Airworthiness Directives; Airbus Airplanes, 4875-4878 [2016-00611]

Agencies

[Federal Register Volume 81, Number 18 (Thursday, January 28, 2016)]
[Rules and Regulations]
[Pages 4875-4878]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2016-00611]



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

[[Page 4875]]



DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2015-0824; Directorate Identifier 2013-NM-191-AD; 
Amendment 39-18378; AD 2016-01-18]
RIN 2120-AA64


Airworthiness Directives; Airbus Airplanes

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

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: We are superseding Airworthiness Directive (AD) 98-20-27 for 
all Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes, 
and Model A300 C4-605R Variant F airplanes (collectively called Model 
A300-600 series airplanes). AD 98-20-27 required repetitive inspections 
to detect fatigue cracking of the wing top skin at the front spar 
joint; and a follow-on eddy current inspection and repair, if 
necessary. This new AD reduces the inspection compliance time and 
intervals, and expands the inspection area of the wing top skin at the 
front spar joint. This AD was prompted by reports of cracking of the 
wing top skin in an area not required for inspection by AD 98-20-27. We 
are issuing this AD to detect and correct fatigue cracking of the wing 
top skin at the front spar joint; such fatigue cracking could result in 
reduced structural integrity of the airplane.

DATES: This AD becomes effective March 3, 2016.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in this AD as of March 3, 
2016.
    The Director of the Federal Register approved the incorporation by 
reference of certain other publications listed in this AD as of October 
29, 1998 (63 FR 50981, September 24, 1998).

ADDRESSES: You may examine the AD docket on the Internet at http://www.regulations.gov/#!docketDetail;D=FAA-2015-0824; or in person at the 
Docket Management Facility, U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE., Washington, DC.
    For service information identified in this AD, contact Airbus SAS, 
Airworthiness Office--EAW, 1 Rond Point Maurice Bellonte, 31707 Blagnac 
Cedex, France; telephone +33 5 61 93 36 96; fax +33 5 61 93 44 51; 
email account.airworth-eas@airbus.com; Internet http://www.airbus.com. 
You may view this referenced service information at the FAA, Transport 
Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For information 
on the availability of this material at the FAA, call 425-227-1221. It 
is also available on the Internet at http://www.regulations.gov by 
searching for and locating Docket No. FAA-2015-0824.

FOR FURTHER INFORMATION CONTACT: Dan Rodina, Aerospace Engineer, 
International Branch, ANM-116, Transport Airplane Directorate, FAA, 
1601 Lind Avenue SW., Renton, WA 98057-3356; telephone 425-227-2125; 
fax 425-227-1149.

SUPPLEMENTARY INFORMATION: 

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 to supersede AD 98-20-27, Amendment 39-10793 (63 FR 50981, 
September 24, 1998). AD 98-20-27 applied to all Airbus Model A300 B4-
600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R 
Variant F airplanes (collectively called Model A300-600 series 
airplanes). The NPRM published in the Federal Register on April 14, 
2015 (80 FR 19892). The NPRM was prompted by reports of cracking of the 
wing top skin in an area not required for inspection by AD 98-20-27. 
The NPRM proposed to continue to require repetitive inspections to 
detect fatigue cracking of the wing top skin at the front spar joint; 
and a follow-on eddy current inspection and repair, if necessary. The 
NPRM also proposed to reduce the inspection compliance time and 
intervals, and expand the inspection area of the wing top skin at the 
front spar joint. We are issuing this AD to detect and correct fatigue 
cracking of the wing top skin at the front spar joint; such fatigue 
cracking could result in reduced structural integrity of the airplane.
    The European Aviation Safety Agency (EASA), which is the Technical 
Agent for the Member States of the European Union, has issued EASA 
Airworthiness Directive 2013-0232R1, dated October 2, 2013 (referred to 
after this as the Mandatory Continuing Airworthiness Information, or 
``the MCAI''), to correct an unsafe condition.
    The MCAI states:

