Airworthiness Directives; Airbus Airplanes, 16101-16105 [2017-06359]

Download as PDF 16101 Rules and Regulations Federal Register Vol. 82, No. 62 Monday, April 3, 2017 This section of the FEDERAL REGISTER contains regulatory documents having general applicability and legal effect, most of which are keyed to and codified in the Code of Federal Regulations, which is published under 50 titles pursuant to 44 U.S.C. 1510. The Code of Federal Regulations is sold by the Superintendent of Documents. Penalties, Price support programs, Reporting and recordkeeping requirements. For the reasons discussed above, 7 CFR part 1436 is corrected by making the following correcting amendment: PART 1436—FARM STORAGE FACILITY LOAN PROGRAM REGULATIONS DEPARTMENT OF AGRICULTURE Commodity Credit Corporation 1. The authority for part 1436 continues to read as follows: 7 CFR Part 1436 Authority: 7 U.S.C. 7971 and 8789; and 15 U.S.C. 714 through 714p. RIN 0560–AI35 § 1436.15 Farm Storage Facility Loan (FSFL) Program; Portable Storage Facilities and Reduced Down Payment for FSFL Microloans; Correction ■ ■ Commodity Credit Corporation and Farm Service Agency, USDA. ACTION: Final rule; correcting amendment. AGENCY: The Farm Service Agency (FSA) administers the FSFL Program on behalf of the Commodity Credit Corporation (CCC). In the final rule that was published in the Federal Register on April 29, 2016, a word was inadvertently removed from the regulations. This document reinserts that word back into the regulation. DATES: Effective date: April 3, 2017. FOR FURTHER INFORMATION CONTACT: Mary Ann Ball; phone (202) 720–4283. Persons with disabilities who require alternative means of communication should contact the USDA Target Center at (202) 720–2600 (voice). SUPPLEMENTARY INFORMATION: FSA administers the FSFL Program on behalf of CCC. An instruction on page 25595 of the final rule that was published in the Federal Register on April 29, 2016 (81 FR 25587–255595) resulted in the word ‘‘loan’’ being removed each time it appeared in § 1436.15(b). However, the correct instruction would have removed the word loan in the two instances it appeared in the phrase ‘‘loan collateral’’ in paragraph (b). This document reinserts the word loan back into the first sentence the first time it had previously appeared. [Amended] 2. In § 1436.15(b), add the word ‘‘loan’’ immediately after ‘‘Until the’’. Chris P. Beyerhelm, Acting Administrator, Farm Service Agency, and Executive Vice President, Commodity Credit Corporation. [FR Doc. 2017–06449 Filed 3–31–17; 8:45 am] BILLING CODE 3410–05–P mstockstill on DSK3G9T082PROD with RULES SUMMARY: List of Subjects in 7 CFR Part 1436 Administrative practice and procedure, Loan programs—agriculture, VerDate Sep<11>2014 16:02 Mar 31, 2017 Jkt 241001 DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2016–8184; Directorate Identifier 2016–NM–036–AD; Amendment 39–18843; AD 2017–07–05] 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 A300 series airplanes; and 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). This AD was prompted by reports of cracks in main landing gear (MLG) leg components. This AD requires detailed visual inspections of these MLG leg components and replacement of the MLG leg if cracked components are found. We are issuing this AD to address the unsafe condition on these products. DATES: This AD is effective May 8, 2017. SUMMARY: PO 00000 Frm 00001 Fmt 4700 Sfmt 4700 The Director of the Federal Register approved the incorporation by reference of a certain publication listed in this AD as of May 8, 2017. ADDRESSES: For service information identified in this final rule, 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–2016–8184. 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– 8184; 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. FOR FURTHER INFORMATION CONTACT: Dan Rodina, Aerospace Engineer, International Branch, ANM–116, Transport Airplane Directorate, FAA, 1601 Lind Avenue SW., Renton, WA 98057–3356; telephone: 425–227–2125; fax: 425–227–1149. SUPPLEMENTARY INFORMATION: Discussion We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 by adding an AD that would apply to all Airbus Model A300 series airplanes; and 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 was prompted by reports of cracks in E:\FR\FM\03APR1.SGM 03APR1 16102 Federal Register / Vol. 82, No. 62 / Monday, April 3, 2017 / Rules and Regulations MLG leg components. The NPRM proposed to require repetitive detailed visual inspections of certain MLG leg components for cracks, and replacing the MLG leg if necessary. We are issuing this AD to detect and correct cracking of certain components in the MLG leg, which could result in a MLG