71596 Federal Register / Vol. 81, No. 201 / Tuesday, October 18, 2016 / Rules and Regulations 

required by paragraph (k)(1) or (k)(2) of this 

AD, as applicable. 

(1) For an airplane that does not have an 

affected fuel pump installed: After the 

identification of the fuel pump part numbers 

required by paragraph (g) of this AD, no 

person may install an affected fuel pump on 

the airplane. 

(2) For an airplane that has an affected fuel 

pump installed: After modification of the 

airplane as required by paragraph (h) of this 

AD, no person may install an affected fuel 

pump on the airplane. 

(l) 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 the applicable 

service information specified in paragraphs 

(l)(1), (l)(2), (l)(3), and (l)(4) of this AD. This 

service information is not incorporated by 

reference in this AD. 

(1) Airbus Service Bulletin A330–28–3127, 

dated July 14, 2015. 

(2) Airbus Service Bulletin A330–28–3127, 

Revision 01, dated September 24, 2015. 

(3) Airbus Service Bulletin A340–28–4138, 

dated July 14, 2015. 

(4) Airbus Service Bulletin A340–28–5060, 

dated July 14, 2015. 

(m) 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: 

Vladimir Ulyanov, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

telephone: 425–227–1138; fax: 425–227– 

1149. Information may be emailed to: 9- 

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

Before using any approved AMOC, notify 

your appropriate principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office/ 

certificate holding district office. The AMOC 

approval letter must specifically reference 

this AD. 

(2) Contacting the Manufacturer: For any 

requirement in this AD to obtain corrective 

actions from a manufacturer, the action must 

be accomplished using a method approved 

by the Manager, International Branch, ANM– 

116, Transport Airplane Directorate, FAA; or 

the European Aviation Safety Agency 

(EASA); or Airbus’s EASA Design 

Organization Approval (DOA). If approved by 

the DOA, the approval must include the 

DOA-authorized signature. 

(3) Required for Compliance (RC): Except 

as provide by paragraph (j) of this AD, if any 

service information contains procedures or 

tests that are identified as RC, those 

procedures and tests must be done to comply 

with this AD; any procedures or tests that are 

not identified as RC are recommended. Those 

procedures and tests that are not identified 

as RC may be deviated from using accepted 

methods in accordance with the operator’s 

maintenance or inspection program without 

obtaining approval of an AMOC, provided 

the procedures and tests identified as RC can 

be done and the airplane can be put back in 

an airworthy condition. Any substitutions or 

changes to procedures or tests identified as 

RC require approval of an AMOC. 

(n) Related Information 

(1) Refer to Continuing Airworthiness 

Information (MCAI) EASA AD 2015–0194, 

dated September 22, 2015, for related 

information. You may examine the MCAI on 

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

searching for and locating Docket No. FAA– 

2016–6418. 

(o) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

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

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless this AD specifies otherwise. 

(i) Airbus Service Bulletin A330–28–3127, 

Revision 02, dated April 14, 2016. 

(ii) Airbus Service Bulletin A340–28–4138, 

Revision 01, dated September 24, 2015. 

(iii) Airbus Service Bulletin A340–28– 

5060, Revision 01, dated September 24, 2015. 

(3) For service information identified in 

this AD, contact Airbus SAS, Airworthiness 

Office—EAL, 1 Rond Point Maurice Bellonte, 

31707 Blagnac Cedex, France; telephone: +33 

5 61 93 36 96; fax: +33 5 61 93 45 80; email: 

airworthiness.A330–A340@airbus.com; 

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

(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 26, 2016. 

Dionne Palermo, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–23647 Filed 10–17–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–8470; Directorate 

Identifier 2013–NM–199–AD; Amendment 

39–18674; AD 2016–20–08] 

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) 95–21–09 

for all Airbus Model A300 series 

airplanes, and 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 

95–21–09 required repetitive 

inspections for cracking of the No. 2 flap 

beams, and replacement of the flap 

beams, if necessary; and provided 

optional modifications for extending 

certain inspection thresholds, and an 

optional terminating modification for 

certain inspections. This new AD 

requires reduced compliance times for 

inspections and also reduces the 

number of airplanes affected. This AD 

was prompted by a determination that 

the compliance times must be reduced. 

We are issuing this AD to detect and 

correct cracking of the No. 2 flap beams, 

which could result in rupture of the flap 

beams and reduced structural integrity 

of the airplane. 

DATES: This AD is effective November 

22, 2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of November 22, 2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of November 17, 1995 (60 FR 

53847, October 18, 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 


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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–2015–8470. 

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– 

8470; 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 95–21–09, 

Amendment 39–9395 (60 FR 53847, 

October 18, 1995) (‘‘AD 95–21–09’’). AD 

95–21–09 applied to all Airbus Model 

A300 and A300–600 series airplanes. 

