Airworthiness Directives; Airbus Airplanes, 58823-58826 [2016-20381]
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Federal Register / Vol. 81, No. 166 / Friday, August 26, 2016 / Rules and Regulations
pylon wiring bracket. We are issuing this AD
to detect and correct cracking in the engine
pylon wiring bracket. Such cracking could
result in damage to adjacent power feeders,
subsequent electrical arcing in a flammable
leakage zone, and consequent uncontrollable
fire.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) One-Time Inspection and Corrective
Actions
Within 88 months after the effective date
of this AD: Do a one-time general visual
inspection of the engine pylon wiring bracket
on the left wing for the presence of an
existing corner relief fillet, in accordance
with Part 1 of the Accomplishment
Instructions of Boeing Alert Service Bulletin
B787–81205–SB570012–00, Issue 001, dated
March 14, 2013. Within 88 months after the
effective date of this AD, do all applicable
corrective actions specified in paragraph
(g)(1) or (g)(2) of this AD.
(1) For airplanes on which the engine
pylon wiring bracket has a corner relief fillet,
re-identify the part number of the engine
pylon wiring bracket, in accordance with Part
2 of the Accomplishment Instructions of
Boeing Alert Service Bulletin B787–81205–
SB570012–00, Issue 001, dated March 14,
2013.
(2) For airplanes on which the engine
pylon wiring bracket does not have a corner
relief fillet, replace the engine pylon wiring
bracket with a new bracket, in accordance
with Part 3 of the Accomplishment
Instructions of Boeing Alert Service Bulletin
B787–81205–SB570012–00, Issue 001, dated
March 14, 2013.
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(h) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Seattle Aircraft
Certification Office (ACO), 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 manager of the ACO, send it to the
attention of the person identified in
paragraph (i) of this AD. Information may be
emailed to: 9-ANM-Seattle-ACO-AMOCRequests@faa.gov.
(2) 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.
(3) An AMOC that provides an acceptable
level of safety may be used for any repair
required by this AD if it is approved by the
Boeing Commercial Airplanes Organization
Designation Authorization (ODA) that has
been authorized by the Manager, Seattle
ACO, to make those findings. For a repair
method to be approved, the repair must meet
the certification basis of the airplane, and the
approval must specifically refer to this AD.
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(i) Related Information
For more information about this AD,
contact Fnu Winarto, Aerospace Engineer,
Systems and Equipment Branch, ANM–130S,
FAA, Seattle ACO, 1601 Lind Avenue SW.,
Renton, WA 98057–3356; phone: 425–917–
6659; fax: 425–917–6590; email:
fnu.winarto@faa.gov.
(j) 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 the AD specifies otherwise.
(i) Boeing Alert Service Bulletin B787–
81205–SB570012–00, Issue 001, dated March
14, 2013.
(ii) Reserved.
(3) For service information identified in
this AD, contact Boeing Commercial
Airplanes, Attention: Data & Services
Management, P.O. Box 3707, MC 2H–65,
Seattle, WA 98124–2207; telephone 206–
544–5000, extension 1; fax 206–766–5680;
Internet https://www.myboeingfleet.com.
(4) 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.
(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: https://
www.archives.gov/federal-register/cfr/ibrlocations.html.
Issued in Renton, Washington, on August
16, 2016.
Dorr M. Anderson,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2016–20374 Filed 8–25–16; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2016–3696; Directorate
Identifier 2015–NM–113–AD; Amendment
39–18625; AD 2016–17–12]
RIN 2120–AA64
Airworthiness Directives; Airbus
Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
We are adopting a new
airworthiness directive (AD) for all
Airbus Model A318 and A319 series
SUMMARY:
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58823
airplanes, Model A320–211, –212, –214,
–231, –232, and –233 airplanes, and
Model A321 series airplanes. This AD
was prompted by a report of a partial
loss of the no-back brake (NBB)
efficiency during endurance
qualification tests on the trimmable
horizontal stabilizer actuator (THSA).
This AD requires inspecting certain
THSAs to determine the number of total
flight cycles the THSA has accumulated,
and replacing the THSA if necessary.
We are issuing this AD to prevent
premature wear of the carbon friction
disks on the NBB of the THSA, which
could lead to reduced braking efficiency
in certain load conditions, and, in
conjunction with the inability of the
power gear train to keep the ball screw
in its last commanded position, could
result in uncommanded movements of
the trimmable horizontal stabilizer and
loss of control of the airplane.
This AD is effective September
30, 2016.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of September 30, 2016.