collapse, and consequent damage to the airplane and injury to the airplane occupants. The NPRM published in the Federal Register on August 5, 2016 (81 FR 51818) (‘‘the NPRM’’). The European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Union, has issued EASA AD 2016–0058, dated March 21, 2016 (referred to after this as ‘‘the MCAI’’), to correct an unsafe condition for all Airbus Model A300 series airplanes; and 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 MCAI states: Two cases were reported of finding a cracked main landing gear (MLG) hinge arm/ barrel pin, one was discovered in service during a maintenance task and the other one was identified during MLG overhaul. This condition, if not detected and corrected, could lead to MLG collapse, resulting in damage to the aeroplane and potential injury to occupants. To address this potential unsafe condition, and awaiting a final fix establishment, Airbus issued Alert Operators Transmission (AOT) 32W008–16 to provide instructions for detailed visual inspections (DET) to detect through cracks. For the reasons described above, this [EASA] AD requires repetitive DET of the MLG hinge arm/barrel pin and, depending on findings, replacement of the affected MLG leg. 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– 8184. mstockstill on DSK3G9T082PROD with RULES 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. Requests To Permit On-Wing Inspection/Pin Replacement FedEx asked whether the airframe manufacturer and/or MLG manufacturer have explored the possibility of inspecting the affected MLG and replacing a cracked MLG hinge arm/ barrel pin without removing the MLG leg, as specified by Airbus Alert Operators Transmission (AOT) A32W008–16, dated February 25, 2016, VerDate Sep<11>2014 16:02 Mar 31, 2017 Jkt 241001 including Appendices 1 through 4. FedEx stated that an on-wing inspection of the MLG leg would be effective in determining if further structural damage has occurred. United Parcel Service (UPS) requested that we revise the NPRM to allow onwing replacement of a cracked pin with part number C66441–(x) instead of replacing the MLG leg. UPS stated that it has reviewed the Airbus A300 Aircraft Maintenance Manual (AMM) and noted that the AMM indicates that the pin can be replaced while the gear is installed on the airplane. We do not agree that an on-wing inspection of the MLG would be effective in finding further structural damage. When a hinge arm/barrel pin is cracked, damage to other MLG components cannot be excluded. This damage cannot be detected by on-wing inspections. Airbus currently does not have an approved method for on-wing inspections to detect all possible damage to the MLG components. For these reasons, Airbus AOT A32W008– 16, dated February 25, 2016, including Appendices 1 through 4, specifies removing the MLG for further inspections for damage. We also do not agree that an on-wing replacement of the pin in the MLG leg would be an adequate corrective action. As previously explained, when a hinge arm/barrel pin is cracked, other MLG component damage cannot be excluded. On-wing replacement of the pin would not correct any other MLG component damage that might be present. Under the provisions of paragraph (j)(1) of this AD, we will consider requests for approval of an alternative on-wing inspection or replacement method if sufficient data are submitted to substantiate that the method would provide an acceptable level of safety. We have not changed this AD in this regard. Requests To Withdraw the NPRM or Increase the Interval Between Inspections UPS and FedEx requested that the 100 flight cycle inspection interval be extended. FedEx commented that, although it recognizes and appreciates the airplane manufacturer’s safety concerns about discovering a cracked MLG hinge arm/ barrel pin before complete failure, it would like to see the analysis that resulted in determination of an inspection interval of 100 flight cycles to prevent in-service pin failures. FedEx asserted that a 100 flight cycle interval may be unnecessarily conservative based on the pre-discovery history of cracked pins in the MLG leg of the PO 00000 Frm 00002 Fmt 4700 Sfmt 4700 airplane, which has had two cases of cracked MLG hinge arm/barrel pins. UPS requested that the FAA either withdraw the NPRM or change the repetitive inspection interval from 100 flight cycles to 1,000 flight cycles. UPS stated that the detailed visual inspection at intervals of 100 flight cycles for the internal diameter of each affected MLG hinge arm/barrel pin specified by paragraph (g) of the proposed AD is too restrictive and not supported by data. UPS stated that it believes the cracking is associated with a specific operator’s