Federal Register / Vol. 80, No. 178 / Tuesday, September 15, 2015 / Rules and Regulations 55229 

the type-certification basis under 

§ 21.17(a)(2). 

Novel or Unusual Design Features 

The Model GVII–G500 airplane will 

incorporate the following novel or 

unusual design features: Large-bypass 

engines capable of larger and more 

complex dynamic loads than were 

envisioned when the 14 CFR 25.361(b) 

rule was developed in 1957, thereby 

requiring issuance of special conditions 

to establish appropriate design 

standards for the Model GVII–G500 

airplane. 

Discussion 

The limit engine torque load imposed 

by sudden engine stoppage due to 

malfunction or structural failure (such 

as a compressor jamming) has been a 

specific requirement for transportcategory airplanes since 1957. In the 

past, the design torque loads associated 

with typical failure scenarios have been 

estimated by the engine manufacturer 

and were provided to the airframe 

manufacturer as limit loads. These limit 

loads were considered simple, puretorque static loads. 

It is evident from service history that 

the engine-failure events that tend to 

cause the most severe loads are fanblade failures, and these events occur 

much less frequently than the typical 

‘‘limit’’ load condition. 

To maintain the level of safety 

envisioned by § 25.361(b), more 

comprehensive criteria are required for 

the new generation of high-bypass 

engines. These special conditions 

distinguish between the more common 

engine-failure events and those rare 

events resulting from structural failures. 

The more-common events are regarded 

as static torque limit load conditions. 

The more-severe events resulting from 

extreme engine-failure conditions (such 

as loss of a full fan blade at redline 

speed) are regarded as full dynamic load 

conditions. These are considered 

ultimate loads, and include all transient 

loads associated with the event. An 

additional safety factor is applied to the 

more-critical airframe supporting 

structure. 

Applicability 

As discussed above, these special 

conditions are applicable to the Model 

GVII–G500 airplane. Should Gulfstream 

Aerospace apply at a later date for a 

change to the type certificate to include 

another model incorporating the same 

novel or unusual design feature, the 

special conditions would apply to that 

model as well. 

Conclusion 

This action affects only certain novel 

or unusual design features on one model 

series of airplane. It is not a rule of 

general applicability. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

The authority citation for these 

special conditions is as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701, 

44702, 44704. 

The Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the type 

certification basis for the Gulfstream 

Aerospace Corporation Model GVII– 

G500 airplane. 

In lieu of § 25.361(b) the following 

special conditions apply: 

1. For turbine engine installations, the 

engine mounts, pylons, and adjacent 

supporting airframe structure must be 

designed to withstand 1g level flight 

loads acting simultaneously with the 

maximum limit torque loads imposed 

by each of the following: 

a. Sudden engine deceleration due to 

a malfunction that could result in a 

temporary loss of power or thrust, and 

b. The maximum acceleration of the 

engine. 

2. For auxiliary power unit (APU) 

installations, the power unit mounts 

and adjacent supporting airframe 

structure must be designed to withstand 

1g level-flight loads acting 

simultaneously with the maximum limit 

torque loads imposed by each of the 

following: 

a. Sudden APU deceleration due to 

malfunction or structural failure; and 

b. The maximum acceleration of the 

APU. 

3. For engine supporting structure, an 

ultimate loading condition must be 

considered that combines 1g flight loads 

with the transient dynamic loads 

resulting from: 

a. The loss of any fan, compressor, or 

turbine blade; and separately, 

b. Where applicable to a specific 

engine design, any other engine 

structural failure that results in higher 

loads. 

4. The ultimate loads developed from 

the conditions specified in special 

conditions 3(a) and 3(b), above, are to be 

multiplied by a factor of 1.0 when 

applied to engine mounts and pylons, 

and multiplied by a factor of 1.25 when 

applied to adjacent supporting airframe 

structure. 

5. Any permanent deformation that 

results from the conditions specified in 

special condition 3, above, must not 

prevent continued safe flight and 

landing. 