DATES:
For service information
identified in this final rule, 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 https://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 https://
www.regulations.gov by searching for
and locating Docket No. FAA–2016–
3696.
ADDRESSES:
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2016–
3696; 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 Office (telephone 800–647–
5527) is 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 20590.
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Federal Register / Vol. 81, No. 166 / Friday, August 26, 2016 / Rules and Regulations
FOR FURTHER INFORMATION CONTACT:
Comments
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.
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.
SUPPLEMENTARY INFORMATION:
Request To Refer to the Latest Service
Information
Discussion
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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 and
A319 series airplanes, Model A320–211,
–212, –214, –231, –232, and –233
airplanes, and Model A321 series
airplanes. The NPRM published in the
Federal Register on February 17, 2016
(81 FR 8023) (‘‘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 2015–0080, dated May 7, 2015
(referred to after this as the Mandatory
Continuing Airworthiness Information,
or ‘‘the MCAI’’), to correct an unsafe
condition for all Airbus Model A318
and A319 series airplanes, Model A320–
211, –212, –214, –231, –232, and –233
airplanes, and Model A321 series
airplanes. The MCAI states:
During endurance qualification tests on
A380 Trimmable Horizontal Stabilizer
Actuator (THSA), a partial loss of the no-back
brake (NBB) efficiency was experienced.
Investigation results concluded that this
particular malfunction was due to an ageing/
endurance issue of the surfaces of the NBB
carbon friction disks, leading to a partial loss
of braking efficiency in some specific
aerodynamic load conditions.
Due to design similarity on A320 family
fleet, the same tests were initiated by the
THSA manufacturer on certain SA [singleaisle] type THSA, sampled from the field.
Subject tests confirmed that THSA Part
Number (P/N) 47145 series, as installed on
A320 family aeroplanes, are also affected by
this partial loss of NBB efficiency.
This condition, if not detected and
corrected, and in conjunction with the power
gear train not able to keep the ball screw in
its last commanded position, could lead to an
uncommanded movement of the THS,
possibly resulting in loss of control of the
aeroplane.
For the reasons described above, this
[EASA] AD requires [inspecting certain
THSAs to determine the number of total
flight cycles the THSA has accumulated and
replacing THSAs having certain total flight
cycles] . . . .
You may examine the MCAI in the
AD docket on the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2016–
3696.
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14:39 Aug 25, 2016
Jkt 238001
Airbus requested that we refer to the
latest service information: Airbus
Service Bulletin A320–27–1242,
Revision 01, dated February 4, 2016 (we
referred to Airbus Service Bulletin
A320–27–1242, dated February 9, 2015,
as the appropriate source of service
information for accomplishing the
replacement specified in the NPRM).
Airbus also requested that we provide
credit for previous actions done per
Airbus Service Bulletin A320–27–1242,
dated February 9, 2015.
We agree with the request to refer to
the latest service information. Airbus
Service Bulletin A320–27–1242,
Revision 01, dated February 4, 2016,
includes updated information and
specifies that no additional work is
necessary for airplanes modified by the
previous issue. We have revised
paragraphs (h)(1) and (h)(2) of this AD
to refer to Airbus Service Bulletin
A320–27–1242, Revision 01, dated
February 4, 2016. We have also added
new paragraph (k) to this AD (and
redesignated subsequent paragraphs
accordingly) to provide credit for
actions done as specified in Airbus
Service Bulletin A320–27–1242, dated
February 9, 2015.
Request To Extend the Compliance
Times
United Airlines (UAL) requested that
we extend the compliance times
proposed in the NPRM. UAL stated that
U.S. operators receive less time to
prepare and plan compared to their
counterparts in Europe who follow
EASA AD 2015–0080, dated May 7,
2015. UAL noted that the large amount
of THSAs that need to be replaced will
cause cancellations, spare shortages,
and interruptions to its operation. UAL
recommended a later compliance time
than proposed in paragraph (g)(2) of the
proposed AD.
We disagree with the request to
extend the compliance time. UAL did
not provide data to substantiate that an
extension to the compliance time will
provide an acceptable level of safety.
We determine AD compliance times
primarily on our assessment of the
safety risk. Some safety issues are more
time-sensitive than others, so we
consider the overall risk to the fleet,
including the severity of the failure and
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the likelihood of the failure’s
occurrence.
