43472 Federal Register / Vol. 81, No. 128 / Tuesday, July 5, 2016 / Rules and Regulations 

additional analysis and tests may be 

required to demonstrate that the injury 

criteria are met for the area that an 

occupant could contact. For example, if 

different yaw angles could result in 

different airbag device performance, 

then additional analysis or separate tests 

may be necessary to evaluate 

performance. 

3. Neck Injury Criteria 

a. The seating system must protect the 

occupant from experiencing serious 

neck injury. The assessment of neck 

injury must be conducted with the 

airbag device activated, unless there is 

reason to also consider that the neckinjury potential would be higher for 

impacts below the airbag-device 

deployment threshold. 

b. The Nij, calculated in accordance 

with 49 CFR 571.208, must be below 

1.0, where Nij =Fz/Fzc + My/Myc, and Nij

critical values are: 

i. Fzc = 1530 lb for tension 

ii. Fzc = 1385 lb for compression 

iii. Myc = 229 lb-ft in flexion 

iv. Myc = 100 lb-ft in extension 

c. In addition, peak upper neck Fz

must be below 937 lb in tension and 899 

lb in compression. 

d. Rotation of the head about its 

vertical axis relative to the torso is 

limited to 105 degrees in either 

direction from forward-facing. 

e. The neck must not impact any 

surface that would produce 

concentrated loading on the neck. 

4. Spine and Torso Injury Criteria 

a. The lumbar spine tension (Fz) 

cannot exceed 1200 lb. 

b. Significant concentrated loading on 

the occupant’s spine, in the area 

between the pelvis and shoulders 

during impact, including rebound, is 

not acceptable. During this type of 

contact, the interval for any rearward 

(X-axis direction) acceleration 

exceeding 20g must be less than 3 

milliseconds as measured by the 

thoracic instrumentation specified in 49 

CFR part 572, subpart E, filtered in 

accordance with SAE recommended 

practice J211/1, ‘‘Instrumentation for 

Impact Test—Part 1—Electronic 

Instrumentation.’’ 

c. The occupant must not interact 

with the armrest or other seat 

components in any manner significantly 

different than would be expected for a 

forward-facing seat installation. 

5. Pelvis Criteria 

Any part of the load-bearing portion 

of the bottom of the ATD pelvis must 

not translate beyond the edges of the 

seat bottom seat-cushion supporting 

structure. 

6. Femur Criteria 

Axial rotation of the upper leg (about 

the Z-axis of the femur, per SAE J211/ 

1) must be limited to 35 degrees in the 

strike direction from the normal seating 

position. Evaluation during rebound 

need not be considered. 

7. ATD and Test Conditions 

Longitudinal tests conducted to 

measure the injury criteria above must 

be performed with the FAA Hybrid III 

ATD, as described in SAE 1999–01– 

1609, ‘‘A Lumbar Spine Modification to 

the Hybrid III ATD For Aircraft Seat 

Tests.’’ The tests must be conducted 

with an undeformed floor, at the mostcritical yaw cases for injury, and with 

all lateral structural supports (e.g. 

armrests or walls) installed. 

Inflatable Lapbelt Special Conditions 

The inflatable lapbelts must meet 

special conditions no. 25–187A–SC, 

‘‘Boeing Model 777 Series Airplanes; 

Seats with Inflatable Lapbelts.’’ 

1. Because this type of protection 

system may or may not activate during 

various crash conditions, the applicant 

must demonstrate that the injury criteria 

listed in these special conditions are not 

exceeded in an event which is slightly 

below the activation level of the airbag 

system. 

2. Additionally, as indicated in 

special conditions no. 25–187A–SC, 

inflatable lapbelts must be shown to not 

affect emergency-egress capabilities in 

the main aisle, cross-aisle, and 

passageway. 

Issued in Renton, Washington, on June 17, 

2016. 

Michael Kaszycki, 

Assistant Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–15784 Filed 7–1–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–8134; Directorate 

Identifier 2014–NM–256–AD; Amendment 

39–18572; AD 2016–13–08] 

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 all 

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 AD was prompted 

by a report of cracking of the lower 

tension bolt area at the rib one junction 

(both sides) of the lower wing. This AD 

requires repetitive inspections for 

cracking of the fasteners and of the 

fitting around the fastener holes at the 

frame (FR) 40 lower wing location, and 

corrective actions if necessary. We are 

issuing this AD to detect and correct 

crack initiation of the fittings of the 

FR40 lower wing locations, which could 

result in reduced structural integrity of 

the airplane. 

DATES: This AD becomes effective 

August 9, 2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of August 9, 2016. 

ADDRESSES: For Airbus 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.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–2015–8134. 