maintenance practices rather than a design of the landing gear or pin. UPS stated that the AMM and landing gear overhaul manual have defined inspection procedures that have been used to properly maintain the landing gear without any major findings for the past 30 years. UPS noted that its experience for the past 16 years has not shown any findings. UPS provides the following reasons for increasing the interval between inspections. • The basis for issuance of the MCAI is findings of two cracked pins. The first finding was discovered during gear overhaul after the landing gear completed its gear overhaul life (8 years or 12,000 cycles). The second finding occurred after the unit accumulated more than 3,500 flight cycles since overhaul and was also subjected to a hard landing. Both pins had accumulated more than 25,000 flight cycles and went to repeat overhauls before failure. This indicates that the crack finding is associated with a specific operator maintenance practice rather than an inherent design problem of the landing gear or pin. • Airbus Message 80187097/003, dated July 22, 2016, states that Airbus is working with EASA to reduce the burden to operators. • UPS has operated 52 Model A300 airplanes since introduction of the model in the year 2000 with no findings. UPS’s fleet leader airplane has accumulated more than 21,000 flight cycles with no similar finding. UPS has also reviewed all overhaul records since the introduction of Model A300 airplanes and did not find any cracked pins. • UPS has accomplished the inspection specified in Airbus AOT A32W008–16, dated February 25, 2016, including Appendices 1 through 4, every 100 flight cycles since February 2016. The 260 inspections accomplished on 52 airplanes did not show any findings. We do not agree to withdraw the NPRM or to increase the repetitive interval between detailed visual inspections on the MLG leg. While the E:\FR\FM\03APR1.SGM 03APR1 Federal Register / Vol. 82, No. 62 / Monday, April 3, 2017 / Rules and Regulations MCAI cites two reports of cracked pins, Airbus has reports from the past six years of 45 pins with damage on the outer diameter. Based on the current reports and ongoing investigation, EASA is not able to support an increased inspection interval. Therefore, we have determined that the inspection interval recommended by the manufacturer and required by EASA is appropriate based on the available data. However, in the future, the data collected from the reporting requirement of paragraph (i) of this AD may provide the necessary information to justify an increase in the inspection interval. Additionally, if Airbus develops an alternative method of compliance that reduces the burden on operators, we will consider requests for its approval if sufficient data is submitted to substantiate that the method would provide an acceptable level of safety. We have not changed this AD in this regard. Conclusion We reviewed the relevant data, considered the comments received, and determined that air safety and the public interest require adopting this AD as proposed except for 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. 16103 Appendices 1 through 4. This service information describes procedures for a detailed visual inspection of the internal diameter of each affected MLG hinge arm/barrel pin and replacement of the MLG leg with a serviceable unit. 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 128 airplanes of U.S. registry. We estimate the following costs to comply with this AD: Related Service Information Under 1 CFR Part 51 We reviewed Airbus AOT A32W008– 16, dated February 25, 2016, including ESTIMATED COSTS Action Labor cost Detailed visual inspection .... 1 work-hour × $85 per hour = $85 per inspection cycle. 1 work-hour × $85 per hour ............................... Reporting .............................. We estimate the following costs to do any necessary replacement that would Parts cost 0 0 Cost per product Cost on U.S. operators $85 per inspection cycle. $85 ............................... $10,880 per inspection cycle. $10,880. be required based on the results of the required inspection. We have no way of determining the number of aircraft that might need this replacement. ON-CONDITION COSTS Action Labor cost Remove and replace MLG Leg .................................... 