proposed to require installing an 

automatic shutoff system for the center 

and auxiliary tank fuel boost pumps, as 

applicable; installing a placard in the 

airplane flight deck if necessary; 

replacing the P5–2 fuel system module 

assembly; installing the UCO protection 

system for the fuel boost pumps; 

revising the airplane flight manual to 

advise the flight crew of certain 

operating restrictions for airplanes 

equipped with an automatic shutoff 

system; and revising the maintenance 

program by incorporating new 

airworthiness limitations for fuel tank 

systems to satisfy Special Federal 

Aviation Regulation No. 88 

requirements. The NPRM was prompted 

by fuel system reviews conducted by the 

manufacturer. The SNPRM proposed to 

require updated or additional actions for 

certain airplane configurations. We are 

issuing this AD to prevent operation of 

the center and auxiliary tank fuel boost 

pumps with continuous low pressure, 

which could lead to friction sparks or 

overheating in the fuel pump inlet that 

could create a potential ignition source 

inside the center and auxiliary fuel 

tanks. These conditions, in combination 

with flammable fuel vapors, could result 

in a fuel tank explosion and consequent 

loss of the airplane. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

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