Document ID: FAA-2014-0123-0007
Agency: faa
Document Type: Rule
Title: Airworthiness Directives: Airbus Airplanes
Posted Date: 2015-04-09T04:00Z

[Federal Register Volume 80, Number 68 (Thursday, April 9, 2015)]
[Rules and Regulations]
[Pages 19009-19013]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2015-07799]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2014-0123; Directorate Identifier 2013-NM-040-AD; 
Amendment 39-18134; AD 2015-07-06]
RIN 2120-AA64

Airworthiness Directives; Airbus Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of 
Transportation (DOT).

ACTION: Final rule.

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SUMMARY: We are adopting a new airworthiness directive (AD) for certain 
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; and Model A310-203, -
204, -221, -222, -304, -322, -324, and -325 airplanes. This AD was 
prompted by a report of inner skin disbonding damage on a rudder. This 
AD requires repetitive ultrasonic inspections for disbonding of certain 
rudders; an elasticity of laminate

[[Page 19010]]

checker inspection; a woodpecker or tap test inspection; venting the 
core, if necessary; and repairing, if necessary. We are issuing this AD 
to detect and correct rudder disbonding, which could affect the 
structural integrity of the rudder.

DATES: This AD becomes effective May 14, 2015.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in this AD as of May 14, 
2015.

ADDRESSES: You may examine the AD docket on the Internet at http://www.regulations.gov/#!docketDetail;D=FAA-2014-0123; 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-2014-0123.

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 by adding an AD that would apply to certain 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; and Model A310-203, -204, -221, -222, -
304, -322, -324, and -325 airplanes. The NPRM published in the Federal 
Register on February 28, 2014 (79 FR 11355).
    The European Aviation Safety Agency (EASA), which is the Technical 
Agent for the Member States of the European Union, has issued EASA 
Airworthiness Directive 2013-0039, dated February 26, 2013 (referred to 
after this as the Mandatory Continuing Airworthiness Information, or 
``the MCAI''), to correct an unsafe condition for certain 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; and Model A310-203, -204, -221, 
-222, -304, -322, -324, and -325 airplanes. The MCAI states:

    One A310 operator found substantial inner skin disbonding damage 
on a rudder that was previously inspected in accordance with the 
instructions of Airbus Service Bulletin (SB) A310-55-2044. The 
results of the subsequent investigation revealed that the most 
probable cause of this damage was a blunt impact with no visible 
damage from outside during the rudder handling. Damage like this 
might grow with pressure variation during ground-air-ground cycles, 
and tests performed with other rudders showed a rapid propagation of 
damage during artificial pressure cycling.
    This condition, if not detected and corrected, could affect the 
structural integrity of the rudder.
    To address this potential unsafe condition, Airbus issued Alert 
Operators Transmission (AOT) A55W002-12 [dated December 13, 2012], 
pending Aircraft Maintenance Manual (AMM) 27-21-21 PB401 revision to 
update rudder handling procedures.
    For the reasons described above, this [EASA] AD requires 
ultrasonic test (UT) inspections of the affected rudders to detect 
signs of disbonding and, depending on findings, accomplishment of 
applicable corrective action(s).

    Required actions also include an elasticity of laminate checker 
inspection to detect external and internal disbonding, and a woodpecker 
or tap test inspection to detect external disbonding. You may examine 
the MCAI in the AD docket on the Internet at http://www.regulations.gov/#!documentDetail;D=FAA-2014-0123-0002.

Comments

    We gave the public the opportunity to participate in developing 
this AD. The following presents the comments received on the NPRM (79 
FR 11355, February 28, 2014) and the FAA's response to each comment.

