Airworthiness Directives; Airbus Airplanes, 58823-58826 [2016-20381]

Download as PDF 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. ehiers on DSK5VPTVN1PROD with RULES (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. VerDate Sep<11>2014 14:39 Aug 25, 2016 Jkt 238001 (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: http:// 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: PO 00000 Frm 00015 Fmt 4700 Sfmt 4700 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 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–2016– 3696. ADDRESSES: Examining the AD Docket You may examine the AD docket on the Internet at http:// 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. E:\FR\FM\26AUR1.SGM 26AUR1 58824 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 ehiers on DSK5VPTVN1PROD with RULES 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 http:// www.regulations.gov by searching for and locating Docket No. FAA–2016– 3696. VerDate Sep<11>2014 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 PO 00000 Frm 00016 Fmt 4700 Sfmt 4700 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: http://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 E:\FR\FM\26AUR1.SGM 26AUR1 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. ehiers on DSK5VPTVN1PROD with RULES 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 VerDate Sep<11>2014 14:39 Aug 25, 2016 Jkt 238001 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 PO 00000 Frm 00017 Fmt 4700 Sfmt 4700 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 E:\FR\FM\26AUR1.SGM 26AUR1 58826 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. ehiers on DSK5VPTVN1PROD with RULES (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, VerDate Sep<11>2014 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 http://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 http://www.airbus.com. (4) You may view this service information at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For information on the availability of this material at the FAA, call 425–227–1221. (5) You may view this service information that is incorporated by reference at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202–741–6030, or go to: http:// www.archives.gov/federal-register/cfr/ibrlocations.html. Issued in Renton, Washington, on 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 26AUR1

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]


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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 
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-2016-
3696.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://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 http://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: http://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 http://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 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 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