The NPRM published in the Federal 

Register on January 20, 2016 (81 FR 

3045) (‘‘the NPRM’’). 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Union, has issued EASA AD 2013– 

0234R2, dated October 7, 2013 (referred 

to after this as the Mandatory 

Continuing Airworthiness Information, 

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

condition for certain Airbus Model 

A300 and A300–600 series airplanes. 

The MCAI states: 

Fatigue and ‘‘fail safe’’ tests developed on 

a test specimen confirmed that cracks may 

appear and propagate from the bolt holes of 

the base member and the side members of 

flap beam No. 2. 

The development of such cracks, if not 

detected, could result in a rupture of flap 

beams No. 2, which could adversely affect 

the structural integrity of the airframe. 

To address this potential unsafe condition, 

Airbus issued Service Bulletin (SB) A300– 

57–0116 and SB A300–57–6005 and DGAC 

[Direction Ge ́ne ́rale de l’Aviation Civile] 

France issued AD 1986–187–076(B), later 

revised, to require a repetitive inspection 

programme [and corrective action] for A300 

and A300–600 aeroplanes. [French AD 86– 

187–076(B)R3, dated March 2, 1994, 

corresponds to FAA AD 95–21–09, which 

superseded FAA AD 85–07–04, Amendment 

39–5027 (50 FR 13013, April 2, 1985).] 

For A300 aeroplanes, and in the frame of 

the Extended Service Goal (ESG) exercise, it 

was shown that design changes (Airbus Mod. 

4740/Airbus SB A300–57–0128 or Airbus 

Mod. 5815/Airbus SB A300–57–0141) were 

not sufficient to enable full ESG life without 

inspections. 

For A300–600 aeroplanes, since DGAC 

France AD 1986–187–076(B) was issued, a 

fleet survey and updated Fatigue and Damage 

Tolerance analyses have been performed in 

order to substantiate the second A300–600 

ESG2 exercise. Airbus SB A300–57–6005 has 

been revised accordingly to decrease the 

inspection thresholds and intervals. 

For the reasons described above, this 

[EASA] AD retains the requirements of DGAC 

France AD 1986–187–076(B)R4, which is 

superseded, and requires those inspections to 

be accomplished at reduced thresholds and 

intervals. 

This [EASA] AD has been revised to 

correct typographical errors in some 

compliance times defined in Appendix 1, 

Tables 1 and 2. 

The MCAI also reduces the number of 

airplanes identified in the applicability 

by exempting certain Model A300–600 

airplanes on which certain Airbus 

modifications have been embodied. 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– 

8470. 

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 Remove Certain Exceptions 

in the Proposed Applicability 

United Parcel Service (UPS) requested 

that the applicability exceptions in 

paragraphs (c)(3) and (c)(4) of the 

proposed AD be revised to remove 

Airbus Modifications 11133 and 12699 

as exceptions. UPS stated that the 

exceptions provided in paragraphs (c)(3) 

and (c)(4) of the proposed AD are 

inconsistent with the effectivity 

specified in the service information 

referenced in the NPRM. UPS pointed 

out that the effectivity of Airbus Service 

Bulletin A300–57–6005, Revision 06, 

dated November 14, 2013, applies to 

airplanes with manufacturer serial 

number (MSN) 775 and subsequent, 

with MSN 775 as the production cut-in 

for Airbus Modification 11133. UPS 

asserted that this service bulletin’s 

effectivity also does not list all postmodification 11133 and 12699 

airplanes. UPS stated that the 

determining factor for the service 

information effectivity is whether an 

airplane is approved for the extended 

service goal (ESG–2) operational life or 

not. UPS also pointed out that the 

effectivity of Airbus Service Bulletin 

A300–57–6005, Revision 06, dated 

November 14, 2013, does not include 

Model A300 F4–622 airplanes that are 

in a UPS configuration (Airbus 

Modifications 11133, 12047, 12048, 

12050, but not 12699), which would 

mean UPS would need to request an 

alternative method of compliance 

(AMOC) or other means to show 

compliance for those airplanes. 

We acknowledge the concern UPS 

identified regarding the clarity of the 

AD applicability. Therefore, we have 

revised the applicability to match the 

related MCAI, which should address 

UPS’s concern. We do not intend for 

this AD to affect UPS’s specified A300 

F4–622R configuration (Airbus 

Modifications 11133, 12047, 12048, 

12050, but not 12699). We have revised 

paragraph (c)(4) of this AD accordingly. 

However, we do not agree to delete 

references to both Airbus Modifications 

11133 and 12699 from the applicability 

of this AD since there are airplanes with 

these modifications in the worldwide 

fleet that might be imported and placed 

on the U.S. Register. Therefore, we have 

not removed references to Airbus 

Modifications 11133 and 12699 from 

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

Request To Remove Typographical 

Error 

UPS requested that paragraph (l)(2) of 

the proposed AD be revised to remove 

a typographical error that resulted in 

listing Model A300 F4–622R airplanes 

twice. 

We agree that there was a 

typographical error, as described by 

UPS. We have removed the redundant 

reference in this AD. 