We and our colleagues in the foreign
civil airworthiness authorities (in this
case, EASA) work closely with
manufacturers to ensure that all
appropriate actions are taken at
appropriate times to mitigate risks to the
fleet and address identified unsafe
conditions. In addition, U.S. operators
have the same opportunity as their
European counterparts to prepare and
plan by reviewing and providing
comments to EASA’s proposed
airworthiness directives (PADs). An
EASA PAD is a rulemaking document
similar to the FAA’s NPRM. In most
cases, the FAA follows the intent of the
AD issued by the state of design;
therefore, we encourage U.S. operators
to provide feedback to EASA PADs,
which are accessible at the following
link: https://ad.easa.europa.eu.
For this AD, we determined that
accomplishing the replacements before
specific dates, as stated in the MCAI, are
necessary in order to address the
identified unsafe condition in a timely
manner. Therefore, we have not
changed this AD in this regard.
However, under the provisions of
paragraph (l)(1) of this AD, we may
approve requests for adjustments to the
compliance time if data are submitted to
substantiate that such an adjustment
would provide an acceptable level of
safety.
Request To Remove Replacement
Requirement
UAL requested that we remove the
replacement requirement specified by
paragraph (h)(2) of the proposed AD.
UAL stated that the requirements in
paragraphs (h)(1) and (h)(2) of the
proposed AD are contradictory. UAL
noted that operators will not be able to
predict the future number of flight
cycles. UAL stated, as an example, that
a THSA having accumulated 38,000
total flight cycles on the effective date
would be out of compliance with
paragraph (h)(2) of the proposed AD
when the AD becomes effective, since
the THSA has exceeded 36,000 total
flight cycles.
We disagree with the request to
remove paragraph (h)(2) of this AD.
However, we do find it necessary to
clarify the requirements. After
accomplishing each inspection required
by paragraph (g) of this AD, operators
must comply with paragraph (h)(1) of
this AD, which mandates the first
requirement for THSA replacement after
each inspection of the THSAs if any part
number 47145–(XXX) is found and the
THSA has exceeded the corresponding
flight-cycle limits specified in
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Federal Register / Vol. 81, No. 166 / Friday, August 26, 2016 / Rules and Regulations
paragraphs (g)(1) through (g)(5) of this
AD.
Paragraph (h)(2) of this AD establishes
the life limit of the THSA as of each date
specified in paragraphs (g)(1) through
(g)(5) of this AD and mandates
replacement before the corresponding
flight-cycle limit. The flight-cycle limit
varies on each date specified in
paragraphs (g)(1) through (g)(5) of this
AD. Paragraphs (h)(1) and (h)(2) of this
AD are separate requirements that do
not conflict.
For example, if the THSA has
accumulated 38,000 total flight cycles as
of the effective date of this AD, then
paragraph (h)(1) of this AD does not
require replacement immediately (on
the effective date of this AD) since the
THSA has fewer than 40,000 total flight
cycles (which is the flight-cycle limit
specified in paragraph (g)(1) of this AD).
That THSA would be subject to the
compliance time of paragraph (h)(2) of
this AD, which requires that, as of the
effective date of this AD, the THSA
must be replaced before exceeding
40,000 total flight cycles until the next
inspection is done before December 31,
2016. The new flight-cycle limit as of
that date is 36,000 total flight cycles
(which is the flight-cycle limit specified
in paragraph (g)(2) of this AD).
Each U.S. operator has unique fleet
utilization data that can assist in
predicting the number of flight cycles
accumulated on the THSA and therefore
can estimate when a THSA must be
replaced. However, under the
provisions of paragraph (l)(1) of this AD,
we may approve requests for
adjustments to the compliance time for
replacing the THSA if data are
submitted to substantiate that such an
adjustment would provide an acceptable
level of safety. We have not changed
this AD in this regard.
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Change to Paragraph (j) of This AD
We made minor changes to the
language in paragraph (j) of this AD to
clarify the parts installation limitation.
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 for
correcting the unsafe condition; and
• Do not add any additional burden
upon the public than was already
proposed in the NPRM.
We also determined that these
changes will not increase the economic
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burden on any operator or increase the
scope of this AD.
Related Service Information Under
1 CFR Part 51
We reviewed Airbus Service Bulletin
A320–27–1242, Revision 01, dated
February 4, 2016. The service
information describes procedures for
replacing the THSA with a serviceable
THSA. 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 959
airplanes of U.S. registry.
We also estimate that it would take
about 1 work-hour 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 $81,515, or $85 per
product.
In addition, we estimate that any
necessary follow-on actions would take
about 21 work-hours and require parts
costing $26,500, for a cost of $28,285
per product. We have no way of
determining the number of aircraft that
might need this action.