Issued in Renton, Washington, on 

September 1, 2015. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–23100 Filed 9–14–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–0926; Directorate 

Identifier 2014–NM–121–AD; Amendment 

39–18263; AD 2015–18–05] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 97–07–14, 

for certain Airbus Model A320–111, 

–211, and –231 airplanes. AD 97–07–14 

required modification of an area on the 

front spar of the wing center section by 

installing shims and new fasteners to 

reinforce pressure floor fittings. This 

new AD continues to require modifying 

the rib flange on the front spar of the 

wing center section by installing shims 

and new fasteners to reinforce pressure 

floor fittings; and requires repetitive 

high frequency eddy current inspections 

for cracking of the radius of the rib 

flanges and vertical stiffener at frame 36, 

a rototest inspection for cracking of the 

fastener holes of the rib flanges, repair 

if needed, and adding additional 

airplanes to the applicability. This AD 

was prompted by the need for repetitive 

inspections on airplanes on which the 

modification of the rib flange on the 

front spar of the wing center section has 

been done. We are issuing this AD to 

prevent fatigue cracking on the rib 

flange area of the front spar of the wing 

center section, which can reduce the 

structural integrity of fuselage frame 36 

and the wing center section. 

DATES: This AD becomes effective 

October 20, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of October 20, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

mstockstill on DSK4VPTVN1PROD with RULES

55230 Federal Register / Vol. 80, No. 178 / Tuesday, September 15, 2015 / Rules and Regulations 

of a certain other publication listed in 

this AD as of May 12, 1997 (62 FR 

16473, April 7, 1997). 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2015-0926; or in 

person at the 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. 

For service information identified in 

this AD, contact Airbus, Airworthiness 

Office—EIAS, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

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

61 93 44 51; email account.airwortheas@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–2015–0926. 

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 to supersede AD 97–07–14, 

Amendment 39–9988 (62 FR 16473, 

April 7, 1997). AD 97–07–14 applied to 

certain Airbus Model A320–111, –211, 

and –231 airplanes. The NPRM 

published in the Federal Register on 

April 24, 2015 (80 FR 22943). 

Since we issued AD 97–07–14, 

Amendment 39–9988 (62 FR 16473, 

April 7, 1997), we have determined the 

need for repetitive inspections on 

airplanes on which Airbus Modification 

20976 (modification of the rib flange on 

the front spar of the wing center section) 

was done in production, or was done 

using Airbus Service Bulletin A320–57– 

1013, dated April 12, 1989; or Airbus 

Service Bulletin A320–57–1013, 

Revision 1, dated September 29, 1992. 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Union, has issued EASA Airworthiness 

Directive 2014–0053, dated March 7, 

2014 (referred to after this as the 

Mandatory Continuing Airworthiness 

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

an unsafe condition on certain Airbus 

Model A320–211 and –231 airplanes. 

The MCAI states: 

During full scale fatigue tests on the Airbus 

A320 test specimen, cracks were found in the 

rib flange on the front spar side 

perpendicular to vertical posts at frame (FR) 

36. It was determined that similar cracks 

could develop on certain in-service 

aeroplanes. 

This condition, if not detected and 

corrected, could affect the wing structural 

integrity. 

To reduce the risk of crack initiation, two 

modifications for aeroplanes in production 

and one modification for in-service 

aeroplanes were developed by Airbus: Prior 

to [manufacturer serial number] MSN 0085, 

the adaptation modification (Mod) 20976 was 

applied in production, consisting in 

installing shims under the fasteners linking 

the rib flange, the lower corner, the front spar 

and its vertical stiffener; from MSN 0085 

onwards, the serial Mod 20908 was applied 

in production, consisting in installing 

reinforced lower surface rib flanges at front 

spar level. 

Airbus issued Service Bulletin (SB) A320– 

57–1013 for affected in-service aeroplanes, 

and [Directorate General for Civil Aviation] 

DGAC France issued AD [F–19]95–098–066 

[dated May 24, 1995, which corresponds to 

FAA AD 97–07–14, Amendment 39–9988 (62 

FR 16473, April 7, 1997), http://

ad.easa.europa.eu/ad/F-1995-098-066] to 

require installation of shims under the 

fasteners linking the rib flange, the lower 

corner, the front spar and its vertical 

stiffener. 

Following a recent analysis, Airbus 

identified the need for repetitive [HFEC and 

rototest] inspections for aeroplanes on which 

Airbus SB A320–57–1013 or production Mod 

20976 has been embodied. 