Additional Change to This AD 

We added new paragraph (m) to this 

AD to specify clearly the required 

calculation method for establishing the 

average flight times (AFT) for the 

compliance times for certain inspections 

required by this AD. We also 

redesignated subsequent paragraphs. 

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 


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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 Service Bulletins 

A300–57–0116, Revision 07, dated 

September 19, 2011, including 

Appendixes A and B; and A300–57– 

6005, Revision 06, dated November 14, 

2013. This service information describes 

procedures for ultrasonic inspections of 

the No. 2 flap beam base and side 

members. These documents are distinct 

since they apply to different airplane 

models. 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 49 

airplanes of U.S. registry. 

The actions required by AD 95–21–09 

and retained in this AD, take about 6 

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 were 

required by AD 95–21–09 is $510 per 

product, per inspection cycle. 

We also estimate that it takes 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 

$24,990 per inspection cycle, or $510 

per product, per inspection cycle. 

We have received no definitive data 

that would 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) 

95–21–09, Amendment 39–9395 (60 FR 

53847, October 18, 1995), and adding 

the following new AD: 

2016–20–08 Airbus: Amendment 39–18674; 

Docket No. FAA–2015–8470; Directorate 

Identifier 2013–NM–199–AD. 

(a) Effective Date 

This AD is effective November 22, 2016. 

(b) Affected ADs 

This AD replaces AD 95–21–09, 

Amendment 39–9395 (60 FR 53847, October 

18, 1995) (‘‘AD 95–21–09’’). 

(c) Applicability 

This AD applies to the Airbus airplanes 

identified in paragraphs (c)(1) through (c)(5) 

of this AD, certificated in any category. 

(1) Airbus Model A300 B2–1A, B2–1C, 

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

203 airplanes, all manufacturer serial 

numbers (MSNs). 

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

B4–620, B4–622, B4–605R, and B4–622R 

airplanes, all MSNs. 

(3) Airbus Model A300 F4–605R, all MSNs, 

except those airplanes on which both Airbus 

Modifications 11133 and 12699 have been 

embodied. 

(4) Airbus Model A300 F4–622R airplanes, 

all MSNs, except those airplanes on which 

the modifications identified in paragraph 

(c)(4)(i) or (c)(4)(ii) of this AD have been 

embodied. 

(i) All Airbus Modifications 11133, 12047, 

12048, and 12050 have been embodied. 

(ii) Both Airbus Modifications 11133 and 

12699 have been embodied. 

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

airplanes, all MSNs. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 57, Wings. 

(e) Reason 

This AD was prompted by a determination 

that the compliance times must be reduced. 

We are issuing this AD to detect and correct 

cracking of the No. 2 flap beams, which 

could result in rupture of the flap beams and 

reduced structural integrity of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Inspection and Corrective 

Actions for Model A300 Series Airplanes, 

With Note 3 of AD 95–21–09 Incorporated 

and Additional Terminating Provisions 

This paragraph restates the requirements of 

paragraph (a) of AD 95–21–09, with Note 3 

of AD 95–21–09 incorporated and additional 

terminating provisions. For Model A300 

series airplanes: Prior to the accumulation of 

15,000 total landings, or within the next 120 

days after May 9, 1985 (the effective date of 

AD 85–07–04, Amendment 39–5027 (50 FR 

13013, April 2, 1985) (‘‘AD 85–07–04’’)), 

whichever occurs later, inspect for cracking 

of the base steel member and light alloy side 

members of the No. 2 flap beams, left hand 

and right hand, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A300–57–116, Revision 6, 

dated July 16, 1993. Accomplishing the 

requirements of paragraph (h) or (l) of this 

AD terminates the requirements of this 

paragraph. Measurement of crack length is 

performed by measurement of the probe 

displacement (perpendicular to symmetry 

plane of beam) between defect indication 

appearance and its complete disappearance. 

The bolt hole indication should not be 

interpreted as an indication of a defect. These 

two indications appear very close together 

because the defects originate from the bolt 

holes. 


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(1) If no cracking is detected: Except as 

provided by paragraph (i) of this AD, repeat 

the inspection at intervals not to exceed 

1,700 landings until the requirements of 

paragraph (h) or (l) of this AD are 

accomplished. 

(2) If any crack is detected that is less than 

or equal to 4 millimeters (mm): Repeat the 

inspection at intervals not to exceed 250 

landings, until the requirements of paragraph 

(h) or (l) of this AD are accomplished. 

(3) If any crack is detected that exceeds 4 

mm: Prior to further flight, replace the flap 

beam in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A300–57–116, Revision 6, 

dated July 16, 1993, and prior to the 

accumulation of 15,000 flight cycles on the 

replaced flap beam, perform the ultrasonic 

inspection as required by paragraph (h) or (l) 

of this AD. 