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
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58825
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):
■
2016–17–12 Airbus: Amendment 39–18625;
Docket No. FAA–2016–3696; Directorate
Identifier 2015–NM–113–AD.
(a) Effective Date
This AD is effective September 30, 2016.
(b) Affected ADs
None.
(c) Applicability
This AD applies to 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 a report of a
partial loss of the no-back brake (NBB)
efficiency during endurance qualification
tests on the trimmable horizontal stabilizer
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Federal Register / Vol. 81, No. 166 / Friday, August 26, 2016 / Rules and Regulations
actuator (THSA). We are issuing this AD to
prevent premature wear of the carbon friction
disks on the NBB of the THSA, which could
lead to reduced braking efficiency in certain
load conditions, and, in conjunction with the
inability of the power gear train to keep the
ball screw in its last commanded position,
could result in uncommanded movements of
the trimmable horizontal stabilizer and loss
of control of the airplane.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
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(g) Inspection To Determine THSA Part
Number and Accumulated Total Flight
Cycles
No later than each date specified in
paragraphs (g)(1) through (g)(5) of this AD:
Inspect the THSA to determine if it has a part
number (P/N) 47145–(XXX), and, if any
THSA P/N 47145–(XXX) is found, determine
the total number of flight cycles accumulated
since the THSA’s first installation on an
airplane, or since the most recent NBB
replacement, whichever is later. A review of
airplane delivery or maintenance records is
acceptable in lieu of this inspection if the
part number of the THSA can be conclusively
determined from that review. In case
maintenance records concerning the most
recent NBB disk replacement are unavailable
or incomplete, the total flight cycles
accumulated since first installation of the
THSA on an airplane apply.
(1) As of the effective date of this AD: The
THSA flight-cycle limit (since first
installation on an airplane, or since the most
recent NBB replacement, whichever is later)
is 40,000 total flight cycles.
(2) As of December 31, 2016: The THSA
flight-cycle limit (since first installation on
an airplane, or since the most recent NBB
replacement, whichever is later) is 36,000
total flight cycles.
(3) As of December 31, 2017: The THSA
flight-cycle limit (since first installation on
an airplane, or since the most recent NBB
replacement, whichever is later) is 33,600
total flight cycles.
(4) As of December 31, 2018: The THSA
flight-cycle limit (since first installation on
an airplane, or since the most recent NBB
replacement, whichever is later) is 31,600
total flight cycles.
(5) As of December 31, 2019: The THSA
flight-cycle limit (since first installation on
an airplane, or since the most recent NBB
replacement, whichever is later) is 30,000
total flight cycles.
(h) Replacements
For airplanes with any THSA P/N 47145–
(XXX): Do the replacements required by
paragraphs (h)(1) and (h)(2) of this AD.
(1) No later than each date specified in
paragraphs (g)(1) through (g)(5) of this AD,
replace all THSA that have reached or
exceeded on each date the corresponding
number of flight cycles specified in
paragraphs (g)(1) through (g)(5) of this AD.
Do the replacement in accordance with the
Accomplishment Instructions of Airbus
Service Bulletin A320–27–1242, Revision 01,
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14:39 Aug 25, 2016
Jkt 238001
dated February 4, 2016. Affected THSAs
must be replaced with serviceable THSAs.
(2) As of each date specified in paragraphs
(g)(1) through (g)(5) of this AD, and before
exceeding the flight cycle limit
corresponding to each date, as applicable:
Replace each THSA with a serviceable
THSA, in accordance with the
Accomplishment Instructions of Airbus
Service Bulletin A320–27–1242, Revision 01,
dated February 4, 2016.
(i) Definition of Serviceable THSA
For the purposes of this AD: A serviceable
THSA is a THSA that has not exceeded the
applicable flight-cycle limits, as specified
paragraphs (g)(1) through (g)(5) of this AD,
since first installation of the THSA on an
airplane or since last NBB replacement,
whichever is later.
Note 1 to paragraph (i) of this AD:
Guidance for NBB disc replacement can be
found in UTC Aerospace Systems Service
Bulletin 47145–27–17, Revision 1, dated July
21, 2015.
(j) Parts Installation Limitation
As of each date specified in paragraphs
(g)(1) through (g)(5) of this AD, as applicable,
only installation of a serviceable THSA P/N
47145–(XXX) is allowed on an airplane.
(k) Credit for Previous Actions
This paragraph provides credit for actions
required by paragraph (h) of this AD, if those
actions were performed before the effective
date of this AD using Airbus Service Bulletin
A320–27–1242, dated February 9, 2015.