For the reason described above, this 

[EASA] AD retains the requirements of DGAC 

France AD [F–19]95–098–066, [dated May 

24, 1995, which corresponds to FAA AD 97– 

07–14, Amendment 39–9988 (62 FR 16473, 

April 7, 1997), http://ad.easa.europa.eu/ad/

F-1995-098-066], which is superseded, and 

requires repetitive [HFEC and rototest] 

inspections of the center wing lower ribs at 

FR 36 and, depending on findings, 

accomplishment of a repair. 

After EASA issued PAD 14–013, it was 

discovered that additional work [removal of 

shims and fasteners on the rib flange on the 

front spar side and doing an HFEC inspection 

for cracking of the radius of the rib flanges 

and a rototest inspection for cracking of the 

fastener holes during each inspection] to be 

included in Revision 01 of Airbus SB A320– 

57–1175, is required to accomplish the 

inspections. This Final [EASA] AD has been 

amended accordingly. 

Airplanes having MSNs 001, 009, and 

015 were not included in the 

applicability of AD 97–07–14, 

Amendment 39–9988 (62 FR 16473, 

April 7, 1997). EASA AD 2014–0053, 

dated March 7, 2014, expanded the 

applicability to all airplanes having 

manufacturer serial numbers up to MSN 

0084 inclusive. We included paragraph 

(h) of this AD to require the 

modification for the airplanes having 

MSNs 001, 009, and 015. You may 

examine the MCAI in the AD docket on 

the Internet at http://

www.regulations.gov/

#!documentDetail;D=FAA-2015-0926- 

0002. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM (80 

FR 22943, April 24, 2015) or on the 

determination of the cost to the public. 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting this AD 

as proposed except for minor editorial 

changes. We have determined that these 

minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (80 FR 

22943, April 24, 2015) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (80 FR 22943, 

April 24, 2015). 

Related Service Information Under 1 

CFR Part 51 

Airbus has issued Service Bulletin 

A320–57–1175, Revision 01, including 

Appendix 01, dated May 28, 2014. The 

service information describes 

procedures for repetitive high frequency 

eddy current inspections for cracking of 

the radius of the rib flanges and vertical 

stiffener at frame 36, a rototest 

inspection for cracking of the fastener 

holes of the rib flanges, and repair. This 

service information is reasonably 

available because the interested parties 

have access to it through their normal 

course of business or by the means 

identified in the ADDRESSES section of 

this AD. 

Explanation of ‘‘RC’’ Procedures and 

Tests in Service Information 

The FAA worked in conjunction with 

industry, under the Airworthiness 

Directive Implementation Aviation 

Rulemaking Committee (ARC), to 

enhance the AD system. One 

enhancement was a new process for 

annotating which procedures and tests 

in the service information are required 

for compliance with an AD. 

Differentiating these procedures and 

tests from other tasks in the service 

information is expected to improve an 

owner’s/operator’s understanding of 

crucial AD requirements and help 

mstockstill on DSK4VPTVN1PROD with RULES

Federal Register / Vol. 80, No. 178 / Tuesday, September 15, 2015 / Rules and Regulations 55231 

provide consistent judgment in AD 

compliance. The procedures and tests 

identified as Required for Compliance 

(RC) in any service information have a 

direct effect on detecting, preventing, 

resolving, or eliminating an identified 

unsafe condition. 

As specified in a NOTE under the 

Accomplishment Instructions of the 

specified service information, 

procedures and tests that are identified 

as RC in any service information must 

be done to comply with the AD. 

However, procedures and 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 alternative method of 

compliance (AMOC), provided the 

procedures and tests identified as RC 

can be done and the airplane can be put 

back in a serviceable condition. Any 

substitutions or changes to procedures 

or tests identified as RC will require 

approval of an AMOC. 

Costs of Compliance 

We estimate that this AD affects 11 

airplanes of U.S. registry. 

The actions required by AD 97–07–14, 

Amendment 39–9988 (62 FR 16473, 

April 7, 1997), and retained in this AD 

take about 13 work-hours per product, 

at an average labor rate of $85 per workhour. Required parts cost about $576 per 

product. Based on these figures, the 

estimated cost of the actions that were 

required by AD 97–07–14 is $1,681 per 

product. 

