This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

50 titles pursuant to 44 U.S.C. 1510.

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Rules and Regulations Federal Register

4875 

Vol. 81, No. 18 

Thursday, January 28, 2016 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–0824; Directorate 

Identifier 2013–NM–191–AD; Amendment 

39–18378; AD 2016–01–18] 

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) 98–20–27 

for all Airbus Model A300 B4–600, B4– 

600R, and F4–600R series airplanes, and 

Model A300 C4–605R Variant F 

airplanes (collectively called Model 

A300–600 series airplanes). AD 98–20– 

27 required repetitive inspections to 

detect fatigue cracking of the wing top 

skin at the front spar joint; and a followon eddy current inspection and repair, 

if necessary. This new AD reduces the 

inspection compliance time and 

intervals, and expands the inspection 

area of the wing top skin at the front 

spar joint. This AD was prompted by 

reports of cracking of the wing top skin 

in an area not required for inspection by 

AD 98–20–27. We are issuing this AD to 

detect and correct fatigue cracking of the 

wing top skin at the front spar joint; 

such fatigue cracking could result in 

reduced structural integrity of the 

airplane. 

DATES: This AD becomes effective 

March 3, 2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of March 3, 2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of October 29, 1998 (63 FR 

50981, September 24, 1998). 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov/ 

#!docketDetail;D=FAA-2015-0824; 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 SAS, 

Airworthiness Office—EAW, 1 Rond 

Point Maurice Bellonte, 31707 Blagnac 

Cedex, France; telephone +33 5 61 93 36 

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

account.airworth-eas@airbus.com; 

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

may view this referenced service 

information at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue 

SW., Renton, WA. For information on 

the availability of this material at the 

FAA, call 425–227–1221. It is also 

available on the Internet at http:// 

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

0824. 

FOR FURTHER INFORMATION CONTACT: Dan 

Rodina, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone 425–227–2125; 

fax 425–227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 98–20–27, 

Amendment 39–10793 (63 FR 50981, 

September 24, 1998). AD 98–20–27 

applied to all Airbus Model A300 B4– 

600, B4–600R, and F4–600R series 

airplanes, and Model A300 C4–605R 

Variant F airplanes (collectively called 

Model A300–600 series airplanes). The 

NPRM published in the Federal 

Register on April 14, 2015 (80 FR 

19892). The NPRM was prompted by 

reports of cracking of the wing top skin 

in an area not required for inspection by 

AD 98–20–27. The NPRM proposed to 

continue to require repetitive 

inspections to detect fatigue cracking of 

the wing top skin at the front spar joint; 

and a follow-on eddy current inspection 

and repair, if necessary. The NPRM also 

proposed to reduce the inspection 

compliance time and intervals, and 

expand the inspection area of the wing 

top skin at the front spar joint. We are 

issuing this AD to detect and correct 

fatigue cracking of the wing top skin at 

the front spar joint; such fatigue 

cracking could result in reduced 

structural integrity of the airplane. 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Union, has issued EASA Airworthiness 

Directive 2013–0232R1, dated October 

2, 2013 (referred to after this as the 

Mandatory Continuing Airworthiness 

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

an unsafe condition. 

The MCAI states: 

During full-scale fatigue testing conducted 

in the early 1990’s, cracks were found on the 

top skin of the wing between Ribs 1 and 7, 

starting at the front spar fastener holes. 

This condition, if not detected and 

corrected, could adversely affect the 

structural integrity of the wing. 

Consequently, Airbus issued Service 

Bulletin (SB) A300–57–6045 and DGAC 

[Direction Ge ́ne ́rale de l’Aviation Civile] 

France issued AD 97–374–238 [http:// 

ad.easa.europa.eu/blob/ 

19973740tb_superseded.pdf/AD_F-1997-374- 

238_2] for A300–600 aeroplanes and AD 

1999–008–020 [http://ad.easa.europa.eu/ 

blob/19980080tb_superseded.pdf/AD_F1999-008-020_2] for A300–600ST aeroplanes 

to require repetitive detailed inspections of 

the wing top skin and, in case of findings, an 

Eddy Current (EC) inspection, and, 

depending on the size of the cracks, repair. 

After those [DGAC] ADs were issued, 

further cracks to the wing top skin were 

reported by operators, within an area not 

covered by the existing [DGAC] ADs. To 

address this potential unsafe condition, 

Airbus revised SB A300–57–6045 to extend 

the area to be inspected. 