(h) Retained Ultrasonic Inspection and 

Corrective Action for Model A300 Series 

Airplanes, With Additional Terminating 

Provisions 

This paragraph restates the requirements of 

paragraph (b) of AD 95–21–09, with 

additional terminating provisions. For Model 

A300 series airplanes: Prior to the 

accumulation of 15,000 total landings, or 

within the next 1,000 landings after 

November 17, 1995 (the effective date of AD 

95–21–09), whichever occurs later, perform 

an ultrasonic inspection to detect cracking of 

the No. 2 flap beams, in accordance with 

Airbus Service Bulletin A300–57–116, 

Revision 6, dated July 16, 1993. 

Accomplishment of this inspection 

terminates the inspections required by 

paragraph (g) of this AD. Accomplishment of 

the requirements of paragraph (l) of this AD 

terminates the requirements of this 

paragraph. 

(1) If no cracking is detected: Except as 

provided by paragraph (i) of this AD, repeat 

the ultrasonic inspections thereafter at 

intervals not to exceed 1,700 landings. 

(2) If any crack is detected beyond the bolt 

hole, and that crack is less than or equal to 

4 mm in length: Repeat the ultrasonic 

inspections thereafter at intervals not to 

exceed 250 landings. 

(3) If any crack is detected beyond the bolt 

hole and that crack is greater than 4 mm in 

length: Prior to further flight, replace the flap 

beam in accordance with Airbus Service 

Bulletin A300–57–116, Revision 6, dated July 

16, 1993; and prior to the accumulation of 

15,000 flight cycles on the replaced flap 

beam, perform the ultrasonic inspection as 

required by this paragraph. 

(i) Retained Modification of the No. 2 Track 

Beam for Model A300 Series Airplanes, With 

Changes to Compliance Extension 

This paragraph restates the provisions of 

paragraph (c) of AD 95–21–09, with changes 

to compliance extension. For Model A300 

series airplanes: After accomplishing the 

initial inspection required by paragraph (h) 

of this AD, accomplishment of either 

paragraph (i)(1) or (i)(2) of this AD before the 

effective date of this AD extends the fatigue 

life of the No. 2 flap track beam as specified 

in those paragraphs, provided that no 

cracking is detected during any inspection 

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

(1) Removal of any damage and the 

installation of larger diameter bolts on the 

No. 2 flap track beam (Modification No. 

4740), in accordance with Airbus Service 

Bulletin A300–57–128, Revision 3, dated 

January 26, 1990, extends the interval for the 

first repetitive inspection required by 

paragraph (h) of this AD from 1,700 landings 

to 12,000 landings, provided that 

Modification No. 4740 is accomplished prior 

to the accumulation of 16,700 total landings 

on the flap beams. Following 

accomplishment of the first repetitive 

inspection, subsequent repetitive inspections 

shall be performed at intervals not to exceed 

1,700 landings. 

(2) Cold working of the bolt holes and the 

installation of larger diameter bolts on the 

No. 2 flap track beam (Modification No. 

5815), in accordance with Airbus Service 

Bulletin A300–57–141, Revision 7, dated July 

16, 1993, extends the interval for the first 

repetitive inspection required by paragraph 

(h) of this AD from 1,700 landings to the 

interval specified in paragraph (i)(2)(i) or 

(i)(2)(ii) of this AD. 

(i) If interference fit bolts that are 15⁄32-inch 

in diameter are fitted, the interval for the first 

repetitive inspection required by paragraph 

(h) of this AD is extended to 22,000 landings, 

provided that Modification No. 5815 is 

accomplished prior to the accumulation of 

16,700 total landings on the flap beam. 

Following accomplishment of the first 

repetitive inspection required by paragraph 

(h) of this AD, subsequent repetitive 

inspections shall be performed at intervals 

not to exceed 1,700 landings. 

(ii) If interference fit bolts that are 7⁄16- or 3⁄8-inch in diameter are fitted, the interval for 

the first repetitive inspection required by 

paragraph (h) of this AD is extended to 

33,000 landings, provided that Modification 

No. 5815 is accomplished prior to the 

accumulation of 16,700 total landings on the 

flap beam. Following accomplishment of the 

first repetitive inspection required by 

paragraph (h) of this AD, subsequent 

repetitive inspections shall be performed at 

intervals not to exceed 1,700 landings. 

(j) Retained Ultrasonic Inspection and 

Corrective Actions for Model A300–600 

Series Airplanes, With Terminating 

Provisions 

This paragraph restates the requirements of 

paragraph (d) of AD 95–21–09, with 

terminating provisions. For Model A300–600 

series airplanes: Prior to the accumulation of 

15,000 total landings, or within the next 

1,000 landings after November 17, 1995 (the 

effective date of AD 95–21–09), whichever 

occurs later, perform an ultrasonic inspection 

to detect cracking of the No. 2 flap track 

beams, in accordance with Airbus Service 

Bulletin A300–57–6005, Revision 2, dated 

December 16, 1993. Accomplishing the 

actions required by paragraph (l) of this AD 

terminates the requirements of this 

paragraph. 