    During full-scale fatigue testing conducted in the early 1990's, 
cracks were found on the top skin of the wing between Ribs 1 and 7, 
starting at the front spar fastener holes.
    This condition, if not detected and corrected, could adversely 
affect the structural integrity of the wing.
    Consequently, Airbus issued Service Bulletin (SB) A300-57-6045 
and DGAC [Direction G[eacute]n[eacute]rale de l'Aviation Civile] 
France issued AD 97-374-238 [http://ad.easa.europa.eu/blob/19973740tb_superseded.pdf/AD_F-1997-374-238_2] for A300-600 
aeroplanes and AD 1999-008-020 [http://ad.easa.europa.eu/blob/19980080tb_superseded.pdf/AD_F-1999-008-020_2] for A300-600ST 
aeroplanes to require repetitive detailed inspections of the wing 
top skin and, in case of findings, an Eddy Current (EC) inspection, 
and, depending on the size of the cracks, repair.
    After those [DGAC] ADs were issued, further cracks to the wing 
top skin were reported by operators, within an area not covered by 
the existing [DGAC] ADs. To address this potential unsafe condition, 
Airbus revised SB A300-57-6045 to extend the area to be inspected.
    In addition, a fleet survey and updated Fatigue and Damage 
Tolerance analyses were performed in order to substantiate the 
second A300-600 Extended Service Goal (ESG2) exercise. The results 
of these analyses have determined that the inspection thresholds and 
intervals must be reduced to allow timely detection of these cracks 
and the accomplishment of applicable corrective action(s).
    As the ESG2 exercise is only applicable to A300-600 aeroplanes, 
A300-600ST aeroplanes are now addressed through new Airbus SB A300-
57-9026.
    For the reasons described above, this [EASA] AD retains the 
requirements of DGAC France AD 97-374-238(B) [http://ad.easa.europa.eu/blob/19973740tb_superseded.pdf/AD_F-1997-374-238_2] [which corresponds to FAA AD 98-

[[Page 4876]]

20-27, Amendment 39-10793 (63 FR 50981, September 24, 1998)] and 
[DGAC] AD 1999-008-020(B) [http://ad.easa.europa.eu/blob/19980080tb_superseded.pdf/AD_F-1999-008-020_2], which are 
superseded, but requires those actions, for A300-600 aeroplanes 
only, within reduced thresholds and intervals.

* * * * *
    You may examine the MCAI in the AD docket on the Internet at http://www.regulations.gov/#!documentDetail;D=FAA-2015-0824-0003.

Comments

    We gave the public the opportunity to participate in developing 
this AD. The following presents the comments received on the NPRM (80 
FR 19892, April 14, 2015) and the FAA's response to each comment.

Support for the NPRM (80 FR 19892, April 14, 2015)

    United Parcel Service (UPS) stated that the proposed changes 
maintain the fleet airworthiness using the service experience and 
current certification maintenance programs for all airplanes in 
service.

Request To Extend the Repetitive Inspection Interval

    UPS requested that we extend the interval for the repetitive 
inspections proposed in paragraph (j)(2) of the proposed AD (80 FR 
19892, April 14, 2015). UPS stated that its Model A300 fleet and 
associated maintenance program is not certified to the ESG-2 
limitations; therefore, the repetitive inspection interval should be 
based on the airplane certification design service goal (DSG). UPS 
explained that the repetitive interval extension request is due to the 
additional 12,000-flight-cycle service life to ensure any crack 
development is detected after an airplane operates beyond the 30,000-
flight-cycle DSG. UPS stated that, with an extension of airplane 
operational life, more frequent inspections would be necessary for 
airplanes operating beyond the original DSG that are not necessary for 
an airplane operating to the airplane DSG values.
    We disagree with UPS's request. UPS did not provide any data to 
substantiate that the changed compliance time for the repetitive 
inspection interval provides an equivalent level of safety. Under the 
provisions of paragraph (o)(1) of this AD, we will consider requests 
for approval of an alternative method of compliance (AMOC) if 
sufficient data are submitted to substantiate that a revised inspection 
interval would provide an equivalent level of safety. We have not 
changed this AD in this regard.