In addition, a fleet survey and updated 

Fatigue and Damage Tolerance analyses were 

performed in order to substantiate the second 

A300–600 Extended Service Goal (ESG2) 

exercise. The results of these analyses have 

determined that the inspection thresholds 

and intervals must be reduced to allow 

timely detection of these cracks and the 

accomplishment of applicable corrective 

action(s). 

As the ESG2 exercise is only applicable to 

A300–600 aeroplanes, A300–600ST 

aeroplanes are now addressed through new 

Airbus SB A300–57–9026. 

For the reasons described above, this 

[EASA] AD retains the requirements of DGAC 

France AD 97–374–238(B) [http:// 

ad.easa.europa.eu/blob/ 

19973740tb_superseded.pdf/AD_F-1997-374- 

238_2] [which corresponds to FAA AD 98– 


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4876 Federal Register / Vol. 81, No. 18 / Thursday, January 28, 2016 / Rules and Regulations 

20–27, Amendment 39–10793 (63 FR 50981, 

September 24, 1998)] and [DGAC] AD 1999– 

008–020(B) [http://ad.easa.europa.eu/blob/ 

19980080tb_superseded.pdf/AD_F-1999-008- 

020_2], which are superseded, but requires 

those actions, for A300–600 aeroplanes only, 

within reduced thresholds and intervals. 

* * * * * 

You may examine the MCAI in the 

AD docket on the Internet at http:// 

www.regulations.gov/ 

#!documentDetail;D=FAA-2015-0824- 

0003. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the NPRM (80 FR 19892, 

April 14, 2015) and the FAA’s response 

to each comment. 

Support for the NPRM (80 FR 19892, 

April 14, 2015) 

United Parcel Service (UPS) stated 

that the proposed changes maintain the 

fleet airworthiness using the service 

experience and current certification 

maintenance programs for all airplanes 

in service. 

Request To Extend the Repetitive 

Inspection Interval 

UPS requested that we extend the 

interval for the repetitive inspections 

proposed in paragraph (j)(2) of the 

proposed AD (80 FR 19892, April 14, 

2015). UPS stated that its Model A300 

fleet and associated maintenance 

program is not certified to the ESG–2 

limitations; therefore, the repetitive 

inspection interval should be based on 

the airplane certification design service 

goal (DSG). UPS explained that the 

repetitive interval extension request is 

due to the additional 12,000-flight-cycle 

service life to ensure any crack 

development is detected after an 

airplane operates beyond the 30,000- 

flight-cycle DSG. UPS stated that, with 

an extension of airplane operational life, 

more frequent inspections would be 

necessary for airplanes operating 

beyond the original DSG that are not 

necessary for an airplane operating to 

the airplane DSG values. 

We disagree with UPS’s request. UPS 

did not provide any data to substantiate 

that the changed compliance time for 

the repetitive inspection interval 

provides an equivalent level of safety. 

Under the provisions of paragraph (o)(1) 

of this AD, we will consider requests for 

approval of an alternative method of 

compliance (AMOC) if sufficient data 

are submitted to substantiate that a 

revised inspection interval would 

provide an equivalent level of safety. 

We have not changed this AD in this 

regard. 

Request To Include Corrective Actions 

for Repetitive Inspections 

UPS requested that we correct the 

inadvertent omission of the corrective 

actions for the repetitive inspections in 

paragraph (j) of the proposed AD (80 FR 

19892, April 14, 2015) by including a 

reference to paragraph (j) of the 

proposed AD in paragraphs (k)(1) and 

(k)(2) of the proposed AD, which specify 

the corrective actions. 

We agree with UPS to correct the 

inadvertent omission. We have revised 

paragraphs (k)(1) and (k)(2) of this AD 

accordingly. 

Conclusion 

We reviewed the available data, 

including the comments received, and 

determined that air safety and the 

public interest require adopting this AD 

with the changes described previously 

and minor editorial changes. We have 

determined that these changes: 

• Are consistent with the intent that 

was proposed in the NPRM (80 FR 

19892, April 14, 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 19892, 

April 14, 2015). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Related Service Information Under 1 

CFR Part 51 

Airbus has issued Service Bulletin 

A300–57–6045, Revision 10, dated 

November 13, 2013. The service 

information describes inspection 

procedures for fatigue cracking of the 

wing top skin at the front spar joint 

between ribs 1 and 7. 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 130 

airplanes of U.S. registry. 