(1) If no cracking is detected, repeat the 

ultrasonic inspections thereafter at intervals 

not to exceed 1,700 landings. 

(2) If any crack is detected beyond the bolt 

hole and that crack is less than or equal to 

4 mm in length: Repeat the ultrasonic 

inspections thereafter at intervals not to 

exceed 250 landings. 

(3) If any crack is detected beyond the bolt 

hole and that crack is greater than 4 mm in 

length: Prior to further flight, replace the flap 

beam in accordance with Airbus Service 

Bulletin A300–57–6005, Revision 2, dated 

December 16, 1993, and prior to the 

accumulation of 15,000 landings on the 

replaced flap beam, perform the ultrasonic 

inspection required by paragraph (j) of this 

AD. 

(k) Retained Optional Action With Note 5 of 

AD 95–21–09 Incorporated and Changes To 

Terminating Action 

This paragraph restates the provisions of 

paragraph (e) of AD 95–21–09, with Note 5 

of AD 95–21–09 incorporated and changes to 

terminating action. For Model A300–600 

series airplanes: Installation of oversized 

transition fit bolts in cold-worked holes, in 

accordance with Airbus Service Bulletin 

A300–57–6006, Revision 4, dated July 25, 

1994 (Modification No. 5815), constitutes 

terminating action for the repetitive 

inspection requirements of paragraph (j) of 

this AD, provided that no cracking is 

detected during any inspection required by 

paragraph (j) of this AD, and provided that 

the installation is accomplished prior to the 

accumulation of 15,000 total landings and 

before the effective date of this AD. If any 

bolt requires oversizing above 7⁄16-inch 

diameter during accomplishment of this 

installation, prior to further flight, repair 

using a method approved by the Manager, 

Standardization Branch, ANM–113, FAA, 

Transport Airplane Directorate; or by the 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA. As of 

the effective date of this AD, any new repair 

approval must be done using a method 

approved by the Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA. If Airbus Service Bulletin 

A300–57–6005, Revision 2, dated December 

16, 1993, was accomplished concurrently 

with Airbus Service Bulletin A300–57–6006, 

Revision 3, dated December 16, 1993 

(Modification No. 5815), the ultrasonic 

inspection for cracking required by paragraph 

(j) of this AD need not be performed since the 

eddy current inspection detailed for 

Modification No. 5815 is more 

comprehensive. 

(l) New Requirement of This AD: Initial and 

Repetitive Ultrasonic Inspections 

At the applicable time specified in 

paragraph (l)(1) or (l)(2) of this AD and, 

thereafter at intervals not to exceed those 

defined in table 3 to paragraph (l) of this AD, 

as applicable, accomplish an ultrasonic 

inspection for cracking of the steel base 

member and the aluminum side members’ 

flap beam on the left-hand (LH) and righthand (RH) sides, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A300–57–0116, Revision 07, 

dated September 19, 2011, including 

Appendixes A and B; or Airbus Service 

Bulletin A300–57–6005, Revision 06, dated 

November 14, 2013; as applicable. For the 

purposes of this AD, average flight time 


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71600 Federal Register / Vol. 81, No. 201 / Tuesday, October 18, 2016 / Rules and Regulations 

(AFT) must be established as specified in 

paragraph (m) of this AD. Doing the actions 

required by this paragraph terminates the 

requirements of paragraphs (g) through (k) of 

this AD. 

(1) For Model A300 B2–1A, B2–1C, B2K– 

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

airplanes (referred to as Model A300 series 

airplanes): Within the applicable compliance 

time defined in table 1 to paragraph (l) of this 

AD. 

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

620, B4–622, B4–605R, B4–622R, F4–605R, 

F4–622R airplanes, and Model A300 C4– 

605R Variant F airplanes (referred to as 

Model A300–600 series airplanes): At the 

later of the times specified in paragraphs 

(l)(2)(i) and (l)(2)(ii) of this AD. 

(i) Within the compliance time defined in 

table 2 to paragraph (l) of this AD. 

(ii) Within 300 flight cycles or 640 flight 

hours after the effective date of this AD, 

whichever occurs first. 

TABLE 1 TO PARAGRAPH (l) OF THIS AD—INSPECTION COMPLIANCE TIMES FOR MODEL A300 SERIES AIRPLANES

Airplane configuration Compliance times for airplanes with an AFT 

of less than 1.5 

Compliance times for airplanes with an AFT 

of more than or equal to 1.5 

Model A300 B2–1A, B2–1C, B2K–3C, B2–203 

airplanes on which Airbus Modifications 4740 

and 5815 have not been embodied.

Within 15,000 flight cycles or 16,900 flight 

hours since first flight of the airplane, 

whichever occurs first.

Within 15,000 flight cycles or 16,900 flight 

hours since first flight of the airplane, 

whichever occurs first. 

Model A300 B4–103 airplanes on which Airbus 

Modifications 4740 and 5815 have not been 

embodied.