Request To Include Corrective Actions for Repetitive Inspections

    UPS requested that we correct the inadvertent omission of the 
corrective actions for the repetitive inspections in paragraph (j) of 
the proposed AD (80 FR 19892, April 14, 2015) by including a reference 
to paragraph (j) of the proposed AD in paragraphs (k)(1) and (k)(2) of 
the proposed AD, which specify the corrective actions.
    We agree with UPS to correct the inadvertent omission. We have 
revised paragraphs (k)(1) and (k)(2) of this AD accordingly.

Conclusion

    We reviewed the available data, including the comments received, 
and determined that air safety and the public interest require adopting 
this AD with the changes described previously and minor editorial 
changes. We have determined that these changes:
     Are consistent with the intent that was proposed in the 
NPRM (80 FR 19892, April 14, 2015) for correcting the unsafe condition; 
and
     Do not add any additional burden upon the public than was 
already proposed in the NPRM (80 FR 19892, April 14, 2015).
    We also determined that these changes will not increase the 
economic burden on any operator or increase the scope of this AD.

Related Service Information Under 1 CFR Part 51

    Airbus has issued Service Bulletin A300-57-6045, Revision 10, dated 
November 13, 2013. The service information describes inspection 
procedures for fatigue cracking of the wing top skin at the front spar 
joint between ribs 1 and 7. This service information is reasonably 
available because the interested parties have access to it through 
their normal course of business or by the means identified in the 
ADDRESSES section.

Costs of Compliance

    We estimate that this AD affects 130 airplanes of U.S. registry.
    The actions that are required by AD 98-20-27, Amendment 39-10793 
(63 FR 50981, September 24, 1998), and retained in this AD take about 2 
work-hours per product, at an average labor rate of $85 per work-hour. 
Based on these figures, the estimated cost of the actions that are 
required by AD 98-20-27 is $170 per product.
    We also estimate that it will take about 2 work-hours per product 
to comply with the basic requirements of this AD. The average labor 
rate is $85 per work-hour. Based on these figures, we estimate the cost 
of this AD on U.S. operators to be $22,100, or $170 per product.
    We have received no definitive data that will enable us to provide 
cost estimates for the on-condition actions specified in this AD.

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, section 106, describes the 
authority of the FAA Administrator. ``Subtitle VII: Aviation 
Programs,'' describes in more detail the scope of the Agency's 
authority.
    We are issuing this rulemaking under the authority described in 
``Subtitle VII, Part A, Subpart III, Section 44701: General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

Regulatory Findings

    We determined that this AD will not have federalism implications 
under Executive Order 13132. This AD will not have a substantial direct 
effect on the States, on the relationship between the national 
government and the States, or on the distribution of power and 
responsibilities among the various levels of government.
    For the reasons discussed above, I certify that this AD:
    1. Is not a ``significant regulatory action'' under Executive Order 
12866;
    2. Is not a ``significant rule'' under the DOT Regulatory Policies 
and Procedures (44 FR 11034, February 26, 1979);
    3. Will not affect intrastate aviation in Alaska; and
    4. Will not have a significant economic impact, positive or 
negative, on a substantial number of small entities under the criteria 
of the Regulatory Flexibility Act.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov/#!docketDetail;D=FAA-2015-0824; or in person at the 
Docket Management Facility between 9 a.m. and 5 p.m., Monday through 
Friday, except Federal

[[Page 4877]]

holidays. The AD docket contains this AD, the regulatory evaluation, 
any comments received, and other information. The street address for 
the Docket Operations office (telephone 800-647-5527) is in the 
ADDRESSES section.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

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 removing Airworthiness Directive (AD) 
98-20-27, Amendment 39-10793 (63 FR 50981, September 24, 1998), and 
adding the following new AD:

2016-01-18 Airbus: Amendment 39-18378. Docket No. FAA-2015-0824; 
Directorate Identifier 2013-NM-191-AD.

(a) Effective Date

    This AD becomes effective March 3, 2016.

(b) Affected ADs

    This AD replaces AD 98-20-27, Amendment 39-10793 (63 FR 50981, 
September 24, 1998).

(c) Applicability

    This AD applies to the Airbus airplanes, certificated in any 
category, identified in paragraphs (c)(1) through (c)(4) of this AD, 
all manufacturer serial numbers.
    (1) Airbus Model A300 B4-601, B4-603, B4-620, and B4-622 
airplanes.
    (2) Airbus Model A300 B4-605R and B4-622R airplanes.
    (3) Airbus Model A300 F4-605R and F4-622R airplanes.
    (4) Airbus Model A300 C4-605R Variant F airplanes.