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– 

8134; 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. 

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: 


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Federal Register / Vol. 81, No. 128 / Tuesday, July 5, 2016 / Rules and Regulations 43473 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to all 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). The NPRM 

published in the Federal Register on 

December 31, 2015 (80 FR 81786) (‘‘the 

NPRM’’). 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Union, has issued EASA Airworthiness 

Directive 2014–0272, dated December 

12, 2014 (referred to after this as the 

Mandatory Continuing Airworthiness 

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

an unsafe condition for all 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). The MCAI states: 

Following the A300–600 Extended Service 

Goal (ESG2) exercise, specific inspections for 

cracks were performed in fittings of frame 

(FR) 40, in areas not covered by any existing 

task. 

Findings were identified on an A300–600 

aeroplane withdrawn from service in the 

lower tension bolt area at rib one junction 

(both sides). 

This condition, if not detected and 

corrected, could lead to crack initiation, 

affecting the structural integrity of the 

aeroplane. 

To address this potential unsafe condition, 

an inspection programme was developed for 

the fitting around the fastener holes located 

at FR40 lower wing junction, left-hand (LH) 

and right-hand (RH) sides. 

For the reasons described above, this 

[EASA] AD requires repetitive High 

Frequency Eddy Current (HFEC) inspections 

and rototest inspections of the fitting around 

the fastener holes located at FR40 lower wing 

junction and, depending on findings, 

accomplishment of a repair. 

The corrective actions include a 

repair using a method approved by the 

Manager, International Branch, ANM– 

116, Transport Airplane Directorate, 

FAA; or the EASA; or Airbus’s EASA 

Design Organization Approval (DOA). 

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– 

8134. 

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 Clarify Corrective Actions 

FedEx asked that the corrective 

actions identified in paragraph (i) of the 

proposed AD be clarified. FedEx stated 

that paragraph (h)(1) of the proposed AD 

specifies ‘‘If one or more of the hole 

diameters is outside the tolerance of the 

nominal diameter, and outside the 

tolerance of the first and second 

oversize: Do the applicable corrective 

actions required by paragraph (i) of this 

AD.’’ FedEx added that paragraph (i) of 

the proposed AD specifies ‘‘If, during 

any inspection required by this AD, any 

crack is found, or one or more of the 

hole diameters are outside the tolerance 

of the nominal diameter: Repair before 

further flight 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).’’ FedEx noted that 

paragraph (i) should specify ‘‘one or 

more of the hole diameters are outside 

the tolerance of the nominal diameter 

and outside the tolerance of the first and 

second oversize’’ to match the language 

in paragraph (h)(1) of the proposed. 

We agree. We have confirmed that the 

language in paragraph (i) of this AD 

should match the language in paragraph 

(h)(1) of this AD. We have changed 

paragraph (i) of this AD accordingly. 

Request To Revise Compliance Time 

United Parcel Service (UPS) asked 

that we revise the compliance time for 

the rototest inspections specified by 

paragraph (h) of the proposed AD to a 

threshold based on total service time, 

rather than calendar time alone. UPS 

stated that, based on reported findings 

to date, the crack growth rate is so slow 

it will not affect the immediate 

airworthiness of the airplane. UPS 

suggested that we add a threshold of 

11,900 total flight cycles. 

We do not agree with the commenter’s 

request. The commenter provided no 

data to substantiate the proposed 

compliance time based on flight cycles. 

In developing an appropriate 

compliance time for this AD, we 

considered not only the urgency 

associated with the subject unsafe 

condition, but also the manufacturer’s 

recommendations, EASA’s 

recommendations, and the practical 

aspect of accomplishing the required 

inspections within a period of time that 

corresponds to the normal scheduled 

maintenance for most affected operators. 

After considering all the available 

information, we have determined that 

the compliance time, as proposed, 

represents an appropriate interval of 

time in which the required actions can 

be performed in a timely manner within 

the affected fleet, while still maintaining 

an adequate level of safety. However, 

affected operators may request an 

alternative method of compliance 

(AMOC) to request a change to the 

compliance time under the provisions of 

paragraph (j) of this AD by submitting 

data and analysis substantiating that the 

change would provide an acceptable 

level of safety. We have not changed 

this AD regarding this issue. 

Request To Remove High Frequency 

Eddy Current (HFEC) Inspections 

UPS asked that the HFEC inspections 

specified by paragraph (g) of the 

proposed AD be removed. UPS stated 

that the HFEC inspection requirement 

does not enhance airplane safety 

because only substantial damage can be 

detected by this method, due to a 

restricted inspection area. UPS also 

stated that the smallest crack detectable 

by an HFEC inspection method is 

calculated to be 7.5 mm in length, not 

taking into account the inspection 

surface radius and the limited access to 

the inspection area. UPS added that 

fastener location and potential obstacles 

affect consistent probe movement, 

which increases the chance for 

inconsistent inspection readings. 

