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(3) Be installed so that escaping 

oxygen cannot come in contact with and 

cause ignition of grease, fluid, or vapor 

accumulations that are present in 

normal operation or that may result 

from the failure or malfunction of any 

other system. 

Protection of Oxygen Equipment From 

Rupture 

(1) Each element of the oxygen system 

must have sufficient strength to 

withstand the maximum pressure and 

temperature, in combination with any 

externally applied loads arising from 

consideration of limit structural loads 

that may be acting on that part of the 

system. 

(2) Oxygen pressure sources and the 

lines between the source and the shutoff 

means must be: 

(i) Protected from unsafe 

temperatures; and 

(ii) Located where the probability and 

hazard of rupture in a crash landing are 

minimized. 

Hydraulic Systems 

(1) Design. Each hydraulic system 

must be designed as follows: 

(i) Each hydraulic system and its 

elements must withstand, without 

yielding, the structural loads expected 

in addition to hydraulic loads. 

(ii) A means to indicate the pressure 

in each hydraulic system which 

supplies two or more primary functions 

must be provided to the flight crew. 

(iii) There must be means to ensure 

that the pressure, including transient 

(surge) pressure, in any part of the 

system will not exceed the safe limit 

above design operating pressure and to 

prevent excessive pressure resulting 

from fluid volumetric changes in all 

lines which are likely to remain closed 

long enough for such changes to occur. 

(iv) The minimum design burst 

pressure must be 2.5 times the operating 

pressure. 

(2) Tests. Each system must be 

substantiated by proof pressure tests. 

When proof tested, no part of any 

system may fail, malfunction, or 

experience a permanent set. The proof 

load of each system must be at least 1.5 

times the maximum operating pressure 

of that system. 

(3) Accumulators. A hydraulic 

accumulator or reservoir may be 

installed on the engine side of any 

firewall, if— 

(i) It is an integral part of an engine 

or propeller system; or 

(ii) The reservoir is nonpressurized 

and the total capacity of all such 

nonpressurized reservoirs is one quart 

or less. 

(b) Ultramagic, through EASA, will 

provide the FAA with all Airworthiness 

Directives issued against the changed 

type design, if any, and a plan for 

resolving the unsafe conditions for the 

FAA type design. 

Issued in Kansas City, Missouri, on March 

28, 2016. 

Mel Johnson, 

Acting Manager, Small Airplane Directorate 

Aircraft Certification Service. 

[FR Doc. 2016–07786 Filed 4–4–16; 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] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede 

airworthiness directive (AD) 2000–10– 

18, that applies 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. AD 2000–10–18 

requires repetitive inspections to detect 

cracks in the lower spar of the engine 

pylons between ribs 6 and 7, and repair 

if necessary. Since we issued AD 2000– 

10–18, we have determined 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. This 

proposed AD would reduce the 

compliance times for the initial 

inspection and the repetitive intervals. 

We are proposing this AD to prevent 

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: We must receive comments on 

this proposed AD by May 20, 2016. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

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

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this NPRM, 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. 

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 proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 

office (telephone 800–647–5527) is in 

the ADDRESSES section. Comments will 

be available in the AD docket shortly 

after receipt. 

FOR FURTHER INFORMATION CONTACT: 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: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2016–5039; Directorate Identifier 

2013–NM–148–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD based on those comments. 

We will post all comments we 

receive, without change, to http://


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www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

On May 16, 2000, we issued AD 

2000–10–18, Amendment 39–11742 (65 

FR 34055, May 26, 2000). AD 2000–10– 

18 requires actions intended to address 

an unsafe condition on 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. 

Since we issued AD 2000–10–18, 

Amendment 39–11742 (65 FR 34055, 

May 26, 2000), we have determined 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 European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, 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) [http://

ad.easa.europa.eu/blob/19932283tb__

Superseded.pdf/AD_F-1993-228-154R3_1] 

[which corresponds to certain actions in in 

FAA AD 2000–10–18, Amendment 39–11742 

(65 FR 34055)] 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, Amendment 39–11742 (65 

FR 34055, May 26, 2000)]. That [French] AD 

was later superseded by EASA AD 2008– 

0001 [http://ad.easa.europa.eu/blob/easa_

ad_2008_0001_Superseded.pdf/AD_2008- 

0001_1], 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. 

The compliance times for the 

inspections vary, depending on airplane 

configuration and utilization as follows. 

For Model A300–600 series airplanes: 

• The compliance time for the initial 

inspection is before the accumulation of 

10,900 total flight cycles. 

• The compliance times for the 

repetitive inspection interval are 5,700 

flight cycles for pre-doubler modified 

airplanes; and for post-doubler modified 

airplanes, the compliance times range 

from 7,200 flight cycles or 8,200 flight 

hours, to 8,400 flight cycles or 16,000 

flight hours. 