(l) Other FAA AD Provisions
The following provisions also apply to this
AD:
(1) Alternative Methods of Compliance
(AMOCs): The Manager, International
Branch, ANM–116, Transport Airplane
Directorate, FAA, has the authority to
approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19.
In accordance with 14 CFR 39.19, send your
request to your principal inspector or local
Flight Standards District Office, as
appropriate. If sending information directly
to the International Branch, send it to ATTN:
Sanjay Ralhan, Aerospace Engineer,
International Branch, ANM–116, Transport
Airplane Directorate, FAA, 1601 Lind
Avenue SW., Renton, WA 98057–3356;
telephone 425–227–1405; fax 425–227–1149.
Information may be emailed to: 9-ANM-116AMOC-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 European Aviation Safety Agency
(EASA); or Airbus’s EASA Design
Organization Approval (DOA). If approved by
the DOA, the approval must include the
DOA-authorized signature.
PO 00000
Frm 00018
Fmt 4700
Sfmt 9990
(3) Required for Compliance (RC): 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.
(m) Special Flight Permits
Special flight permits, as described in
Section 21.197 and Section 21.199 of the
Federal Aviation Regulations (14 CFR 21.197
and 21.199), are not allowed.
(n) Related Information
(1) Refer to Mandatory Continuing
Airworthiness Information (MCAI) EASA
Airworthiness Directive 2015–0080, dated
May 7, 2015, for related information. This
MCAI may be found in the AD docket on the
Internet at https://www.regulations.gov by
searching for and locating Docket No. FAA–
2016–3696.
(2) Service information identified in this
AD that is not incorporated by reference is
available at the addresses specified in
paragraphs (o)(3) and (o)(4) of this AD.
(o) 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 A320–27–1242,
Revision 01, dated February 4, 2016.
(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 https://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: https://
www.archives.gov/federal-register/cfr/ibrlocations.html.
Issued in Renton, Washington, on August
18, 2016.
Dorr M. Anderson,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2016–20381 Filed 8–25–16; 8:45 am]
BILLING CODE 4910–13–P
E:\FR\FM\26AUR1.SGM
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]]>Agencies
[Federal Register Volume 81, Number 166 (Friday, August 26, 2016)]
[Rules and Regulations]
[Pages 58823-58826]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2016-20381]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2016-3696; Directorate Identifier 2015-NM-113-AD;
Amendment 39-18625; AD 2016-17-12]
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 and A319 series airplanes, Model A320-211, -212, -
214, -231, -232, and -233 airplanes, and Model A321 series airplanes.
This AD was prompted by a report of a partial loss of the no-back brake
(NBB) efficiency during endurance qualification tests on the trimmable
horizontal stabilizer actuator (THSA). This AD requires inspecting
certain THSAs to determine the number of total flight cycles the THSA
has accumulated, and replacing the THSA if necessary. We are issuing
this AD to prevent premature wear of the carbon friction disks on the
NBB of the THSA, which could lead to reduced braking efficiency in
certain load conditions, and, in conjunction with the inability of the
power gear train to keep the ball screw in its last commanded position,
could result in uncommanded movements of the trimmable horizontal
stabilizer and loss of control of the airplane.
DATES: This AD is effective September 30, 2016.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of September
30, 2016.
ADDRESSES: For service information identified in this final rule,
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
https://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 https://www.regulations.gov by searching for and locating Docket No. FAA-2016-
3696.
Examining the AD Docket
You may examine the AD docket on the Internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2016-
3696; 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 Office (telephone
800-647-5527) is 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 20590.
[[Page 58824]]
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 and
A319 series airplanes, Model A320-211, -212, -214, -231, -232, and -233
airplanes, and Model A321 series airplanes. The NPRM published in the
Federal Register on February 17, 2016 (81 FR 8023) (``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 2015-0080, dated May 7, 2015 (referred to after
this as the Mandatory Continuing Airworthiness Information, or ``the
MCAI''), to correct an unsafe condition for all Airbus Model A318 and
A319 series airplanes, Model A320-211, -212, -214, -231, -232, and -233
airplanes, and Model A321 series airplanes. The MCAI states:
During endurance qualification tests on A380 Trimmable
Horizontal Stabilizer Actuator (THSA), a partial loss of the no-back
brake (NBB) efficiency was experienced. Investigation results
concluded that this particular malfunction was due to an ageing/
endurance issue of the surfaces of the NBB carbon friction disks,
leading to a partial loss of braking efficiency in some specific
aerodynamic load conditions.