Requests To Exclude Certain Airplanes From AD Requirements

    Airbus requested that we revise paragraph (g) of the NPRM (79 FR 
11355, February 28, 2014) to mirror the language in Airbus Alert 
Operators Transmission (AOT) A55W002-12, dated December 13, 2012, which 
takes into account whether or not the rudder has been removed and/or 
installed since the last inspection. Airbus stated that the removal/
installation process is linked to the risk of the unseen damage 
occurring to the rudder. Airbus suggested revised language for a 
requirement to determine if the rudder has been removed or installed 
since the last inspection.
    In addition, FedEx requested that we revise paragraph (c) or (g) of 
the NPRM (79 FR 11355, February 28, 2014) to state that, if the 
installed rudder has been inspected (and not removed) per AD 2008-11-
05, Amendment 39-15527 (73 FR 29423, May 21, 2008), since its 
installation, no further inspection will be required since the unsafe 
condition would be alleviated.
    UPS, FedEx, and Airbus requested that we revise the NPRM (79 FR 
11355, February 28, 2014) to eliminate unnecessary AD tracking 
requirements. UPS noted that the identified risk only exists in cases 
where the rudder has been changed since inspection under AD 2008-11-05, 
Amendment 39-15527 (73 FR 29423, May 21, 2008). UPS further stated that 
the NPRM does not refer to AD 2008-11-05, even though the repetitive 
ultrasonic inspections to detect disbonding in the NPRM are identical 
to the requirements of paragraph (f)(2) of AD 2008-11-05. Also, UPS 
stated that the airplane maintenance manual (AMM) has been updated as 
of June 1, 2013, to include the same ultrasonic inspection specified in 
both AD 2008-11-05 and the NPRM. UPS suggested revised wording for the 
NPRM.
    We concur with the requests to limit the airplanes subject to the 
requirements of paragraph (g) of this AD. This AD does relate to AD 
2008-11-05 (73 FR 29423, dated May 21, 2008), in that the ultrasonic 
inspections are required in both ADs. This AD requires the ultrasonic 
inspections for only certain airplanes. Therefore, we have added a new 
paragraph (h)(2) in this AD. Paragraph (h)(2) of this AD specifies 
that, for airplanes on which it can be conclusively determined that the 
most recent inspection specified in Airbus Service Bulletin A310-55-
2044 or Airbus Service Bulletin A300-55-6043 was done on the airplane; 
or the rudder was not removed for any reason since doing the most 
recent inspection specified in Airbus Service Bulletin A310-55-2044 or 
Airbus Service Bulletin A300-55-6043; no further action is necessary, 
except as specified in paragraphs (j) and (k) of this AD.
    We have also re-designated paragraphs (h), (h)(1), and (h)(2) of 
the NPRM as paragraphs (h)(1), (h)(1)(i), and (h)(1)(ii) of this AD, 
respectively.

Request To Remove Requirement To Refer to This AD in Repair Approvals

    UPS requested that we revise the NPRM (79 FR 11355, February 28, 
2014)

[[Page 19011]]