• The compliance times for the initial 

inspection following crack repair range 

from 5,200 flight cycles or 5,900 flight 

hours, to 6,600 flight cycles or 13,400 

flight hours; and the compliance times 

for the post-repair repetitive inspection 

range from 2,200 flight cycles or 2,500 

flight hours, to 3,400 flight cycles or 

6,900 flight hours. 

For Model A300 series airplanes: 

• The compliance times for the initial 

inspection range from before the 

accumulation of 4,400 total flight cycles 

to 9,400 total flight cycles. 

• The compliance times for the 

repetitive inspection interval range from 

4,400 flight cycles to 6,100 flight cycles. 

• The initial inspection compliance 

times for post-doubler modified 

airplanes range from 12,700 flight cycles 

or 25,700 flight hours, to 20,700 flight 

cycles or 30,900 flight hours after the 

modification; the post-doubler repetitive 

inspection interval ranges from 7,800 

flight cycles or 16,600 flight hours, to 

12,200 flight cycles or 18,200 flight 

hours. 

• The compliance times for the initial 

post-repair inspection range from 6,500 

flight cycles or 13,900 flight hours, to 

10,200 flight cycles or 15,200 flight 

hours; and the post-repair repetitive 

inspection interval ranges from 4,700 

flight cycles or 10,000 flight hours, to 

11,000 flight cycles or 23,300 flight 

hours. 

For Model A310 series airplanes: 

• The compliance times for the initial 

inspection range from before the 

accumulation of 3,000 total flight cycles 

or 14,900 total flight hours, to 6,400 

total flight cycles or 12,800 total flight 

cycles. 

• The compliance times for the 

repetitive inspection interval range from 

4,600 flight cycles or 23,800 flight 

hours, to 6,200 flight cycles or 12,400 

flight hours. 

• The initial inspection compliance 

times for post-doubler modified 

airplanes range from 7,500 flight cycles 

or 37,200 flight hours, to 11,000 flight 

cycles or 22,000 flight hours after the 

modification; the post-doubler repetitive 

inspection interval ranges from 5,900 

flight cycles or 29,500 flight hours, to 

6,500 flight cycles or 13,000 flight 

hours. 

• The compliance times for the initial 

post-repair inspection range from 4,500 

flight cycles or 23,700 flight hours, to 

5,400 flight cycles or 10,800 flight 

hours; and the post-repair repetitive 

inspection interval ranges from 2,500 

flight cycles or 12,200 flight hours, to 

2,800 flight cycles or 5,600 flight hours. 

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). 

• 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. 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. 


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FAA’s Determination and Requirements 

of This Proposed AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with the State of 

Design Authority, we have been notified 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are proposing this 

AD because we evaluated all pertinent 

information and determined an unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

Differences Between This Proposed AD 

and the MCAI or Service Information 

Unlike the procedures described in 

the following service information, this 

proposed AD would not permit further 

flight if cracks are detected in the lower 

spar of the engine pylons between ribs 

6 and 7. We have determined that, 

because of the safety implications and 

consequences associated with that 

cracking, any cracked lower spar of the 

engine pylons between ribs 6 and 7 

must be repaired or modified before 

further flight. This difference has been 

coordinated with the EASA. 

• Airbus Service Bulletin A300–54– 

0073, Revision 03, dated October 11, 

2012 (for Model A300 series airplanes). 

• 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). 

Where the ‘‘Grace periods’’ specified 

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

service information identified 

previously contain ambiguous language, 

i.e., ‘‘for aircraft that have already 

exceeded or are close to exceed the 

threshold or scheduled interval,’’ this 

proposed AD does not include that 

language. We have clarified this 

exception to the service information in 

paragraph (i)(2) of this proposed AD. 

Costs of Compliance 

We estimate that this proposed 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 proposed AD. The average labor 

rate is $85 per work hour. Based on 

these figures, we estimate the cost of 

this proposed 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 proposed 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 proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would 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 this proposed regulation: 

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. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 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: 

Airbus: Docket No. FAA–2016–5039; 

Directorate Identifier 2013–NM–148–AD. 

(a) Comments Due Date 

We must receive comments by May 20, 

2016. 

(b) Affected ADs 

This AD replaces AD 2000–10–18, 

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

2000). 

(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 and F4– 

622R 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 a determination 

that the inspection compliance time and 

repetitive interval 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 prevent 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 paragraphs (g)(1), (g)(2), and 

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

penetrant inspection for cracking of the 


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

(g)(1), (g)(2), and (g)(3) of this AD until a 

repair or modification specified in the 

Accomplishment Instructions of the 

applicable Airbus service bulletin identified 

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

AD is done. 

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

additional source of guidance for 

accomplishing the modification specified in 

Airbus Service Bulletin A300–54–0073, 

Revision 03, dated October 11, 2012, can be 

found in Airbus Service Bulletin A300–54– 

0080, Revision 02, dated July 9, 2002. 

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

additional source of guidance for 

accomplishing the modification specified in 

Airbus Service Bulletin A300–54–6014, 

Revision 07, dated September 5, 2012, can be 

found in Airbus Service Bulletin A300–54– 

6020, Revision 02, dated July 9, 2002. 