We also estimate that it will take 

about 45 work-hours per product to 

comply with the new basic 

requirements of this AD. The average 

labor rate is $85 per work-hour. 

Required parts will cost about $1,600 

per product. Based on these figures, we 

estimate the cost of this AD on U.S. 

operators to be $59,675, or $5,425 per 

product. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this AD will not 

have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 

3. Will not affect intrastate aviation in 

Alaska; and 

4. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2015-0926; or in 

person at the Docket Management 

Facility between 9 a.m. and 5 p.m., 

Monday through Friday, except Federal 

holidays. The AD docket contains this 

AD, the regulatory evaluation, any 

comments received, and other 

information. The street address for the 

Docket Operations office (telephone 

800–647–5527) is in the ADDRESSES

section. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by 

removing Airworthiness Directive (AD) 

97–07–14, Amendment 39–9988 (62 FR 

16473, April 7, 1997), and adding the 

following new AD: 

2015–18–05 Airbus: Amendment 39–18263. 

Docket No. FAA–2015–0926; Directorate 

Identifier 2014–NM–121–AD. 

(a) Effective Date 

This AD becomes effective October 20, 

2015. 

(b) Affected ADs 

This AD replaces AD 97–07–14, 

Amendment 39–9988 (62 FR 16473, April 7, 

1997). 

(c) Applicability 

This AD applies to Airbus Model A320– 

211 and -231 airplanes, certificated in any 

category, all manufacturer serial numbers 

(MSN) up to MSN 0084 inclusive. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 57, Wings. 

(e) Reason 

This AD was prompted by the 

determination that repetitive inspections are 

needed on airplanes on which the 

modification of the rib flange on the front 

spar of the wing center section has been 

done. We are issuing this AD to prevent 

fatigue cracking on the rib flange area of the 

front spar of the wing center section, which 

can reduce the structural integrity of fuselage 

frame 36 and the wing center section. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Modification 

This paragraph restates the requirements of 

paragraph (a) of AD 97–07–14, Amendment 

39–9988 (62 FR 16473, April 7, 1997). For 

airplanes with manufacturer serial numbers 

(MSN) 005 through 008 inclusive, MSNs 010 

through 014 inclusive, and MSNs 016 

through 042 inclusive: Prior to the 

accumulation of 16,000 total landings, or 

within 3 months after May 12, 1997 (the 

effective date of AD 97–07–14), whichever 

occurs later, modify the rib flange on the 

front spar of the wing center section by 

installing shims and new fasteners to 

reinforce pressure floor fittings, in 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A320– 

57–1013, Revision 1, dated September 29, 

1992. 

(h) New Requirement of This AD: 

Modification for Airplanes With MSNs 001, 

009, and 015 

Prior to the accumulation of 16,000 total 

landings since first flight, or within 30 days 

after the effective date of this AD, whichever 

occurs later, modify the rib flange on the 

front spar of the wing center section by 

installing shims and new fasteners to 

reinforce pressure floor fittings, in 

mstockstill on DSK4VPTVN1PROD with RULES

55232 Federal Register / Vol. 80, No. 178 / Tuesday, September 15, 2015 / Rules and Regulations 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A320– 

57–1013, Revision 1, dated September 29, 

1992. 

(i) New Requirement of This AD: Repetitive 

Inspections 

Within the applicable compliance times 

specified in paragraphs (i)(1) and (i)(2) of this 

AD, do a high frequency eddy current (HFEC) 

inspection for cracking of the radius of the 

rib flanges and vertical stiffener at frame 36, 

and do a rototest inspection for cracking of 

the fastener holes of the rib flanges and 

vertical stiffener, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–57–1175, Revision 01, 

including Appendix 01, dated May 28, 2014. 

During each inspection, remove the shims 

and fasteners on the rib flange on the front 

spar side and do an HFEC inspection for 

cracking of the radius of the rib flanges and 

a rototest inspection for cracking of the 

fastener holes. If no cracking is found, 

oversize the holes of the rib flange and the 

holes of the shims, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–57–1175, Revision 01, 

including Appendix 01, dated May 28, 2014. 