to remove the requirement to include the AD reference in repair 
approvals. UPS noted its concerns that the NPRM will increase requests 
for approval of alternative methods of compliance (AMOCs) and result in 
delays to other services and actions addressed by the FAA on a daily 
basis.
    We concur with the commenter's request to remove from this AD the 
requirement that repair approvals must specifically refer to this AD. 
Since late 2006, we have included a standard paragraph titled 
``Airworthy Product'' in all MCAI ADs in which the FAA develops an AD 
based on a foreign authority's AD. The MCAI or referenced service 
information in an FAA AD often directs the owner/operator to contact 
the manufacturer for corrective actions, such as a repair. Briefly, the 
Airworthy Product paragraph allowed owners/operators to use corrective 
actions provided by the manufacturer if those actions were FAA-
approved. In addition, the paragraph stated that any actions approved 
by the State of Design Authority (or its delegated agent) are 
considered to be FAA-approved.
    In the NPRM (79 FR 11355, February 28, 2014), we proposed to 
prevent the use of repairs that were not specifically developed to 
correct the unsafe condition, by requiring that the repair approval 
provided by the State of Design Authority or its delegated agent 
specifically refer to this FAA AD. This change was intended to clarify 
the method of compliance and to provide operators with better 
visibility of repairs that are specifically developed and approved to 
correct the unsafe condition. In addition, we proposed to change the 
phrase ``its delegated agent'' to include ``the Design Approval Holder 
(DAH) with a State of Design Authority's design organization approval 
(DOA)'' to refer to a DAH authorized to approve required repairs for 
the AD.
    In its comments to the NPRM (79 FR 11355, February 28, 2014), UPS 
stated the following: ``The proposed wording, being specific to 
repairs, eliminates the interpretation that Airbus messages or other 
approved EASA documents are acceptable for approving minor deviations 
(corrective actions) needed during accomplishment of a[n AD] mandated 
Airbus service bulletin.''
    This comment has made the FAA aware that some operators have 
misunderstood or misinterpreted the Airworthy Product paragraph to 
allow the owner/operator to use messages provided by the manufacturer 
as approval of deviations during the accomplishment of an AD-mandated 
action. The Airworthy Product paragraph does not approve messages or 
other information provided by the manufacturer for deviations to the 
requirements of the AD-mandated actions. The Airworthy Product 
paragraph only addresses the requirement to contact the manufacturer 
for corrective actions for the identified unsafe condition and does not 
cover deviations from other AD requirements. However, deviations to AD-
required actions are addressed in 14 CFR 39.17, and anyone may request 
the approval for an alternative method of compliance to the AD-required 
actions using the procedures found in 14 CFR 39.19.
    To address this misunderstanding and misinterpretation of the 
Airworthy Product paragraph, we have changed that paragraph and 
retitled it ``Contacting the Manufacturer.'' This paragraph now 
clarifies that for any requirement in this AD to obtain corrective 
actions from a manufacturer, the actions must be accomplished using a 
method approved by the FAA, EASA, or Airbus's EASA DOA.
    The Contacting the Manufacturer paragraph also clarifies that, if 
approved by the DOA, the approval must include the DOA-authorized 
signature. The DOA signature indicates that the data and information 
contained in the document are EASA-approved, which is also FAA-
approved. Messages and other information provided by the manufacturer 
that do not contain the DOA-authorized signature approval are not EASA-
approved, unless EASA directly approves the manufacturer's message or 
other information.
    This clarification does not remove flexibility afforded previously 
by the Airworthy Product paragraph. Consistent with long-standing FAA 
policy, such flexibility was never intended for required actions. This 
is also consistent with the recommendation of the AD Implementation 
Aviation Rulemaking Committee to increase flexibility in complying with 
ADs by identifying those actions in manufacturers' service instructions 
that are ``Required for Compliance'' with ADs. We continue to work with 
manufacturers to implement this recommendation. But once we determine 
that an action is required, any deviation from the requirement must be 
approved as an alternative method of compliance.
    Other commenters to another NPRM having Directorate Identifier 
2012-NM-101-AD (78 FR 78285, December 26, 2013) pointed out that in 
many cases the foreign manufacturer's service bulletin and the foreign 
authority's MCAI may have been issued some time before the FAA AD. 
Therefore, the DOA may have provided U.S. operators with an approved 
repair, developed with full awareness of the unsafe condition, before 
the FAA AD is issued. Under these circumstances, to comply with the FAA 
AD, the operator would be required to go back to the manufacturer's DOA 
and obtain a new approval document, adding time and expense to the 
compliance process with no safety benefit.
    Based on these comments, we removed the requirement from this AD 
that the DAH-provided repair specifically refer to this AD. Before 
adopting such a requirement in the future, the FAA will coordinate with 
affected DAHs and verify they are prepared to implement means to ensure 
that their repair approvals consider the unsafe condition addressed in 
an AD. Any such requirements will be adopted through the normal AD 
rulemaking process, including notice-and-comment procedures, when 
appropriate.
    We have also decided not to include a generic reference to either 
the ``delegated agent'' or the ``DAH with State of Design Authority 
design organization approval,'' but instead we will provide the 
specific delegation approval granted by the State of Design Authority 
for the DAH.