Within 15,000 flight cycles or 20,500 flight 

hours since first flight of the airplane, 

whichever occurs first.

Within 15,000 flight cycles or 20,500 flight 

hours since first flight of the airplane, 

whichever occurs first. 

Model A300 B4–2C, and B4–203 airplanes on 

which Airbus Modifications 4740 and 5815 

have not been embodied.

Within 16,200 flight cycles or 22,200 flight 

hours since first flight of the airplane, 

whichever occurs first.

Within 15,000 flight cycles or 34,000 flight 

hours since first flight of the airplane, 

whichever occurs first. 

Model A300 B2–1A, B2–1C, B2K–3C, B2–203 

airplanes on which Airbus Modification 4740 

has been embodied.

Within 12,000 flight cycles or 13,500 flight 

hours since embodiment of Airbus Modification 4740, whichever occurs first.

Within 12,000 flight cycles or 13,500 flight 

hours since embodiment of Airbus Modification 4740, whichever occurs first. 

Model A300 B4–103 airplanes on which Airbus 

Modification 4740 has been embodied.

Within 12,000 flight cycles or 16,400 flight 

hours since embodiment of Airbus Modification 4740, whichever occurs first.

Within 12,000 flight cycles or 16,400 flight 

hours since embodiment of Airbus Modification 4740, whichever occurs first. 

Model A300 B4–2C, and B4–203 airplanes on 

which Airbus Modification 4740 has been embodied.

Within 12,900 flight cycles or 17,700 flight 

hours since embodiment of Airbus Modification 4740, whichever occurs first.

Within 12,000 flight cycles or 27,200 flight 

hours since embodiment of Airbus Modification 4740, whichever occurs first. 

Model A300 B2–1A, B2–1C, B2K–3C, B2–203 

airplanes on which Airbus Modification 5815 

has been embodied and no bolt larger than 

7⁄16-inch diameter is fitted.

Within 33,000 flight cycles or 37,200 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first.

Within 33,000 flight cycles or 37,200 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first. 

Model A300 B4–103 airplanes on which Airbus 

Modification 5815 has been embodied and 

no bolt larger than 7⁄16-inch diameter is fitted.

Within 33,000 flight cycles or 45,200 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first.

Within 33,000 flight cycles or 45,200 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first. 

Model A300 B4–2C, and B4–203 airplanes on 

which Airbus Modification 5815 has been embodied and no bolt larger than 7⁄16-inch diameter is fitted.

Within 35,600 flight cycles or 48,800 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first.

Within 33,000 flight cycles or 74,900 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first. 

Model A300 B2–1A, B2–1C, B2K–3C, B2–203 

airplanes on which Airbus Modification 5815 

has been embodied and at least one bolt 

with a 15⁄32-inch diameter is fitted.

Within 22,000 flight cycles or 24,800 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first.

Within 22,000 flight cycles or 24,800 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first. 

Model A300 B4–103 airplanes on which Airbus 

Modification 5815 has been embodied and at 

least one bolt with a 15⁄32-inch diameter is 

fitted.

Within 22,000 flight cycles or 30,100 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first.

Within 22,000 flight cycles or 30,100 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first. 

Model A300 B4–2C, and B4–203, airplanes on 

which Airbus Modification 5815 has been embodied and at least one bolt with a 15⁄32-inch 

diameter is fitted.

Within 23,700 flight cycles or 32,500 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first.

Within 22,000 flight cycles or 49,900 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first. 

TABLE 2 TO PARAGRAPH (1) OF THIS AD—COMPLIANCE TIMES FOR MODEL A300–600 SERIES AIRPLANES

Airplane configuration Compliance times for airplanes with an AFT 

of less than 1.5 

Compliance times for airplanes with an AFT 

of more than or equal to 1.5 

Model A300–600 series airplanes on which Airbus Modification 5815 and Airbus Modification 11133 have not been embodied.Within 16,200 flight cycles or 24,300 flight 

hours since first flight of the airplane, 

whichever occurs first.

Within 15,000 flight cycles or 32,400 flight 

hours since first flight of the airplane, 

whichever occurs first. 

Model A300–600 series airplanes on which Airbus Modification 5815 has been embodied 

and no bolt larger than 7⁄16-inch diameter is 

fitted.

Within 35,600 flight cycles or 53,400 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first.

Within 33,000 flight cycles or 71,200 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first. 

Model A300–600 series airplanes on which Airbus Modification 5815 has been embodied 

and at least one bolt 15⁄32-inch diameter is 

fitted.

Within 23,700 flight cycles or 35,600 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first.

Within 22,000 flight cycles or 47,500 flight 

hours since embodiment of Airbus Modification 5815, whichever occurs first. 