Due to design similarity on A320 family fleet, the same tests
were initiated by the THSA manufacturer on certain SA [single-aisle]
type THSA, sampled from the field. Subject tests confirmed that THSA
Part Number (P/N) 47145 series, as installed on A320 family
aeroplanes, are also affected by this partial loss of NBB
efficiency.
This condition, if not detected and corrected, and in
conjunction with the power gear train not able to keep the ball
screw in its last commanded position, could lead to an uncommanded
movement of the THS, possibly resulting in loss of control of the
aeroplane.
For the reasons described above, this [EASA] AD requires
[inspecting certain THSAs to determine the number of total flight
cycles the THSA has accumulated and replacing THSAs having certain
total flight cycles] . . . .
You may examine the MCAI in the AD docket on the Internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2016-
3696.
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 Refer to the Latest Service Information
Airbus requested that we refer to the latest service information:
Airbus Service Bulletin A320-27-1242, Revision 01, dated February 4,
2016 (we referred to Airbus Service Bulletin A320-27-1242, dated
February 9, 2015, as the appropriate source of service information for
accomplishing the replacement specified in the NPRM). Airbus also
requested that we provide credit for previous actions done per Airbus
Service Bulletin A320-27-1242, dated February 9, 2015.
We agree with the request to refer to the latest service
information. Airbus Service Bulletin A320-27-1242, Revision 01, dated
February 4, 2016, includes updated information and specifies that no
additional work is necessary for airplanes modified by the previous
issue. We have revised paragraphs (h)(1) and (h)(2) of this AD to refer
to Airbus Service Bulletin A320-27-1242, Revision 01, dated February 4,
2016. We have also added new paragraph (k) to this AD (and redesignated
subsequent paragraphs accordingly) to provide credit for actions done
as specified in Airbus Service Bulletin A320-27-1242, dated February 9,
2015.
Request To Extend the Compliance Times
United Airlines (UAL) requested that we extend the compliance times
proposed in the NPRM. UAL stated that U.S. operators receive less time
to prepare and plan compared to their counterparts in Europe who follow
EASA AD 2015-0080, dated May 7, 2015. UAL noted that the large amount
of THSAs that need to be replaced will cause cancellations, spare
shortages, and interruptions to its operation. UAL recommended a later
compliance time than proposed in paragraph (g)(2) of the proposed AD.
We disagree with the request to extend the compliance time. UAL did
not provide data to substantiate that an extension to the compliance
time will provide an acceptable level of safety. We determine AD
compliance times primarily on our assessment of the safety risk. Some
safety issues are more time-sensitive than others, so we consider the
overall risk to the fleet, including the severity of the failure and
the likelihood of the failure's occurrence.
We and our colleagues in the foreign civil airworthiness
authorities (in this case, EASA) work closely with manufacturers to
ensure that all appropriate actions are taken at appropriate times to
mitigate risks to the fleet and address identified unsafe conditions.
In addition, U.S. operators have the same opportunity as their European
counterparts to prepare and plan by reviewing and providing comments to
EASA's proposed airworthiness directives (PADs). An EASA PAD is a
rulemaking document similar to the FAA's NPRM. In most cases, the FAA
follows the intent of the AD issued by the state of design; therefore,
we encourage U.S. operators to provide feedback to EASA PADs, which are
accessible at the following link: https://ad.easa.europa.eu.
For this AD, we determined that accomplishing the replacements
before specific dates, as stated in the MCAI, are necessary in order to
address the identified unsafe condition in a timely manner. Therefore,
we have not changed this AD in this regard. However, under the
provisions of paragraph (l)(1) of this AD, we may approve requests for
adjustments to the compliance time if data are submitted to
substantiate that such an adjustment would provide an acceptable level
of safety.
Request To Remove Replacement Requirement
UAL requested that we remove the replacement requirement specified
by paragraph (h)(2) of the proposed AD. UAL stated that the
requirements in paragraphs (h)(1) and (h)(2) of the proposed AD are
contradictory. UAL noted that operators will not be able to predict the
future number of flight cycles. UAL stated, as an example, that a THSA
having accumulated 38,000 total flight cycles on the effective date
would be out of compliance with paragraph (h)(2) of the proposed AD
when the AD becomes effective, since the THSA has exceeded 36,000 total
flight cycles.
We disagree with the request to remove paragraph (h)(2) of this AD.