20 work-hours × $85 per hour = $1,700 ...................... mstockstill on DSK3G9T082PROD with RULES Paperwork Reduction Act A federal agency may not conduct or sponsor, and a person is not required to respond to, nor shall a person be subject to penalty for failure to comply with a collection of information subject to the requirements of the Paperwork Reduction Act unless that collection of information displays a current valid OMB control number. The control number for the collection of information required by this AD is 2120–0056. The paperwork cost associated with this AD has been detailed in the Costs of Compliance section of this document and includes time for reviewing instructions, as well as completing and reviewing the collection of information. Therefore, all reporting associated with this AD is mandatory. Comments concerning the accuracy of this burden and suggestions for reducing the burden should be directed to the FAA at 800 Independence Ave. SW., Washington, VerDate Sep<11>2014 16:02 Mar 31, 2017 Jkt 241001 Parts cost $3,400,000 Cost per product $3,401,700 DC 20591, ATTN: Information Collection Clearance Officer, AES–200. products identified in this rulemaking action. Authority for This Rulemaking Regulatory Findings 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 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 PO 00000 Frm 00003 Fmt 4700 Sfmt 4700 E:\FR\FM\03APR1.SGM 03APR1 16104 Federal Register / Vol. 82, No. 62 / Monday, April 3, 2017 / Rules and Regulations 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): ■ 2017–07–05 Airbus: Amendment 39–18843; Docket No. FAA–2016–8184; Directorate Identifier 2016–NM–036–AD. (a) Effective Date This AD is effective May 8, 2017. (b) Affected ADs None. (c) Applicability This AD applies to Airbus airplanes identified in paragraphs (c)(1) through (c)(5) of this AD, certificated in any category, all manufacturer serial numbers. (1) Model A300 B2–1A, B2–1C, B2K–3C, B2–203, B4–2C, B4–103, and B4–203 airplanes. (2) Model A300 B4–601, B4–603, B4–620, and B4–622 airplanes. (3) Model A300 B4–605R and B4–622R airplanes. (4) Model A300 F4–605R and F4–622R airplanes. (5) Model A300 C4–605R Variant F airplanes. (d) Subject Air Transport Association (ATA) of America Code 32, Landing Gear. mstockstill on DSK3G9T082PROD with RULES (e) Reason This AD was prompted by reports of cracks in main landing gear (MLG) leg components. We are issuing this AD to detect and correct cracking of certain components in the MLG leg, which could result in a MLG collapse, and consequent damage to the airplane and injury to the airplane occupants. (f) Compliance Comply with this AD within the compliance times specified, unless already done. (g) Repetitive Detailed Visual Inspections Within the compliance time specified in paragraphs (g)(1) and (g)(2) of this AD, whichever occurs later, and thereafter at VerDate Sep<11>2014 16:02 Mar 31, 2017 Jkt 241001 intervals not to exceed 100 flight cycles: Accomplish a detailed visual inspection of the internal diameter of each affected MLG hinge arm/barrel pin, in accordance with the instructions of Airbus Alert Operators Transmission (AOT) A32W008–16, dated February 25, 2016, including Appendices 1 through 4. The affected MLG hinge arm/ barrel pins are those with part number C66441–(x) and part number C65543–(x), where the x represents a variable number. (1) Within 30 months since the pin’s first flight on an airplane, or since the pin’s first flight on an airplane after overhaul, as applicable. (2) Within 30 days after the effective date of this AD. (h) Corrective Action for Cracked Pins If any cracked pin is found during any inspection required by paragraph (g) of this AD, before further flight, replace the MLG leg with a serviceable unit, in accordance with the instructions of Airbus AOT A32W008– 16, dated February 25, 2016, including Appendices 1 through 4. Replacement of a MLG leg does not constitute terminating action for the repetitive inspections required by paragraph (g) of this AD. (i) Reporting Requirement At the applicable time specified in paragraph (i)(1) or (i)(2) of this AD, report the results of the inspections required by paragraph (g) of this AD to Airbus, in accordance with the instructions of Airbus AOT A32W008–16, dated February 25, 2016, including Appendices 1 through 4. (1) If the inspection was done on or after the effective date of this AD: Submit the report within 30 days after the inspection. (2) If the inspection was done before the effective date of this AD: Submit the report within 30 days after the effective date of this AD. (j) 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: 9ANM-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 PO 00000 Frm 00004 Fmt 4700 Sfmt 4700 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) Reporting Requirements: A federal agency may not conduct or sponsor, and a person is not required to respond to, nor shall a person be subject to a penalty for failure to comply with a collection of information subject to the requirements of the Paperwork Reduction Act unless that collection of