Repeat the inspections thereafter at intervals 

not to exceed 32,500 flight cycles or 65,000 

flight hours, whichever occurs first. 

(1) For airplanes having Airbus 

Modification 20976 embodied: At the later of 

the times specified in paragraphs (i)(1)(i) or 

(i)(1)(ii) of this AD. 

(i) Before exceeding 47,800 flight cycles or 

95,600 flight hours, whichever occurs first, 

since the airplane’s first flight. 

(ii) Within 850 flight cycles or 1,700 flight 

hours, whichever occurs first, after the 

effective date of this AD. 

(2) For airplanes on which the 

modification of the front spar of the wing 

center section was accomplished using 

Airbus Service Bulletin A320–57–1013, 

Revision 1, dated September 29, 1992: At the 

later of the times specified in paragraphs 

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

(i) Before exceeding 10,700 flight cycles or 

21,500 flight hours, whichever occurs first, 

after the modification of the rib flange on the 

front spar of the wing center section was 

done using Airbus Service Bulletin A320– 

57–1013, Revision 1, dated September 29, 

1992. 

(ii) Within 850 flight cycles or 1,700 flight 

hours, whichever occurs first, after the 

effective date of this AD. 

(j) Repair 

If, during any inspection required by 

paragraph (i) of this AD, any cracking is 

found, before further flight, repair using a 

method approved by the Manager, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA; or the European 

Aviation Safety Agency (EASA); or Airbus’s 

EASA Design Organization Approval (DOA). 

(k) Credit for Previous Actions 

This paragraph restates the requirements of 

Note 2 of paragraph (g) of AD 97–07–14, 

Amendment 39–9988 (62 FR 16473, April 7, 

1997): This paragraph provides credit for the 

modification of the rib flange required by 

paragraph (g) of this AD, if those actions were 

performed before May 12, 1997 (the effective 

date of AD 97–07–14), using Airbus Service 

Bulletin A320–57–1013, dated April 12, 

1989, which is not incorporated by reference 

in this AD. 

(l) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

In accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the International Branch, send it to ATTN: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

telephone 425–227–1405; fax 425–227–1149. 

Information may be emailed to: 9-ANM-116- 

AMOC-REQUESTS@faa.gov. Before using 

any approved AMOC, notify your appropriate 

principal inspector, or lacking a principal 

inspector, the manager of the local flight 

standards district office/certificate holding 

district office. The AMOC approval letter 

must specifically reference this AD. 

(2) Contacting the Manufacturer: 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 (j) of this AD, if the 

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 and 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 a serviceable condition. 

Any substitutions or changes to procedures 

or tests identified as RC require approval of 

an AMOC. 

(m) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA 

Airworthiness Directive 2014–0053, dated 

March 7, 2014, 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– 

2015–0926. 

(2) Service information identified in this 

AD that is not incorporated by reference is 

available at the addresses specified in 

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

(n) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

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

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless this AD specifies otherwise. 

(3) The following service information was 

approved for IBR on October 20, 2015. 

(i) Airbus Service Bulletin A320–57–1175, 

Revision 01, including Appendix 01, dated 

May 28, 2014. 

(ii) Reserved. 

(4) The following service information was 

approved for IBR on May 12, 1997 (62 FR 

16473, April 7, 1997). 

(i) Airbus Service Bulletin A320–57–1013, 

Revision 1, dated September 29, 1992. 

Note 1 to paragraph (n)(4)(i): Airbus 

Service Bulletin A320–57–1013, Revision 1, 

dated September 29, 1992, contains the 

following list of effective pages: Pages 1 

through 3 show revision level 1, dated 

September 29, 1992; pages 4 through 11 are 

from the original issue, dated April 12, 1989. 

(ii) Reserved. 

(5) For service information identified in 

this AD, contact Airbus, Airworthiness 

Office—EIAS, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

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

93 44 51; email account.airworth-eas@

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

(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 2, 2015. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2015–22924 Filed 9–14–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0363; Directorate 

Identifier 2014–NE–08–AD; Amendment 39– 

18252; AD 2015–17–19] 

RIN 2120–AA64 

Airworthiness Directives; Rolls-Royce 

plc Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

mstockstill on DSK4VPTVN1PROD with RULES