However, we do find it necessary to clarify the requirements. After
accomplishing each inspection required by paragraph (g) of this AD,
operators must comply with paragraph (h)(1) of this AD, which mandates
the first requirement for THSA replacement after each inspection of the
THSAs if any part number 47145-(XXX) is found and the THSA has exceeded
the corresponding flight-cycle limits specified in
[[Page 58825]]
paragraphs (g)(1) through (g)(5) of this AD.
Paragraph (h)(2) of this AD establishes the life limit of the THSA
as of each date specified in paragraphs (g)(1) through (g)(5) of this
AD and mandates replacement before the corresponding flight-cycle
limit. The flight-cycle limit varies on each date specified in
paragraphs (g)(1) through (g)(5) of this AD. Paragraphs (h)(1) and
(h)(2) of this AD are separate requirements that do not conflict.
For example, if the THSA has accumulated 38,000 total flight cycles
as of the effective date of this AD, then paragraph (h)(1) of this AD
does not require replacement immediately (on the effective date of this
AD) since the THSA has fewer than 40,000 total flight cycles (which is
the flight-cycle limit specified in paragraph (g)(1) of this AD). That
THSA would be subject to the compliance time of paragraph (h)(2) of
this AD, which requires that, as of the effective date of this AD, the
THSA must be replaced before exceeding 40,000 total flight cycles until
the next inspection is done before December 31, 2016. The new flight-
cycle limit as of that date is 36,000 total flight cycles (which is the
flight-cycle limit specified in paragraph (g)(2) of this AD).
Each U.S. operator has unique fleet utilization data that can
assist in predicting the number of flight cycles accumulated on the
THSA and therefore can estimate when a THSA must be replaced. However,
under the provisions of paragraph (l)(1) of this AD, we may approve
requests for adjustments to the compliance time for replacing the THSA
if data are submitted to substantiate that such an adjustment would
provide an acceptable level of safety. We have not changed this AD in
this regard.
Change to Paragraph (j) of This AD
We made minor changes to the language in paragraph (j) of this AD
to clarify the parts installation limitation.
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 for correcting the unsafe condition; and
Do not add any additional burden upon the public than was
already proposed in the NPRM.
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
We reviewed Airbus Service Bulletin A320-27-1242, Revision 01,
dated February 4, 2016. The service information describes procedures
for replacing the THSA with a serviceable THSA. 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 959 airplanes of U.S. registry.
We also estimate that it would take about 1 work-hour 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 $81,515, or $85 per product.
In addition, we estimate that any necessary follow-on actions would
take about 21 work-hours and require parts costing $26,500, for a cost
of $28,285 per product. We have no way of determining the number of
aircraft that might need this action.
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
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):
2016-17-12 Airbus: Amendment 39-18625; Docket No. FAA-2016-3696;
Directorate Identifier 2015-NM-113-AD.
(a) Effective Date
This AD is effective September 30, 2016.
(b) Affected ADs
None.
(c) Applicability
This AD applies to 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 a report of a partial loss of the no-
back brake (NBB) efficiency during endurance qualification tests on
the trimmable horizontal stabilizer
[[Page 58826]]
actuator (THSA). We are issuing this AD to prevent premature wear of
the carbon friction disks on the NBB of the THSA, which could lead
to reduced braking efficiency in certain load conditions, and, in
conjunction with the inability of the power gear train to keep the
ball screw in its last commanded position, could result in
uncommanded movements of the trimmable horizontal stabilizer and
loss of control of the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Inspection To Determine THSA Part Number and Accumulated Total
Flight Cycles
No later than each date specified in paragraphs (g)(1) through
(g)(5) of this AD: Inspect the THSA to determine if it has a part
number (P/N) 47145-(XXX), and, if any THSA P/N 47145-(XXX) is found,
determine the total number of flight cycles accumulated since the
THSA's first installation on an airplane, or since the most recent
NBB replacement, whichever is later. A review of airplane delivery
or maintenance records is acceptable in lieu of this inspection if
the part number of the THSA can be conclusively determined from that
review. In case maintenance records concerning the most recent NBB
disk replacement are unavailable or incomplete, the total flight
cycles accumulated since first installation of the THSA on an
airplane apply.
(1) As of the effective date of this AD: The THSA flight-cycle
limit (since first installation on an airplane, or since the most
recent NBB replacement, whichever is later) is 40,000 total flight
cycles.
(2) As of December 31, 2016: The THSA flight-cycle limit (since
first installation on an airplane, or since the most recent NBB
replacement, whichever is later) is 36,000 total flight cycles.