The actions that are required by AD 

98–20–27, Amendment 39–10793 (63 

FR 50981, September 24, 1998), and 

retained in this AD take about 2 workhours per product, at an average labor 

rate of $85 per work-hour. Based on 

these figures, the estimated cost of the 

actions that are required by AD 98–20– 

27 is $170 per product. 

We also estimate that it will take 

about 2 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 $22,100, or $170 per 

product. 

We have received no definitive data 

that will enable us to provide cost 

estimates for the on-condition actions 

specified in this AD. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this AD will not 

have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 

3. Will not affect intrastate aviation in 

Alaska; and 

4. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov/ 

#!docketDetail;D=FAA-2015-0824; or in 

person at the Docket Management 

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

Monday through Friday, except Federal 


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Federal Register / Vol. 81, No. 18 / Thursday, January 28, 2016 / Rules and Regulations 4877 

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) 

98–20–27, Amendment 39–10793 (63 

FR 50981, September 24, 1998), and 

adding the following new AD: 

2016–01–18 Airbus: Amendment 39–18378. 

Docket No. FAA–2015–0824; Directorate 

Identifier 2013–NM–191–AD. 

(a) Effective Date 

This AD becomes effective March 3, 2016. 

(b) Affected ADs 

This AD replaces AD 98–20–27, 

Amendment 39–10793 (63 FR 50981, 

September 24, 1998). 

(c) Applicability 

This AD applies to the Airbus airplanes, 

certificated in any category, identified in 

paragraphs (c)(1) through (c)(4) of this AD, all 

manufacturer serial numbers. 

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

B4–620, and B4–622 airplanes. 

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

622R airplanes. 

(3) Airbus Model A300 F4–605R and F4– 

622R airplanes. 

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

airplanes. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 57, Wings. 

(e) Reason 

This AD was prompted by reports of 

cracking of wing top skin in an area not 

required for inspection by AD 98–20–27, 

Amendment 39–10793 (63 FR 50981, 

September 24, 1998). We are issuing this AD 

to detect and correct fatigue cracking of the 

wing top skin at the front spar joint; such 

fatigue cracking could result in reduced 

structural integrity of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Repetitive Inspections, With 

Revised Service Information 

This paragraph restates the requirements of 

paragraph (a) of AD 98–20–27, Amendment 

39–10793 (63 FR 50981, September 24, 1998), 

with revised service information. Prior to the 

accumulation of 22,000 total flight cycles, or 

within 2,000 flight cycles after October 29, 

1998 (the effective date of AD 98–20–27), 

whichever occurs later: Perform a detailed 

visual inspection to detect fatigue cracking of 

the wing top skin at the front spar joint, in 

accordance with Airbus Service Bulletin 

A300–57–6045, Revision 1, dated August 3, 

1994, including Appendix 1, Revision 1, 

dated August 3, 1994; Airbus Service 

Bulletin A300–57–6045, Revision 02, dated 

April 21, 1998, including Appendix 1, 

Revision 02, dated April 21, 1998; or Airbus 

Service Bulletin A300–57–6045, Revision 10, 

dated November 13, 2013. Repeat the 

detailed visual inspection thereafter at 

intervals not to exceed 8,000 flight cycles. 

(h) Retained Inspection and Repair, With 

Revised Service Information 

This paragraph restates the requirements of 

paragraph (b) of AD 98–20–27, Amendment 

39–10793 (63 FR 50981, September 24, 1998), 

with revised service information. If any 

cracking is suspected or detected during any 

inspection required by paragraph (g) of this 

AD: Prior to further flight, perform an eddy 

current inspection to confirm the findings of 

the visual inspection, in accordance with 

Airbus Service Bulletin A300–57–6045, 

Revision 1, dated August 3, 1994, including 

Appendix 1, Revision 1, dated August 3, 

1994; Airbus Service Bulletin A300–57–6045, 

Revision 02, dated April 21, 1998, including 

Appendix 1, Revision 02, dated April 21, 

1998; or Airbus Service Bulletin A300–57– 

6045, Revision 10, dated November 13, 2013. 

If any cracking is detected during any eddy 

current inspection, prior to further flight, 

repair using a method approved by the 

Manager, International Branch, ANM–116, 

FAA, Transport Airplane Directorate; or the 

Direction Ge ́ne ́rale de l’Aviation Civile (or its 

delegated agent). 