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

additional source of guidance for 

accomplishing the modification specified in 

Airbus Service Bulletin A310–54–2017, 

Revision 06, dated October 3, 2012, can be 

found in Airbus Service Bulletin A310–54– 

2023, Revision 03, dated July 9, 2002. 

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

Revision 03, dated October 11, 2012 (for 

Model A300 series airplanes). 

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

Revision 07, dated September 5, 2012 (for 

Model A300–600 series airplanes). 

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

Revision 06, dated October 3, 2012 (for 

Model A310 series airplanes). 

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

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

and (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 paragraphs 

(g)(1), (g)(2), and (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’’ specified in paragraph 1.E., 

‘‘Compliance,’’ of the service information, 

except the language ‘‘for aircraft that have 

already exceeded or are close to exceed 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 an 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) 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 (j)(1) 

through (j)(10) of this AD. 

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

Revision 1, dated March 28, 1994 (for Model 

A300 series airplanes), which is incorporated 

by reference in AD 96–11–05, Amendment 

39–9630 (61 FR 26091, May 24, 1996). 

(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 is 

incorporated by reference in AD 96–11–05, 

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

1996). 

(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 is incorporated 

by reference in AD 2000–10–18, Amendment 

39–11742 (65 FR 34055, May 26, 2000). 

(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. 

(k) 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. 

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: 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 


Lhorne on DSK5TPTVN1PROD with PROPOSALS
Federal Register / Vol. 81, No. 65 / Tuesday, April 5, 2016 / Proposed Rules 19509 

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. 

(l) 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 it in Docket No. 

FAA–2016–5039. 

(2) For service information identified in 

this AD, contact Airbus SAS, Airworthiness 

Office—EAW, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

telephone +33 5 61 93 36 96; fax +33 5 61 

93 44 51; email account.airworth-eas@

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

You may view this 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. 

Issued in Renton, Washington, on March 

24, 2016. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–07569 Filed 4–4–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2016–5040; Directorate 

Identifier 2013–NM–192–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

Airbus Model A300 series airplanes; 

and 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). This proposed AD was 

prompted by the determination that 

certain existing inspection thresholds 

and intervals must be reduced. This 

proposed AD would require repetitive 

detailed inspections for corrosion, and 

related investigative and corrective 

actions if necessary. We are proposing 

this AD to detect and correct corrosion 

and cracking on the lower wing root 

joint, which could reduce the structural 

integrity of the airframe. 

DATES: We must receive comments on 

this proposed AD by May 20, 2016. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this NPRM, 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. 

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– 

5040; 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 proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 

office (telephone 800–647–5527) is in 

the ADDRESSES section. Comments will 

be available in the AD docket shortly 

after receipt. 

FOR FURTHER INFORMATION CONTACT: 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: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2016–5040; Directorate Identifier 

2013–NM–192–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD based on those comments. 

We will post all comments we 

receive, without change, to http://

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Union, has issued EASA Airworthiness 

Directive 2013–0230, dated September 

24, 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: 

Several cases of corrosion on the lower 

wing root joint, located in the wing bottom 

skin inboard and outboard of the external 

lower surface splice, have been reported by 

operators. 

This condition, if not detected and 

corrected, could affect the structural integrity 

of the airframe. 

Prompted by these findings, [Directorate 

General for Civil Aviation] (DGAC) France 

issued AD 1997–006–210 [which 

corresponds to FAA AD 98–21–34, 

Amendment 39–10842 (63 FR 55524, October 

16, 1998)] to require repetitive inspections to 

detect the presence of corrosion and prevent 

crack propagation at the wing bottom skin, 

inboard and outboard of the Rib 1 external 

lower surface splice, between Frame (FR) 40 

and FR47. 

DGAC France * * * issued [an AD] to 

expand the choice of applicable Service 

Bulletins (SB). [The] DGAC France AD * * * 

was issued to allow A300–600 operators to 

use Revision 04 of Airbus SB A300–57–6047, 

converting flight cycles/‘‘Fatigue rating’’ into 

flight cycles (FC)/flight hours (FH). 

Subsequently, Airbus modification 10599 

was developed to improve the corrosion 

behaviour of the area. This improvement 

allowed refining the inspection programme 

of the A300–600 aeroplane. For postmodification 10599 A300–600 aeroplanes, 

the application of the Maintenance Review 

Board Report (MRBR) inspection tasks was 

deemed sufficient for maintaining an 

adequate level of safety on these aeroplanes. 

Consequently, EASA issued AD 2008–0208 

[http://ad.easa.europa.eu/blob/easa_ad_

2008_0208_R2.pdf/AD_2008-0208R2_1] (later 

revised), retaining the requirements of [a] 

DGAC France AD * * *, which was 

superseded, to require the use of Airbus SB 

A300–57–6047 Revision 05 for the 

inspections and to exclude post-modification 


Lhorne on DSK5TPTVN1PROD with PROPOSALS