We do not agree with the commenter’s 

request. The HFEC inspection required 

by paragraph (g) of this AD is a 

necessary interim measure intended to 

find cracking before the required 

compliance time for the rototest 

inspection in paragraph (h) of this AD. 

As the commenter acknowledged, a 7.5- 

mm crack may be detected during an 

HFEC inspection within 1,000 flight 

hours. That same 7.5-mm crack, 

undetected for 3 years until the rototest 

inspection is done, could grow and 

result in reduced structural integrity of 

the airplane; therefore, the repetitive 

HFEC inspections must be retained in 

this AD. If no cracking is found, the 

HFEC inspection can be repeated, or 

terminated when the rototest inspection 

is accomplished. However, affected 

operators may request approval of an 

AMOC to do the rototest inspections 

only, under the provisions of paragraph 

(j) of this AD by submitting data and 

analysis, and a compliance schedule, 

substantiating that the change would 

provide an acceptable level of safety. 

We have not changed this AD regarding 

this issue. 


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43474 Federal Register / Vol. 81, No. 128 / Tuesday, July 5, 2016 / Rules and Regulations 

Request To Correct Typographical 

Errors in Service Information 

FedEx asked that the typographical 

errors for the structural repair manual 

(SRM) references in Airbus Service 

Bulletin A300–57–6115, dated April 4, 

2014, be corrected so FedEx can use 

them to comply with the NPRM 

requirements. FedEx stated that Airbus 

was informed of and acknowledged 

these typographical errors, but currently 

no changes have been made to the 

service information. FedEx noted that 

the service information listed SRM 51– 

40–13 for the application of special 

coatings, but the correct reference is 

SRM 51–23–20. FedEx also noted that 

the service information listed SRM 51– 

40–12 for the application of paint 

coatings, but the correct reference is 

SRM 51–23–10. 

We agree with the commenter’s 

concerns. We have changed paragraph 

(g) of this AD to clarify the correct SRM 

references to be used. 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting this AD 

with the changes described previously 

and minor editorial changes. We have 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM 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 

We reviewed the following service 

information. 

• Airbus Service Bulletin A300–57– 

0257, excluding Appendix 01 and 

including Appendix 02, dated April 4, 

2014. 

• Airbus Service Bulletin A300–57– 

6115, dated April 4, 2014. 

The service information describes 

procedures for repetitive inspections for 

cracking of the fasteners and of the 

fitting around the fastener holes at the 

FR40 lower wing location. 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 166 

airplanes of U.S. registry. 

We also estimate that it takes about 12 

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 

$169,320, or $1,020 per product. 

We have received no definitive data 

that would enable us to provide a cost 

estimate 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 adding 

the following new airworthiness 

directive (AD): 

2016–13–08 Airbus: Amendment 39–18572. 

Docket No. FAA–2015–8134; Directorate 

Identifier 2014–NM–256–AD. 

(a) Effective Date 

This AD becomes effective August 9, 2016. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all Airbus airplanes 

identified in paragraphs (c)(1) and (c)(2) 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. 

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

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

605R, F4–622R, and C4–605R Variant F 

airplanes. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 57, Wings. 

(e) Reason 

This AD was prompted by a report of 

cracking of the lower tension bolt area at rib 

one junction (both sides) of the lower wing. 

We are issuing this AD to detect and correct 

crack initiation of the fittings of the frame 

(FR) 40 lower wing locations, which could 

result in reduced structural integrity of the 

airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Repetitive High Frequency Eddy Current 

(HFEC) Inspections 

Within 1,000 flight hours after the effective 

date of this AD: Do an HFEC inspection for 

cracking of fasteners 1 through 3 at the lefthand and right-hand sides of the FR40 lower 

junction, and of the fitting around the 

fastener holes, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A300–57–0257, excluding 

Appendix 01 and including Appendix 02, 

dated April 4, 2014 (for Model A300 B2–1A, 

B2–1C, B2K–3C, B2–203, B4–2C, B4–103, 

and B4–203 airplanes); or Airbus Service 

Bulletin A300–57–6115, dated April 4, 2014 

(for Model A300 B4–601, B4–603, B4–620, 

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

622R, and C4–605R Variant F airplanes). If 

no cracking is found, repeat the HFEC 

inspection at intervals not to exceed 1,000 

flight hours until a rototest inspection 

required by paragraph (h)(2) of this AD has 

been done. Where Airbus Service Bulletin 


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Federal Register / Vol. 81, No. 128 / Tuesday, July 5, 2016 / Rules and Regulations 43475 

A300–57–6115, dated April 4, 2014, refers to 

Structural Repair Manual (SRM) 51–40–13 

for applying special protection, the correct 

reference is SRM 51–23–20; and to SRM 51– 

40–12 for applying paint coatings, the correct 

reference is SRM 51–23–10. 