(3) As of December 31, 2017: The THSA flight-cycle limit (since
first installation on an airplane, or since the most recent NBB
replacement, whichever is later) is 33,600 total flight cycles.
(4) As of December 31, 2018: The THSA flight-cycle limit (since
first installation on an airplane, or since the most recent NBB
replacement, whichever is later) is 31,600 total flight cycles.
(5) As of December 31, 2019: The THSA flight-cycle limit (since
first installation on an airplane, or since the most recent NBB
replacement, whichever is later) is 30,000 total flight cycles.
(h) Replacements
For airplanes with any THSA P/N 47145-(XXX): Do the replacements
required by paragraphs (h)(1) and (h)(2) of this AD.
(1) No later than each date specified in paragraphs (g)(1)
through (g)(5) of this AD, replace all THSA that have reached or
exceeded on each date the corresponding number of flight cycles
specified in paragraphs (g)(1) through (g)(5) of this AD. Do the
replacement in accordance with the Accomplishment Instructions of
Airbus Service Bulletin A320-27-1242, Revision 01, dated February 4,
2016. Affected THSAs must be replaced with serviceable THSAs.
(2) As of each date specified in paragraphs (g)(1) through
(g)(5) of this AD, and before exceeding the flight cycle limit
corresponding to each date, as applicable: Replace each THSA with a
serviceable THSA, in accordance with the Accomplishment Instructions
of Airbus Service Bulletin A320-27-1242, Revision 01, dated February
4, 2016.
(i) Definition of Serviceable THSA
For the purposes of this AD: A serviceable THSA is a THSA that
has not exceeded the applicable flight-cycle limits, as specified
paragraphs (g)(1) through (g)(5) of this AD, since first
installation of the THSA on an airplane or since last NBB
replacement, whichever is later.
Note 1 to paragraph (i) of this AD: Guidance for NBB disc
replacement can be found in UTC Aerospace Systems Service Bulletin
47145-27-17, Revision 1, dated July 21, 2015.
(j) Parts Installation Limitation
As of each date specified in paragraphs (g)(1) through (g)(5) of
this AD, as applicable, only installation of a serviceable THSA P/N
47145-(XXX) is allowed on an airplane.
(k) Credit for Previous Actions
This paragraph provides credit for actions required by paragraph
(h) of this AD, if those actions were performed before the effective
date of this AD using Airbus Service Bulletin A320-27-1242, dated
February 9, 2015.
(l) Other FAA AD Provisions
The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager,
International Branch, ANM-116, Transport Airplane Directorate, FAA,
has the authority to approve AMOCs for this AD, if requested using
the procedures found in 14 CFR 39.19. In accordance with 14 CFR
39.19, send your request to your principal inspector or local Flight
Standards District Office, as appropriate. If sending information
directly to the International Branch, send it to ATTN: Sanjay
Ralhan, Aerospace Engineer, International Branch, ANM-116, Transport
Airplane Directorate, FAA, 1601 Lind Avenue SW., Renton, WA 98057-
3356; telephone 425-227-1405; fax 425-227-1149. Information may be
emailed to: 9-ANM-116-AMOC-REQUESTS@faa.gov. Before using any
approved AMOC, notify your appropriate principal inspector, or
lacking a principal inspector, the manager of the local flight
standards district office/certificate holding district office. The
AMOC approval letter must specifically reference this AD.
(2) Contacting the Manufacturer: 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
European Aviation Safety Agency (EASA); or Airbus's EASA Design
Organization Approval (DOA). If approved by the DOA, the approval
must include the DOA-authorized signature.
(3) Required for Compliance (RC): 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.
(m) Special Flight Permits
Special flight permits, as described in Section 21.197 and
Section 21.199 of the Federal Aviation Regulations (14 CFR 21.197
and 21.199), are not allowed.
(n) Related Information
(1) Refer to Mandatory Continuing Airworthiness Information
(MCAI) EASA Airworthiness Directive 2015-0080, dated May 7, 2015,
for related information. This MCAI may be found in the AD docket on
the Internet at https://www.regulations.gov by searching for and
locating Docket No. FAA-2016-3696.
(2) Service information identified in this AD that is not
incorporated by reference is available at the addresses specified in
paragraphs (o)(3) and (o)(4) of this AD.
(o) 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 A320-27-1242, Revision 01, dated
February 4, 2016.
(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 https://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: https://www.archives.gov/federal-register/cfr/ibr-locations.html.
Issued in Renton, Washington, on August 18, 2016.
Dorr M. Anderson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2016-20381 Filed 8-25-16; 8:45 am]
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