(d) Subject

    Air Transport Association (ATA) of America Code 57, Wings.

(e) Reason

    This AD was prompted by reports of cracking of wing top skin in 
an area not required for inspection by AD 98-20-27, Amendment 39-
10793 (63 FR 50981, September 24, 1998). We are issuing this AD to 
detect and correct fatigue cracking of the wing top skin at the 
front spar joint; such fatigue cracking could result in reduced 
structural integrity of the airplane.

(f) Compliance

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

(g) Retained Repetitive Inspections, With Revised Service Information

    This paragraph restates the requirements of paragraph (a) of AD 
98-20-27, Amendment 39-10793 (63 FR 50981, September 24, 1998), with 
revised service information. Prior to the accumulation of 22,000 
total flight cycles, or within 2,000 flight cycles after October 29, 
1998 (the effective date of AD 98-20-27), whichever occurs later: 
Perform a detailed visual inspection to detect fatigue cracking of 
the wing top skin at the front spar joint, in accordance with Airbus 
Service Bulletin A300-57-6045, Revision 1, dated August 3, 1994, 
including Appendix 1, Revision 1, dated August 3, 1994; Airbus 
Service Bulletin A300-57-6045, Revision 02, dated April 21, 1998, 
including Appendix 1, Revision 02, dated April 21, 1998; or Airbus 
Service Bulletin A300-57-6045, Revision 10, dated November 13, 2013. 
Repeat the detailed visual inspection thereafter at intervals not to 
exceed 8,000 flight cycles.

(h) Retained Inspection and Repair, With Revised Service Information

    This paragraph restates the requirements of paragraph (b) of AD 
98-20-27, Amendment 39-10793 (63 FR 50981, September 24, 1998), with 
revised service information. If any cracking is suspected or 
detected during any inspection required by paragraph (g) of this AD: 
Prior to further flight, perform an eddy current inspection to 
confirm the findings of the visual inspection, in accordance with 
Airbus Service Bulletin A300-57-6045, Revision 1, dated August 3, 
1994, including Appendix 1, Revision 1, dated August 3, 1994; Airbus 
Service Bulletin A300-57-6045, Revision 02, dated April 21, 1998, 
including Appendix 1, Revision 02, dated April 21, 1998; or Airbus 
Service Bulletin A300-57-6045, Revision 10, dated November 13, 2013. 
If any cracking is detected during any eddy current inspection, 
prior to further flight, repair using a method approved by the 
Manager, International Branch, ANM-116, FAA, Transport Airplane 
Directorate; or the Direction G[eacute]n[eacute]rale de l'Aviation 
Civile (or its delegated agent).

(i) New Requirement of This AD: Initial Inspection

    At the applicable time specified in paragraph (i)(1) or (i)(2) 
of this AD: Do a detailed inspection of the wing top skin between 
ribs 1 and 7 for cracking, in accordance with the Accomplishment 
Instructions of Airbus Service Bulletin A300-57-6045, Revision 10, 
dated November 13, 2013. Accomplishment of the initial inspection 
required by this paragraph terminates the requirements of paragraph 
(g) of this AD.
    (1) For Model A300 B4-601, B4-603, B4-620, and B4-622 airplanes; 
Model A300 B4-605R and B4-622R airplanes; and Model A300 C4-605R 
Variant F airplanes: At the later of the times specified in 
paragraphs (i)(1)(i) and (i)(1)(ii) of this AD.
    (i) Before the accumulation of 17,100 total flight cycles or 
38,400 total flight hours, whichever occurs first.
    (ii) Within 1,000 flight cycles or 2,200 flight hours, whichever 
occurs first after the effective date of this AD.
    (2) For Model A300 F4-605R and F4-622R airplanes: At the later 
of the times specified in paragraphs (i)(2)(i) and (i)(2)(ii) of 
this AD.
    (i) Before the accumulation of 22,000 total flight cycles or 
49,500 total flight hours, whichever occurs first.
    (ii) Within 1,300 flight cycles or 2,800 flight hours, whichever 
occurs first after the effective date of this AD.