Compliance Time Clarification

    In paragraph (g) of this AD, for airplanes on which the part number 
or serial number cannot be determined, we have revised the compliance 
time of ``before further flight'' to ``within 3 months after the 
effective date of this AD.'' This clarification corresponds to the 
compliance time in the MCAI. We have determined that extending the 
compliance time will provide an acceptable level of safety.

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 11355, February 28, 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 11355, February 28, 2014).
    We also determined that these changes will not increase the 
economic burden on any operator or increase the scope of this AD.

[[Page 19012]]

Related Service Information Under 1 CFR Part 51

    Airbus has issued AOT A55W002-12, dated December 13, 2012, 
including Inspection Flowchart. The service information describes, 
among other actions, procedures for an ultrasonic inspection along the 
Z-profile of the rudder side panel. This service information is 
reasonably available; see ADDRESSES for ways to access this service 
information.

Costs of Compliance

    We estimate that this AD affects 89 airplanes of U.S. registry. We 
also estimate that it would take about 10 work-hours per product to 
comply with the basic requirements of this AD. The average labor rate 
is $85 per work-hour. Required parts would cost about $0 per product. 
Based on these figures, we estimate the cost of this AD on U.S. 
operators to be $75,650, or $850 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.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov/#!docketDetail;D=FAA-2014-0123; 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

0
1. The authority citation for part 39 continues to read as follows:

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

Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by adding the following new airworthiness 
directive (AD):

2015-07-06 Airbus: Amendment 39-18134. Docket No. FAA-2014-0123; 
Directorate Identifier 2013-NM-040-AD.

(a) Effective Date

    This AD becomes effective May 14, 2015.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to the airplanes identified in paragraphs (c)(1) 
and (c)(2) of this AD, except airplanes on which modification 08827 
has been embodied in production.
    (1) 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, 
certificated in any category, all manufacturer serial numbers.
    (2) Airbus Model A310-203, -204, -221, -222, -304, -322, -324, 
and -325 airplanes, certificated in any category, all manufacturer 
serial numbers.

(d) Subject

    Air Transport Association (ATA) of America Code 55; Stabilizers.

(e) Reason

    This AD was prompted by a report of inner skin disbonding damage 
on a rudder. We are issuing this AD to detect and correct rudder 
disbonding, which could affect the structural integrity of the 
rudder.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

(g) Identification of Part Number

    Within 3 months after the effective date of this AD, identify 
the rudder assembly part number (P/N) and serial number (S/N), in 
accordance with Airbus Alert Operators Transmission (AOT) A55W002-
12, dated December 13, 2012, including Inspection Flowchart. If the 
part number or serial number cannot be determined, within 3 months 
after the effective date of this AD, identify the part number and 
serial number, in accordance with a method approved by either 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).

(h) Inspections

    (1) Except as provided by paragraph (h)(2) of this AD, if a 
rudder assembly part number starting with A55471500 is found during 
the inspection required by paragraph (g) of this AD, before further 
flight, do an ultrasonic (UT) inspection for damage (e.g., 
disbonding and liquid ingress) of the rudder side panel along the Z-
profile and in the booster area, in accordance with Airbus AOT 
A55W002-12, dated December 13, 2012, including Inspection Flowchart. 
If any damage is found, before further flight, do the inspections to 
confirm disbonding damage, as specified in paragraphs (h)(1)(i) and 
(h)(1)(ii) of this AD, in accordance with Airbus AOT A55W002-12, 
dated December 13, 2012.
    (i) Do an elasticity of laminate checker inspection to detect 
external and internal disbonding of the rudder side panel along the 
Z-profile and in the booster area.
    (ii) Do a woodpecker or tap test inspection to detect external 
disbonding of the rudder side panel along the Z-profile and in the 
booster area.
    (2) For airplanes on which it can be conclusively determined 
that the most recent inspection specified in Airbus Service Bulletin 
A310-55-2044 or Airbus Service Bulletin A300-55-6043 was done on the 
airplane; or the rudder was not removed for any reason since doing 
the most recent inspection specified in Airbus Service Bulletin 
A310-55-2044 or Airbus Service Bulletin A300-55-6043: No further 
action is required by this AD, except as specified in paragraphs (j) 
and (k) of this AD.