(h) Repetitive Rototest Inspections 

Within 36 months after the effective date 

of this AD: Remove the fasteners and 

measure the diameter of the fastener holes; 

and, before further flight, do the applicable 

actions required by paragraph (h)(1) or (h)(2) 

of this AD, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A300–57–0257, excluding 

Appendix 01 and including Appendix 02, 

dated April 4, 2014 (for Model A300 B2–1A, 

B2–1C, B2K–3C, B2–203, B4–2C, B4–103, 

and B4–203 airplanes); or Airbus Service 

Bulletin A300–57–6115, dated April 4, 2014 

(for Model A300 B4–601, B4–603, B4–620, 

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

622R, and C4–605R Variant F airplanes). 

(1) If one or more of the hole diameters is 

outside the tolerance of the nominal 

diameter, and outside the tolerance of the 

first and second oversize: Do the applicable 

corrective actions required by paragraph (i) of 

this AD. 

(2) If all of the hole diameters are within 

the tolerance of the nominal diameter or the 

first or second oversize: Do detailed and 

rototest inspections for cracking of the 

fastener holes at the left-hand and right-hand 

sides of the FR40 lower junction, in 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A300– 

57–0257, excluding Appendix 01 and 

including Appendix 02, dated April 4, 2014 

(for Model A300 B2–1A, B2–1C, B2K–3C, 

B2–203, B4–2C, B4–103, and B4–203 

airplanes); or Airbus Service Bulletin A300– 

57–6115, dated April 4, 2014 (for Model 

A300 B4–601, B4–603, B4–620, B4–622, B4– 

605R, B4–622R, F4–605R, F4–622R, and C4– 

605R Variant F airplanes). If no cracking is 

found, before further flight, install new 

fasteners of the same diameter in special 

clearance fit for fasteners 1 through 3 of the 

FR40 lower junction, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletins A300–57–0257, excluding 

Appendix 01 and including Appendix 02, 

dated April 4, 2014; or Airbus Service 

Bulletin A300–57–6115, dated April 4, 2014. 

Repeat the rototest inspection thereafter at 

intervals not to exceed 7,000 flight cycles. 

Accomplishment of a rototest inspection 

required by this paragraph terminates the 

repetitive HFEC inspections required by 

paragraph (g) of this AD. 

(i) Corrective Actions 

If, during any inspection required by this 

AD, any crack is found, or one or more of the 

hole diameters is outside the tolerance of the 

nominal diameter, and outside the tolerance 

of the first and second oversize: Repair before 

further flight in accordance with 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) 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: For any 

requirement in this AD to obtain corrective 

actions from a manufacturer, the action must 

be accomplished using a method approved 

by the Manager, International Branch, ANM– 

116, Transport Airplane Directorate, FAA; or 

the EASA; or Airbus’s EASA DOA. If 

approved by the DOA, the approval must 

include the DOA-authorized signature. 

(3) Required for Compliance (RC): Except 

as required by paragraph (i) 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. 

(k) Related Information 

Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA 

Airworthiness Directive 2014–0272, dated 

December 12, 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–2015–8134. 

(l) 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 A300–57–0257, 

excluding Appendix 01 and including 

Appendix 02, dated April 4, 2014. 

(ii) Airbus Service Bulletin A300–57–6115, 

dated April 4, 2014. 

(3) For Airbus 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. 

(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 June 21, 

2016. 

Dorr M. Anderson, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–15356 Filed 7–1–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–8131; Directorate 

Identifier 2015–NM–073–AD; Amendment 

39–18575; AD 2016–13–11] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2008–05– 

06 for certain The Boeing Company 

Model 737–100, –200, –300, –400, and 

–500 series airplanes. AD 2008–05–06 

required repetitive inspections for 

fatigue cracking in the longitudinal floor 

beam web, upper chord, and lower 

chord located at certain body stations, 

and repair if necessary. This new AD 

requires, for certain airplanes, an 

inspection to determine if tapered fillers 

are installed, and related investigative 

and corrective actions if necessary. This 

AD was prompted by reports of cracks 

in the center wing box longitudinal floor 

beams, upper chord, and lower chord. 

We are issuing this AD to detect and 

correct fatigue cracking of the upper and 

lower chords and web of the 

longitudinal floor beams, which could 

result in rapid loss of cabin pressure. 


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