(j) New Requirement of This AD: Repetitive Inspections

    Repeat the inspection required by paragraph (i) of this AD 
thereafter at the applicable time and intervals specified in 
paragraphs (j)(1) and (j)(2) of this AD.
    (1) For Model A300 B4-601, B4-603, B4-620, and B4-622 airplanes; 
Model A300 B4-605R and B4-622R airplanes; and Model A300 C4-605R 
Variant F airplanes: Repeat the inspection at the applicable time 
specified in paragraph (j)(1)(i) or (j)(1)(ii) of this AD.
    (i) For airplanes that have an average flight time (AFT) that is 
equal to or more than one and one-half hours: Repeat the inspection 
at intervals not to exceed 5,100 flight cycles or 11,000 flight 
hours, whichever occurs first.
    (ii) For airplanes that have an AFT that is less than one and 
one-half hours: Repeat the inspection at intervals not to exceed 
5,500 flight cycles or 8,300 flight hours, whichever occurs first.
    (2) For Model A300 F4-605R and F4-622R airplanes: Repeat the 
inspection at the applicable time specified in paragraph (j)(2)(i) 
or (j)(2)(ii) of this AD.
    (i) For airplanes that have an AFT that is equal to or more than 
one and one-half hours: Repeat the inspection at intervals not to 
exceed 6,500 flight cycles or 14,100 flight hours, whichever occurs 
first.
    (ii) For airplanes that have an AFT that is less than one and 
one-half hours: Repeat the inspection at intervals not to exceed 
7,000 flight cycles or 10,600 flight hours, whichever occurs first.

(k) New Requirement of This AD: Repair of Cracking

    (1) If any crack in the top skin in the area forward of the 
front spar attachment is found during any inspection required by 
paragraph (i) or (j) of this AD: Before further flight, repair using 
a method approved by the Manager, International Branch, ANM-116, 
Transport Airplane Directorate, FAA; or the European Aviation Safety 
Agency (EASA); or Airbus's EASA Design Organization Approval (DOA).
    (2) If any crack or sign of a crack is found in the top skin at 
or aft of the spar attachment during any inspection required by 
paragraph (i) or (j) of this AD: Before further flight, do an eddy 
current inspection of the cracks or of the signs of cracking to 
confirm the findings of the detailed inspection, in accordance with 
the Accomplishment Instructions of Airbus Service Bulletin A300-57-
6045, Revision 10, dated November 13,

[[Page 4878]]

2013. If there is any crack at or aft of the spar attachment, before 
further flight, repair using a method approved by the Manager, 
International Branch, ANM-116, Transport Airplane Directorate, FAA; 
EASA; or Airbus's EASA DOA.

(l) No Terminating Action

    Accomplishment of any repair required by paragraph (k) this AD 
does not constitute terminating action for the repetitive 
inspections required by paragraph (j) of this AD.

(m) No Reporting Required

    Although Airbus Service Bulletin A300-57-6045, Revision 10, 
dated November 13, 2013, specifies to submit certain information to 
the manufacturer, this AD does not include that requirement.

(n) Credit for Previous Actions

    This paragraph provides credit for actions required by 
paragraphs (i), (j) and (k) of this AD, if those actions were 
performed before the effective date of this AD using the Airbus 
service bulletins specified in paragraphs (n)(1) through (n)(8) of 
this AD, which are not incorporated by reference in this AD.
    (1) Airbus Service Bulletin A300-57-6045, dated March 18, 1993.
    (2) Airbus Service Bulletin A300-57-6045, Revision 03, dated 
October 25, 1999.
    (3) Airbus Service Bulletin A300-57-6045, Revision 04, dated 
January 13, 2002.
    (4) Airbus Service Bulletin A300-57-6045, Revision 05, dated 
June 13, 2003.
    (5) Airbus Service Bulletin A300-57-6045, Revision 06, dated 
January 13, 2005.
    (6) Airbus Service Bulletin A300-57-6045, Revision 07, dated 
August 14, 2008.
    (7) Airbus Service Bulletin A300-57-6045, Revision 08, dated 
June 6, 2011.
    (8) Airbus Service Bulletin A300-57-6045, Revision 09, dated May 
21, 2013.

