43928 Federal Register / Vol. 80, No. 142 / Friday, July 24, 2015 / Rules and Regulations 

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. 

(5) 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. 

(6) 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 July 10, 

2015. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–17935 Filed 7–23–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0748; Directorate 

Identifier 2014–NM–013–AD; Amendment 

39–18219; AD 2015–15–10] 

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 A318, A319, A320, and 

A321 series airplanes. This AD was 

prompted by reports of wear of the 

trimmable horizontal stabilizer actuator 

(THSA). This AD requires repetitive 

inspections of the THSA for damage, 

and replacement if necessary; and 

replacement of the THSA after reaching 

a certain life limit. We are issuing this 

AD to detect and correct wear on the 

THSA, which would reduce the 

remaining life of the THSA, possibly 

resulting in premature failure and 

consequent reduced control of the 

airplane. 

DATES: This AD becomes effective 

August 28, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of August 28, 2015. 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2014-0748 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 2014–0748. 

FOR FURTHER INFORMATION CONTACT: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone 425–227–1405; 

fax 425–227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to all Airbus Model A318, A319, 

A320, and A321 series airplanes. The 

NPRM published in the Federal 

Register on October 16, 2014 (79 FR 

62072). 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Union, has issued EASA Airworthiness 

Directive 2014–0011R1, dated January 

17, 2014 (referred to after this as the 

Mandatory Continuing Airworthiness 

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

an unsafe condition. The MCAI states: 

In the frame of the A320 Extended Service 

Goal (ESG) project and the study on the 

Trimmable Horizontal Stabilizer Actuator 

(THSA), a sampling programme of in-service 

units has been performed and several cases 

of wear at different THSA levels were 

reported. 

This condition, if not detected and 

corrected, would reduce the remaining life of 

the THSA, possibly resulting in premature 

failure and consequent reduced control of the 

aeroplane. 

Prompted by these findings, Airbus issued 

Service Bulletin (SB) A320–27–1227 to 

provide THSA inspection instructions. 

For the reasons described above, this 

[EASA] AD requires repetitive inspections of 

the THSA and introduces a life limit for the 

THSA. 

This AD also requires a detailed 

inspection of the magnetic chip detector 

for metal particles, a spectrometric 

analysis of the oil drained from the 

THSA gearbox, a detailed inspection of 

the ballscrew and nut, and a detailed 

inspection of the upper and the lower 

attachments for damage. The corrective 

action is replacement of the THSA with 

a serviceable THSA. The compliance 

time for the THSA replacement ranges 

from before further flight to within 4 

months from drainage of the oil sample. 

You may examine the MCAI in the 

AD docket on the Internet at http://

www.regulations.gov/

#!documentDetail;D=FAA-2014-0748- 

0002. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

have considered the comments received. 

The following presents the comments 

received on the NPRM (79 FR 62072, 

October 16, 2014) and the FAA’s 

response to each comment. 

Requests To Extend Compliance Time 

Airlines for America (A4A), on behalf 

of American Airlines (AAL), Delta 

Airlines (DAL), and United Airlines 

(UAL), requested that we extend the 

initial inspection compliance time in 

paragraph (g)(2) of the NPRM (79 FR 

62072, October 16, 2014) from 4 months 

to 12 months after the effective date of 

the AD. A4A stated that the fleet age of 

multiple U.S. carriers means that a large 

number of airplanes will require 

inspection in a short period of time, 

likely resulting in schedule disruptions 

and/or cancellations. 

We disagree with the commenters’ 

request. We base AD compliance times 

primarily on our assessment of safety 

risk. Some safety issues are more time 

sensitive than others. We consider the 

overall risk to the fleet, including the 

severity of the failure and the likelihood 

of the failure’s occurrence in 

development of the compliance time for 

the ADs. The FAA and EASA work 

closely with the respective 

manufacturers to ensure that all 

appropriate instructions and parts are 

available at the appropriate time to meet 

our collective safety goals, and that 

those goals are based on safety of the 

fleet. We have not changed this AD in 

this regard. 

Requests To Clarify Wording in 

Paragraphs (h) and (j) of the NPRM (79 

FR 62072, October 16, 2014) 

A4A, on behalf of UAL and JetBlue, 

requested that we clarify the wording of 


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Federal Register / Vol. 80, No. 142 / Friday, July 24, 2015 / Rules and Regulations 43929 

the flight time/cycle guidance in 

paragraphs (h) and (j) of the NPRM (79 

FR 62072, October 16, 2014). JetBlue 

asked whether an operator can continue 

a THSA in service in perpetuity if the 

inspection is performed every 4 months, 

or whether the THSA must be removed 

at 12 months after the effective date of 

the AD. 