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TABLE 2 TO PARAGRAPH (1) OF THIS AD—COMPLIANCE TIMES FOR MODEL A300–600 SERIES AIRPLANES—Continued 

Airplane configuration Compliance times for airplanes with an AFT 

of less than 1.5 

Compliance times for airplanes with an AFT 

of more than or equal to 1.5 

Model A300–600 series airplanes on which Airbus Modification 11133 has been embodied.Within 35,600 flight cycles or 53,400 flight 

hours since first flight, whichever occurs 

first.

Within 33,000 flight cycles or 71,200 flight 

hours since first flight, whichever occurs 

first. 

TABLE 3 TO PARAGRAPH (1) OF THIS AD—REPETITIVE INSPECTION INTERVALS

Airplane models Repetitive interval (not to exceed) for airplanes with an AFT of less than 1.5 

Repetitive interval (not to exceed) for airplanes with an AFT equal to or more than 1.5 

A300 B2–1A, B2–1C, B2K–3C, B2–203 ............ 1,500 flight cycles or 1,600 flight hours, 

whichever occurs first.

1,500 flight cycles or 1,600 flight hours, 

whichever occurs first. 

A300 B4–103 airplanes ...................................... 1,500 flight cycles or 2,000 flight hours, 

whichever occurs first.

1,500 flight cycles or 2,000 flight hours, 

whichever occurs first. 

A300 B4–2C, and B4–203 ................................. 1,600 flight cycles or 2,200 flight hours, 

whichever occurs first.

1,500 flight cycles or 3,400 flight hours, 

whichever occurs first. 

A300–600 series airplanes ................................. 1,600 flight cycles or 2,400 flight hours, 

whichever occurs first.

1,500 flight cycles or 3,200 flight hours, 

whichever occurs first. 

(m) Calculating the AFT 

For the purpose of this AD, the AFT must 

be established as specified in paragraphs 

(m)(1), (m)(2), and (m)(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 onward, the 

average flight time is the flight hours divided 

by the flight cycles accumulated between the 

last two inspections. 

(n) New Requirement of This AD: Corrective 

Action 

If any crack is found during any inspection 

required by paragraph (l) of this AD: Before 

further flight, replace the flap beam 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). 

Replacement of the flap beam does not 

constitute terminating action for the 

inspections required by paragraph (l) of this 

AD. 

(o) Credit for Previous Actions 

(1) This paragraph provides credit for 

inspections required by paragraph (g) of this 

AD, if those inspections were performed 

before November 17, 1995 (the effective date 

of AD 95–21–09) using Airbus Service 

Bulletin A300–57–116, Revision 1, dated 

August 27, 1983; Revision 2, dated April 24, 

1984; Revision 3, dated July 20, 1984; 

Revision 4, dated August 13, 1986; or 

Revision 5, dated July 10, 1989; as 

applicable. 

(2) This paragraph provides credit for 

actions required by paragraph (l) of this AD, 

if those actions were performed before the 

effective date of this AD using the applicable 

service information identified in paragraphs 

(o)(2)(i) through (o)(2)(x) of this AD. 

(i) Airbus Service Bulletin A300–57–6005, 

Revision 2, dated December 16, 1993, which 

was previously incorporated by reference on 

November 17, 1995 (60 FR 53847, October 

18, 1995). 

(ii) Airbus Service Bulletin A300–57–6005, 

Revision 03, dated November 25, 1997. 

(iii) Airbus Service Bulletin A300–57– 

6005, Revision 04, dated October 25, 1999. 

(iv) Airbus Service Bulletin A300–57– 

6005, Revision 05, dated April 25, 2013. 

(v) Airbus Service Bulletin A300–57–116, 

Revision 1, dated August 27, 1983. 

(vi) Airbus Service Bulletin A300–57–116, 

Revision 2, dated April 24, 1984. 

(vii) Airbus Service Bulletin A300–57–116, 

Revision 3, dated July 20, 1984. 

(viii) Airbus Service Bulletin A300–57– 

116, Revision 4, dated August 13, 1986. 

(ix) Airbus Service Bulletin A300–57–116, 

Revision 5, dated July 10, 1989. 

(x) Airbus Service Bulletin A300–57–116, 

Revision 6, dated July 16, 1993, which was 

previously incorporated by reference on 

November 17, 1995 (60 FR 53847, October 

18, 1995). 

(p) 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. 

(ii) AMOCs approved previously for AD 

95–21–09, are approved as AMOCs for the 

corresponding provisions of paragraphs (g) 

through (j) 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. 

(3) Required for Compliance (RC): Except 

as required by paragraph (n) of this AD: If 

any service information contains procedures 

or tests that are identified as RC, those 

procedures and tests must be done to comply 

with this AD; any procedures or tests that are 

not identified as RC are recommended. Those 

procedures and tests that are not identified 

as RC may be deviated from using accepted 

methods in accordance with the operator’s 

maintenance or inspection program without 

obtaining approval of an AMOC, provided 

the procedures and tests identified as RC can 

be done and the airplane can be put back in 

an airworthy condition. Any substitutions or 

changes to procedures or tests identified as 

RC require approval of an AMOC. 