[[Page 19013]]

(i) Repair

    (1) If any disbonding is confirmed during any inspection 
required by paragraphs (h)(1)(i) and (h)(1)(ii) of this AD, before 
further flight, repair as specified in paragraphs (i)(1)(i) and 
(i)(1)(ii) of this AD, as applicable.
    (i) If disbonding is less than or equal to 50 millimeters (mm) 
in width and less than or equal to 150 mm in length, before further 
flight, vent the core, using a method approved by either the 
Manager, International Branch, ANM-116, Transport Airplane 
Directorate, FAA; or EASA; or Airbus's EASA DOA. Within 100 flight 
cycles after the UT inspection specified in paragraph (h) of this AD 
is done, repair using a method approved by the Manager, 
International Branch, ANM-116, Transport Airplane Directorate, FAA; 
or EASA; or Airbus's EASA DOA.
    (ii) If disbonding is greater than 50 mm in width or greater 
than 150 mm in length, before further flight, repair using a method 
approved by the Manager, International Branch, ANM-116, Transport 
Airplane Directorate, FAA; or EASA; or Airbus's EASA DOA.
    (2) If liquid ingress is confirmed during any inspection 
required by paragraphs (h)(1)(i) and (h)(1)(ii) of this AD, before 
further flight, repair using a method approved by the Manager, 
International Branch, ANM-116, Transport Airplane Directorate, FAA; 
or EASA; or Airbus's EASA DOA.

(j) Inspection after Re-Installation

    If any rudder has been inspected as specified in Airbus Service 
Bulletin A300-55-6043, Revision 01, dated December 3, 2007; or A310-
55-2044, Revision 01, dated December 3, 2007; as applicable; and has 
been removed and re-installed on any airplane after this inspection, 
that rudder must be re-inspected as required by paragraph (g) of 
this AD; and all applicable actions required by paragraphs (h) and 
(i) of this AD must be done.

(k) Parts Installation Limitation

    As of the effective date of this AD, no person may install, on 
any airplane, a rudder assembly having a part number starting with 
A55471500, unless it has been inspected as required by paragraph (h) 
of this AD, and all applicable actions required by paragraph (i) of 
this AD have been done.

(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: 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 EASA; or 
Airbus's EASA DOA. If approved by the DOA, the approval must include 
the DOA-authorized signature.

(m) Related Information

    Refer to Mandatory Continuing Airworthiness Information (MCAI) 
EASA Airworthiness Directive 2013-0039, dated February 26, 2013, for 
related information. This MCAI may be found in the AD docket on the 
Internet at http://www.regulations.gov/#!documentDetail;D=FAA-2014-
0123-0002.

(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.
    (i) Airbus Alert Operators Transmission (AOT) A55W002-12, dated 
December 13, 2012, including Inspection Flowchart. The inspection 
flowchart attached to this AOT is referred to in the AOT as 
``Appendix 1''; however, the flowchart page does not identify itself 
as an appendix. While the inspection flowchart page does specify the 
AOT document number, it does not specify a revision level or an 
issue date.
    (ii) Reserved.
    (3) 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.
    (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/ibr-locations.html.

    Issued in Renton, Washington, on March 27, 2015.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2015-07799 Filed 4-8-15; 08:45 am]
 BILLING CODE 4910-13-P