We agree that clarification is 

necessary. If a THSA exceeds 67,500 

flight hours on the effective date of the 

AD, then repetitive inspections are to be 

accomplished every 4 months until 

replacement is performed within 12 

months after the effective date of the 

AD. Paragraph (m) of this AD is an 

exception or an alternative to paragraph 

(j) of this AD and is intended to match 

the requirements of the MCAI. We have 

not changed this AD in this regard. 

Requests To Extend or Remove Life 

Limit of the THSA 

JetBlue objected to the THSA 67,500- 

flight-hour life limit specified by 

paragraph (j) of the NPRM (79 FR 62072, 

October 16, 2014). JetBlue stated that 

establishing a life limit for a component 

that previously had no such life limit, 

with no overhaul or inspection criteria 

for continued airworthiness, is an 

enormous burden for operators. JetBlue 

commented that both Airbus and UTAS/ 

Goodrich are developing either an 

overhaul procedure to zero-time the 

units, or a method to permit continued 

airworthy operation of the units beyond 

the 67,500-flight-hour life limit. 

A4A stated that an operator that 

prefers to bear the overhaul costs to 

restore an older THSA to service beyond 

67,500 flight hours should not be 

precluded from doing so because repair 

and/or overhaul would return the unit 

to a new condition, which should 

address any safety concerns. 

We disagree with the commenters’ 

request to change the THSA life limit. 

JetBlue did not provide substantiation 

that overhaul or repair methods would 

provide an acceptable level of safety in 

lieu of the life limits. The FAA takes 

into consideration the system safety 

analysis and quantitative and qualitative 

risk assessment for establishing a life 

limit for a component, failure of which 

may cause a catastrophic failure and 

consequently affect the safe flight of the 

airplane. This assessment resulted in 

establishing the THSA life limit 

required by paragraph (j) of this AD. 

Once we issue this AD, a request for 

approval of an alternative method of 

compliance (AMOC) to extend the 

THSA life limit under the provisions of 

paragraph (o)(1) of this AD may be 

submitted. Sufficient data must be 

submitted to substantiate that the THSA 

has been modified or inspected in a 

manner that would provide an 

acceptable level of safety. We have not 

changed this AD in this regard. 

Requests To Remove Oil Sampling 

Inspection 

A4A, on behalf of AAL and JetBlue, 

requested that we remove the proposed 

oil sampling inspection requirement in 

paragraph (g) of the NPRM (79 FR 

62072, October 16, 2014). A4A stated 

that there is no data on the correlation 

between sample findings and associated 

component wear. JetBlue commented 

that the sampling test results may be 

skewed high or low depending on either 

a low oil level in the THSA at the time 

of testing or any recent introduction of 

clean oil. 

We disagree with the commenters’ 

request. The oil sampling inspection 

includes examination for metal particles 

in the magnetic chip detector. The 

spectrometric analysis checks for the 

presence of aluminum particles. 

Findings may include unusually large 

quantities of metal particles larger than 

2 millimeters by 1 millimeter, which 

could indicate wear or damage of the 

THSA. We and our colleagues in the 

foreign certification authorities (in this 

case, EASA) work closely with 

manufacturers to determine appropriate 

service information for addressing the 

identified unsafe condition. We have 

not changed this AD in this regard. 

Request To Clarify Reporting 

Requirement 

JetBlue requested that we permit the 

reporting described in Airbus Service 

Bulletin A320–27–1227, Revision 01, 

dated October 7, 2013, to be done at the 

operator’s discretion. JetBlue stated that 

there is no value in the reporting, which 

does not require quantitative disclosure 

of the oil sampling result—only pass/

fail. JetBlue stated that mandating this 

reporting requirement adds an undue 

burden to the operator as there is no 

information to be gained by having 

operators report whether or not the 

THSA was changed. 

We agree with the commenter’s 

request. This AD and the EASA MCAI 

do not include a reporting requirement. 

However, when the service information 

includes a reporting request, then 

operators are encouraged to provide the 

report. Reports provide data that can be 

valuable for the airframe original 

equipment manufacturers to develop 

product improvements and/or enhance 

safety. We have not changed this AD in 

this regard. 

Requests To Revise Cost Estimates 

A4A, on behalf of AAL, JetBlue, and 

UAL, requested that we revise the cost 

analysis to accurately reflect the 

accomplishment burden. A4A stated 

that the inspections in paragraph (g) of 

the NPRM (79 FR 62072, October 16, 

2014) would require 7 to 9 work-hours 

rather than 6 work-hours, while 

removal, replacement, and checkout 

typically consume 15 to 20 work-hours, 

not the NPRM estimate of 7 work-hours. 