(q) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA AD 

2013–0234R2, dated October 7, 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–2015–8470. 

(2) Service information identified in this 

AD that is not incorporated by reference is 

available at the addresses specified in 

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


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71602 Federal Register / Vol. 81, No. 201 / Tuesday, October 18, 2016 / Rules and Regulations 

(r) 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 November 22, 2016. 

(i) Airbus Service Bulletin A300–57–0116, 

Revision 07, dated September 19, 2011, 

including Appendixes A and B. Only the first 

page of Appendixes A and B of this 

document are identified as appendixes. 

(ii) Airbus Service Bulletin A300–57–6005, 

Revision 06, dated November 14, 2013. 

(4) The following service information was 

approved for IBR on November 17, 1995 (60 

FR 53847, October 18, 1995). 

(i) Airbus Service Bulletin A300–57–116, 

Revision 6, dated July 16, 1993, which 

contains the following effective pages: Pages 

1 through 11 of this document are identified 

as Revision 6, dated July 16, 1993. 

(ii) Airbus Service Bulletin A300–57–128, 

Revision 3, dated January 26, 1990, which 

contains the following effective pages: Page 

1 is identified as Revision 3, dated January 

26, 1990; pages 2 through 5 are identified as 

Revision 1, dated February 7, 1986; and 

pages 6 through 14 are identified as the 

original issue, dated August 27, 1983. 

(iii) Airbus Service Bulletin A300–57–141, 

Revision 7, dated July 16, 1993, which 

contains the following effective pages: Pages 

1 through 24 of this document are identified 

as Revision 7, dated July 16, 1993. 

(iv) Airbus Service Bulletin A300–57– 

6005, Revision 2, dated December 16, 1993, 

which contains the following effective pages: 

Pages 1 through 4 are identified as Revision 

2, dated December 16, 1993; pages 5 through 

7 and 9 are identified as Revision 1, dated 

February 26, 1993; and page 8 is identified 

as the original issue, dated August 13, 1986. 

(v) Airbus Service Bulletin A300–57–6006, 

Revision 4, dated July 25, 1994, which 

contains the following effective pages: Pages 

1, 2, 5, and 7 are identified as Revision 4, 

dated July 25, 1994; and pages 3, 4, 6, and 

8 through 20 are identified as Revision 3, 

dated December 16, 1993. 

(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 

September 19, 2016. 

Dionne Palermo, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–23261 Filed 10–17–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–8132; Directorate 

Identifier 2015–NM–127–AD; Amendment 

39–18663; AD 2016–19–14] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Airbus Model A318 and A319 series 

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

–231, –232, and –233 airplanes; and 

Model A321 series airplanes. This AD 

was prompted by a report of cracks 

found during maintenance inspections 

on certain lugs of the 10VU rack side 

fittings in the cockpit. This AD requires 

repetitive inspections for cracking of the 

lugs on the 10VU rack side fittings, and 

repair of any cracking. We are issuing 

this AD to prevent reading difficulties of 

flight-critical information displayed to 

the flightcrew during a critical phase of 

flight, such as an approach or takeoff, 

which could result in loss of airplane 

control at an altitude insufficient for 

recovery. 

DATES: This AD is effective November 

22, 2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of November 22, 2016. 

ADDRESSES: For service information 

identified in this final rule, contact 

Airbus, Airworthiness Office—EIAS, 1 

Rond Point Maurice Bellonte, 31707 

Blagnac Cedex, France; telephone +33 5 

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

account.airworth-eas@airbus.com; 

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

may view this referenced service 

information at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue 

SW., Renton, WA. For information on 

the availability of this material at the 

FAA, call 425–227–1221. It is also 

available on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

8132. 

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– 

8132; or in person at the Docket 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Office (telephone 800–647– 

5527) is Docket Management Facility, 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue SE., 

Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone 425–227–1405; 

fax 425–227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to certain Airbus Model A318, 

A319, A320, and A321 series airplanes. 

The NPRM published in the Federal 

Register on December 31, 2015 (80 FR 

81792) (‘‘the NPRM’’). The NPRM was 

prompted by a report of cracks found 

during maintenance inspections on 

certain lugs of the 10VU rack side 

fittings in the cockpit. The NPRM 

proposed to require repetitive 

inspections for cracking of the lugs on 

the 10VU rack side fittings, and repair 

of any cracking. We are issuing this AD 

to prevent reading difficulties of flightcritical information displayed to the 

flightcrew during a critical phase of 

flight, such as an approach or takeoff, 

which could result in loss of airplane 

control at an altitude insufficient for 

recovery. 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Union, has issued EASA Airworthiness 

Directive 2015–0170, dated August 18, 

2015 (referred to after this as the 

Mandatory Continuing Airworthiness 

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

an unsafe condition for certain Airbus 

Model A318 and A319 series airplanes; 

Model A320–211, –212, –214, –231, 

–232, and –233 airplanes; and Model 

A321 series airplanes. The MCAI states: 


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