(i) New Requirement of This AD: Initial 

Inspection 

At the applicable time specified in 

paragraph (i)(1) or (i)(2) of this AD: Do a 

detailed inspection of the wing top skin 

between ribs 1 and 7 for cracking, in 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A300– 

57–6045, Revision 10, dated November 13, 

2013. Accomplishment of the initial 

inspection required by this paragraph 

terminates the requirements of paragraph (g) 

of this AD. 

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

620, and B4–622 airplanes; Model A300 B4– 

605R and B4–622R airplanes; and Model 

A300 C4–605R Variant F airplanes: At the 

later of the times specified in paragraphs 

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

(i) Before the accumulation of 17,100 total 

flight cycles or 38,400 total flight hours, 

whichever occurs first. 

(ii) Within 1,000 flight cycles or 2,200 

flight hours, whichever occurs first after the 

effective date of this AD. 

(2) For Model A300 F4–605R and F4–622R 

airplanes: At the later of the times specified 

in paragraphs (i)(2)(i) and (i)(2)(ii) of this AD. 

(i) Before the accumulation of 22,000 total 

flight cycles or 49,500 total flight hours, 

whichever occurs first. 

(ii) Within 1,300 flight cycles or 2,800 

flight hours, whichever occurs first after the 

effective date of this AD. 

(j) New Requirement of This AD: Repetitive 

Inspections 

Repeat the inspection required by 

paragraph (i) of this AD thereafter at the 

applicable time and intervals specified in 

paragraphs (j)(1) and (j)(2) of this AD. 

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

620, and B4–622 airplanes; Model A300 B4– 

605R and B4–622R airplanes; and Model 

A300 C4–605R Variant F airplanes: Repeat 

the inspection at the applicable time 

specified in paragraph (j)(1)(i) or (j)(1)(ii) of 

this AD. 

(i) For airplanes that have an average flight 

time (AFT) that is equal to or more than one 

and one-half hours: Repeat the inspection at 

intervals not to exceed 5,100 flight cycles or 

11,000 flight hours, whichever occurs first. 

(ii) For airplanes that have an AFT that is 

less than one and one-half hours: Repeat the 

inspection at intervals not to exceed 5,500 

flight cycles or 8,300 flight hours, whichever 

occurs first. 

(2) For Model A300 F4–605R and F4–622R 

airplanes: Repeat the inspection at the 

applicable time specified in paragraph 

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

(i) For airplanes that have an AFT that is 

equal to or more than one and one-half hours: 

Repeat the inspection at intervals not to 

exceed 6,500 flight cycles or 14,100 flight 

hours, whichever occurs first. 

(ii) For airplanes that have an AFT that is 

less than one and one-half hours: Repeat the 

inspection at intervals not to exceed 7,000 

flight cycles or 10,600 flight hours, 

whichever occurs first. 

(k) New Requirement of This AD: Repair of 

Cracking 

(1) If any crack in the top skin in the area 

forward of the front spar attachment is found 

during any inspection required by paragraph 

(i) or (j) of this AD: 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). 

(2) If any crack or sign of a crack is found 

in the top skin at or aft of the spar attachment 

during any inspection required by paragraph 

(i) or (j) of this AD: Before further flight, do 

an eddy current inspection of the cracks or 

of the signs of cracking to confirm the 

findings of the detailed inspection, in 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A300– 

57–6045, Revision 10, dated November 13, 


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4878 Federal Register / Vol. 81, No. 18 / Thursday, January 28, 2016 / Rules and Regulations 

2013. If there is any crack at or aft of the spar 

attachment, before further flight, repair using 

a method approved by the Manager, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA; EASA; or 

Airbus’s EASA DOA. 

(l) No Terminating Action 

Accomplishment of any repair required by 

paragraph (k) this AD does not constitute 

terminating action for the repetitive 

inspections required by paragraph (j) of this 

AD. 

(m) No Reporting Required 

Although Airbus Service Bulletin A300– 

57–6045, Revision 10, dated November 13, 

2013, specifies to submit certain information 

to the manufacturer, this AD does not 

include that requirement. 

(n) Credit for Previous Actions 

This paragraph provides credit for actions 

required by paragraphs (i), (j) and (k) of this 

AD, if those actions were performed before 

the effective date of this AD using the Airbus 

service bulletins specified in paragraphs 

(n)(1) through (n)(8) of this AD, which are not 

incorporated by reference in this AD. 