We partially agree with the 

commenter’s request to revise the cost 

estimate. We recognize that costs may 

vary from operator to operator. Our cost 

estimates are based on the 

manufacturer’s service information. The 

service information for this AD specifies 

6 work-hours for the inspection and 11 

work-hours for the replacement. 

Therefore, we have changed the workhours for the replacement accordingly. 

Clarification of Requirements 

In order to clarify the repetitive 

compliance times, we have added a 

reference to ‘‘paragraph (h) of this AD’’ 

within paragraphs (h)(1) and (h)(2) of 

this AD. 

We have also have added a reference 

to ‘‘paragraph (h) of this AD’’ in 

paragraphs (k) and (l) of this AD to 

clarify that repetitive inspections are 

required. 

Conclusion 

We reviewed the relevant data, 

considered 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 minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (79 FR 

62072, October 16, 2014) for correcting 

the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (79 FR 62072, 

October 16, 2014). 

Related Service Information Under 1 

CFR Part 51 

We reviewed Airbus Service Bulletin 

A320–27–1227, Revision 01, dated 

October 7, 2013. The service 

information describes procedures for an 

inspection for damage of the THSA and 

replacement. 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. 


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43930 Federal Register / Vol. 80, No. 142 / Friday, July 24, 2015 / Rules and Regulations 

Costs of Compliance 

We estimate that this AD affects 851 

airplanes of U.S. registry. 

We also estimate that it would take 

about 6 work-hours per product to 

comply with the inspection 

requirements of this AD. The average 

labor rate is $85 per work-hour. Based 

on these figures, we estimate the cost for 

the inspection specified in this AD on 

U.S. operators to be $434,010, or $510 

per product. 

We estimate that it would take about 

11 work-hours per product to comply 

with the actuator replacement 

requirements of this AD. Required parts 

would cost about $240,000 per product. 

The average labor rate is $85 per workhour. Based on these figures, we 

estimate the cost for the actuator 

replacement specified in this AD on 

U.S. operators to be $205,035,685, or 

$240,935 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-2014-0748; 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 adding 

the following new airworthiness 

directive (AD): 

2015–15–10 Airbus: Amendment 39–18219. 

Docket No. FAA–2014–0748; Directorate 

Identifier 2014–NM–013–AD. 

(a) Effective Date 

This AD becomes effective August 28, 

2015. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to the Airbus airplanes, 

certificated in any category, identified in 

paragraphs (c)(1), (c)(2), (c)(3), and (c)(4) of 

this AD, all manufacturer serial numbers. 

(1) Model A318–111, –112, –121, and –122 

airplanes. 

(2) Model A319–111, –112, –113, –114, 

–115, –131, –132, and –133 airplanes. 

(3) Model A320–211, –212, –214, –231, 

–232, and –233 airplanes. 

(4) Model A321–111, –112, –131, –211, 

–212, –213, –231, and –232 airplanes. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 27, Flight Controls. 

(e) Reason 

This AD was prompted by reports of wear 

of the trimmable horizontal stabilizer 

actuator (THSA). We are issuing this AD to 

detect and correct wear on the THSA, which 

would reduce the remaining life of the 

THSA, possibly resulting in premature 

failure and consequent reduced control of the 

airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Initial Inspections 

At the later of the times specified in 

paragraphs (g)(1) and (g)(2) of this AD: Do a 

detailed inspection of the magnetic chip 

detector for metal particles, a spectrometric 

analysis of the oil drained from the THSA 

gearbox, a detailed inspection of the 

ballscrew and nut for damage (including, but 

not limited to, cracks, dents, corrosion, and 

unsatisfactory surface protection), and a 

detailed inspection of the upper and the 

lower attachments for damage (including, but 

not limited to, cracks, dents, corrosion, and 

unsatisfactory surface protection), in 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A320– 

27–1227, Revision 01, dated October 7, 2013. 

(1) Before the THSA accumulates 48,000 

total flight hours or 30,000 total flight cycles, 

whichever occurs first since first installation 

on an airplane. 

(2) Within 4 months after the effective date 

of this AD. 

(h) Repetitive Inspections 

Repeat the inspections required by 

paragraph (g) of this AD thereafter at 

intervals not to exceed the applicable time 

specified in paragraphs (h)(1) and (h)(2) of 

this AD. 

(1) For a THSA that, as of the date of the 

most recent inspection required by paragraph 

(g) or (h) of this AD, has accumulated less 

than 67,500 total flight hours since first 

installation on an airplane: The repetitive 

inspection interval is 24 months. 