(o) Other FAA AD Provisions

    The following provisions also apply to this AD:
    (1) Alternative Methods of Compliance (AMOCs): The Manager, 
International Branch, ANM-116, Transport Airplane Directorate, FAA, 
has the authority to approve AMOCs for this AD, if requested using 
the procedures found in 14 CFR 39.19. In accordance with 14 CFR 
39.19, send your request to your principal inspector or local Flight 
Standards District Office, as appropriate. If sending information 
directly to the International Branch, send it to ATTN: Dan Rodina, 
Aerospace Engineer, International Branch, ANM-116, Transport 
Airplane Directorate, FAA, 1601 Lind Avenue SW., Renton, WA 98057-
3356; telephone 425-227-2125; fax 425-227-1149. Information may be 
emailed to: 9-ANM-116-AMOC-REQUESTS@faa.gov.
    (i) Before using any approved AMOC, notify your appropriate 
principal inspector, or lacking a principal inspector, the manager 
of the local flight standards district office/certificate holding 
district office. The AMOC approval letter must specifically 
reference this AD.
    (ii) AMOCs approved previously for AD 98-20-27, Amendment 39-
10793 (63 FR 50981, September 24, 1998), are approved as AMOCs for 
the corresponding provisions of this AD.
    (2) Contacting the Manufacturer: As of the effective date of 
this AD, for any requirement in this AD to obtain corrective actions 
from a manufacturer, the action must be accomplished using a method 
approved by the Manager, International Branch, ANM-116, Transport 
Airplane Directorate, FAA; or EASA; or Airbus's EASA DOA. If 
approved by the DOA, the approval must include the DOA-authorized 
signature.

(p) Related Information

    (1) Refer to Mandatory Continuing Airworthiness Information 
(MCAI) EASA Airworthiness Directive 2013-0232R1, dated October 2, 
2013, for related information. This MCAI may be found in the AD 
docket on the Internet at http://www.regulations.gov by searching 
for and locating Docket No. FAA-2015-0824.
    (2) Service information identified in this AD that is not 
incorporated by reference is available at the addresses specified in 
paragraphs (q)(5) and (q)(6) of this AD.

(q) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the 
incorporation by reference (IBR) of the service information listed 
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) You must use this service information as applicable to do 
the actions required by this AD, unless this AD specifies otherwise.
    (3) The following service information was approved for IBR on 
March 3, 2016.
    (i) Airbus Service Bulletin A300-57-6045, Revision 10, dated 
November 13, 2013.
    (ii) Reserved.
    (4) The following service information was approved for IBR on 
October 29, 1998 (63 FR 50981, September 24, 1998).
    (i) Airbus Service Bulletin A300-57-6045, Revision 1, dated 
August 3, 1994, including Appendix 1, Revision 1, dated August 3, 
1994, which contains the following list of effective pages: Page 
numbers 1 through 10, Revision 1, dated August 3, 1994; Appendix 1, 
pages 1 and 2, Revision 1, dated August 3, 1994; and Appendix 1, 
pages 3 through 6, dated March 18, 1993.
    (ii) Airbus Service Bulletin A300-57-6045, Revision 02, dated 
April 21, 1998, including Appendix 1, Revision 02, dated April 21, 
1998.
    (5) For service information identified in this AD, contact 
Airbus SAS, Airworthiness Office--EAW, 1 Rond Point Maurice 
Bellonte, 31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; 
fax +33 5 61 93 44 51; email account.airworth-eas@airbus.com; 
Internet http://www.airbus.com.
    (6) You may view this service information at the FAA, Transport 
Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For 
information on the availability of this material at the FAA, call 
425-227-1221.
    (7) You may view this service information that is incorporated 
by reference at the National Archives and Records Administration 
(NARA). For information on the availability of this material at 
NARA, call 202-741-6030, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued in Renton, Washington, on January 6, 2016.
Victor Wicklund,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2016-00611 Filed 1-27-16; 8:45 am]
 BILLING CODE 4910-13-P