(1) Airbus Service Bulletin A300–57–6045, 

dated March 18, 1993. 

(2) Airbus Service Bulletin A300–57–6045, 

Revision 03, dated October 25, 1999. 

(3) Airbus Service Bulletin A300–57–6045, 

Revision 04, dated January 13, 2002. 

(4) Airbus Service Bulletin A300–57–6045, 

Revision 05, dated June 13, 2003. 

(5) Airbus Service Bulletin A300–57–6045, 

Revision 06, dated January 13, 2005. 

(6) Airbus Service Bulletin A300–57–6045, 

Revision 07, dated August 14, 2008. 

(7) Airbus Service Bulletin A300–57–6045, 

Revision 08, dated June 6, 2011. 

(8) Airbus Service Bulletin A300–57–6045, 

Revision 09, dated May 21, 2013. 

(o) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

In accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the International Branch, send it to ATTN: 

Dan Rodina, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

telephone 425–227–2125; fax 425–227–1149. 

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

AMOC-REQUESTS@faa.gov. 

(i) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. The AMOC 

approval letter must specifically reference 

this AD. 

(ii) AMOCs approved previously for AD 

98–20–27, Amendment 39–10793 (63 FR 

50981, September 24, 1998), are approved as 

AMOCs for the corresponding provisions of 

this AD. 

(2) Contacting the Manufacturer: As of the 

effective date of this AD, for any requirement 

in this AD to obtain corrective actions from 

a manufacturer, the action must be 

accomplished using a method approved by 

the Manager, International Branch, ANM– 

116, Transport Airplane Directorate, FAA; or 

EASA; or Airbus’s EASA DOA. If approved 

by the DOA, the approval must include the 

DOA-authorized signature. 

(p) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA 

Airworthiness Directive 2013–0232R1, dated 

October 2, 2013, for related information. This 

MCAI may be found in the AD docket on the 

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

searching for and locating Docket No. FAA– 

2015–0824. 

(2) Service information identified in this 

AD that is not incorporated by reference is 

available at the addresses specified in 

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

(q) 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 March 3, 2016. 

(i) Airbus Service Bulletin A300–57–6045, 

Revision 10, dated November 13, 2013. 

(ii) Reserved. 

(4) The following service information was 

approved for IBR on October 29, 1998 (63 FR 

50981, September 24, 1998). 

(i) Airbus Service Bulletin A300–57–6045, 

Revision 1, dated August 3, 1994, including 

Appendix 1, Revision 1, dated August 3, 

1994, which contains the following list of 

effective pages: Page numbers 1 through 10, 

Revision 1, dated August 3, 1994; Appendix 

1, pages 1 and 2, Revision 1, dated August 

3, 1994; and Appendix 1, pages 3 through 6, 

dated March 18, 1993. 

(ii) Airbus Service Bulletin A300–57–6045, 

Revision 02, dated April 21, 1998, including 

Appendix 1, Revision 02, dated April 21, 

1998. 

(5) For service information identified in 

this AD, contact Airbus SAS, Airworthiness 

Office—EAW, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

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

93 44 51; email account.airwortheas@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 January 

6, 2016. 

Victor Wicklund, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–00611 Filed 1–27–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–1427; Directorate 

Identifier 2013–NM–203–AD; Amendment 

39–18380; AD 2016–02–01] 

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) 96–18–06 

for certain Airbus Model A320–211 and 

–231 airplanes. AD 96–18–06 required 

visual inspections to detect cracks of the 

pressurized floor fittings at frame 36, 

and renewal of the zone protective 

finish or replacement of fittings with 

new fittings if necessary. Since we 

issued AD 96–18–06, an extended 

service goal analysis by the 

manufacturer revealed that the 

compliance times and repetitive 

inspection intervals should be reduced 

to meet the design service goal. This AD 

retains the requirements of AD 96–18– 

06, with reduced compliance times and 

repetitive inspection intervals. This AD 

also adds Model A320–212 airplanes to 

the applicability. We are issuing this AD 

to detect and correct fatigue cracking in 

the pressurized floor fittings at frame 36, 

which could result in failure of a floor 

fitting and subsequent depressurization 

of the fuselage. 

DATES: This AD becomes effective 

March 3, 2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of March 3, 2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of October 10, 1996. 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2015-1427; or in 


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