(2) For a THSA that, as of the date of the 

most recent inspection required by paragraph 

(g) or (h) of this AD, has accumulated 67,500 

total flight hours or more since first 

installation on an airplane: The repetitive 

inspection interval is 4 months. 

(i) THSA Corrective Action 

If, during any inspection required by 

paragraphs (g) and (h) of this AD, any finding 

as described in the Accomplishment 

Instructions of Airbus Service Bulletin A320– 

27–1227, Revision 01, dated October 7, 2013, 

is found: At the applicable compliance time 

(depending on the applicable findings) 

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

Airbus Service Bulletin A320–27–1227, 

Revision 01, dated October 7, 2013, replace 

the THSA with a serviceable THSA, in 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A320– 

27–1227, Revision 01, dated October 7, 2013. 

For the purposes of this AD, a serviceable 

THSA is a THSA that has accumulated less 

than 67,500 total flight hours since first 

installation on an airplane. 


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(j) THSA Replacement 

Before a THSA accumulates 67,500 total 

flight hours since first installation on an 

airplane, or within 12 months after the 

effective date of this AD, whichever occurs 

later: Replace the THSA with a serviceable 

THSA, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–27–1227, Revision 01, 

dated October 7, 2013. Thereafter, before the 

accumulation of 67,500 total flight hours on 

any THSA since first installation on an 

airplane, replace it with a serviceable THSA. 

(k) Replacement THSA: No Terminating 

Action 

Replacement of a THSA on an airplane, as 

required by paragraph (i) or (j) of this AD, 

does not constitute terminating action for the 

repetitive inspections required by paragraphs 

(g) and (h) of this AD for that airplane. After 

THSA replacement: At the applicable 

compliance time specified in paragraphs 

(g)(1), (g)(2), (h)(1), and (h)(2) of this AD, do 

the inspections required by paragraphs (g) 

and (h) of this AD. 

(l) Replacement THSA Equivalency 

A THSA that has been repaired in shop as 

specified in United Technologies Corporation 

Aerospace Systems Component Maintenance 

Manual 27–44–51 is considered equivalent to 

having passed an inspection in accordance 

with the Accomplishment Instructions of 

Airbus Service Bulletin A320–27–1227, 

Revision 01, dated October 7, 2013. 

Depending on the flight hours or flight cycles 

accumulated by the repaired THSA: At the 

applicable compliance time specified in 

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

this AD, do the inspections required by 

paragraphs (g) and (h) of this AD. 

(m) Parts Installation Limitation 

As of the effective date of this AD, 

installation on an airplane of a THSA that 

has accumulated 67,500 or more total flight 

hours is allowed, provided that, prior to 

installation, the THSA has been modified or 

inspected 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). 

(n) Credit for Previous Actions 

This paragraph provides credit for 

inspections required by paragraphs (g), (h), 

and (l) of this AD, if those inspections were 

performed before the effective date of this AD 

using Airbus Service Bulletin A320–27–1227, 

dated July 1, 2013, which is not incorporated 

by reference in this AD. 

(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: 

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: 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. 

(p) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA 

Airworthiness Directive 2014–0011R1, dated 

January 17, 2014, for related information. 

This MCAI may be found in the AD docket 

on the Internet at http://

www.regulations.gov/

#!documentDetail;D=FAA-2014-0748-0002. 

(2) Service information identified in this 

AD that is not incorporated by reference is 

available at the addresses specified in 

paragraphs (q)(3) and (q)(4) 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. 

(i) Airbus Service Bulletin A320–27–1227, 

Revision 01, dated October 7, 2013. 

(ii) Reserved. 

(3) 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. 

(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 July 12, 

2015. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2015–17956 Filed 7–23–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0011; Directorate 

Identifier 2013–NM–046–AD; Amendment 

39–18194; AD 2015–13–07] 

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) 98–13–23 

for certain 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 98–13– 

23 required inspections to detect 

corrosion and cracking of the lower 

horizontal stabilizer cutout longeron, 

the corner fitting, the skin strap, and the 

outer skin; and repair, if necessary. This 

new AD reduces the compliance times 

and repetitive intervals, and changes the 

inspection procedures. This AD was 

prompted by the determination that the 

risk of cracking is higher than initially 

determined. We are issuing this AD to 

prevent cracking of the lower horizontal 

stabilizer cutout longeron, the corner 

fitting, the skin strap, and the outer 

skin, which could result in reduced 

structural integrity of the horizontalstabilizer cutout longeron. 

DATES: This AD becomes effective 

August 28, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of August 28, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of July 30, 1998 (63 FR 

34576). 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2014-0011; or in 

person at the Docket Management 

Facility, U.S. Department of 


rmajette on DSK2VPTVN1PROD with RULES