information displays a current valid OMB Control Number. The OMB Control Number for this information collection is 2120–0056. Public reporting for this collection of information is estimated to be approximately 5 minutes per response, including the time for reviewing instructions, completing and reviewing the collection of information. All responses to this collection of information are mandatory. Comments concerning the accuracy of this burden and suggestions for reducing the burden should be directed to the FAA at: 800 Independence Ave. SW., Washington, DC 20591, Attn: Information Collection Clearance Officer, AES–200. (k) Related Information Refer to Mandatory Continuing Airworthiness Information (MCAI) EASA Airworthiness Directive 2016–0058, dated March 21, 2016, 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– 2016–8184. (l) Material Incorporated by Reference (1) The Director of the Federal Register approved the incorporation by reference (IBR) of the service information listed in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51. (2) You must use this service information as applicable to do the actions required by this AD, unless this AD specifies otherwise. (i) Airbus Alert Operations Transmission (AOT) A32W008–16, dated February 25, 2016, including Appendices 1 through 4 of this AOT do not contain the document date. (ii) Reserved. (3) For service information identified in this AD, contact Airbus SAS, Airworthiness Office—EAW, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; fax +33 5 61 93 44 51; email account.airworth-eas@ airbus.com; Internet http://www.airbus.com. (4) You may view this service information at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For information on the availability of this material at the FAA, call 425–227–1221. (5) You may view this service information that is incorporated by reference at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202–741–6030, or go to: http:// www.archives.gov/federal-register/cfr/ibrlocations.html. E:\FR\FM\03APR1.SGM 03APR1 Federal Register / Vol. 82, No. 62 / Monday, April 3, 2017 / Rules and Regulations Issued in Renton, Washington, on March 22, 2017. Michael Kaszycki, Acting Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2017–06359 Filed 3–31–17; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF HOMELAND SECURITY Coast Guard 33 CFR Part 100 [Docket No. USCG–2017–0143] Safety Zone; Atlantic Ocean, Atlantic City, NJ Coast Guard, DHS. Notice of enforcement of regulation. AGENCY: ACTION: The Coast Guard will enforce the Thunder Over the Boardwalk Air show special local regulation from 11 a.m. through 3:30 p.m. on August 22– 23, 2017. This action is necessary to ensure safety of life on the navigable waters of the United States immediately prior to, during, and immediately after this air show. During the enforcement period, and in accordance with the special local regulations, no vessel or person may enter, transit through, anchor in, or remain within the regulated area unless authorized by Captain of the Port Delaware Bay or a designated representative. DATES: The regulations in 33 CFR 100.501 will be enforced from 11 a.m. to 3:30 p.m. on August 22–23, 2017, for item (a.)8 listed in the table to § 100.501. FOR FURTHER INFORMATION CONTACT: If you have questions about this notice of enforcement, you may call or email MST1 Thomas Simkins, Sector Delaware Bay Waterways Management Division, U.S. Coast Guard; telephone 215–271–4889, email Tom.J.Simkins@ uscg.mil. SUMMARY: From 11 a.m. to 3:30 p.m. on August 22–23, 2017, the Coast Guard will enforce the special local regulations at 33 CFR 100.501, table to § 100.501 (a.)8 for the regulated area located in the North Atlantic Ocean near Atlantic City, NJ. This action is necessary to ensure safety of life on U.S. navigable waterways during this air show. Coast Guard regulations for recurring marine events within Captain of the Port Delaware Bay Zone, appear in § 100.501, Special Local Regulations; Marine Events in the Fifth Coast Guard District, which specifies the location of the mstockstill on DSK3G9T082PROD with RULES SUPPLEMENTARY INFORMATION: VerDate Sep<11>2014 16:02 Mar 31, 2017 Jkt 241001 regulated area for this regulated area as all waters of the North Atlantic Ocean, adjacent to Atlantic City, New Jersey, bounded by a line drawn between the following points: From a point along the shoreline at latitude 39°21′31″ N., longitude 074°25′04″ W., thence southeasterly to latitude 39°21′08″ N., longitude 074°24′48″ W., thence southwesterly to latitude 39°20′16″ N., longitude 074°27′17″ W., thence northwesterly to a point along the shoreline at latitude 39°20′44″ N., longitude 074°27′31″ W., thence northeasterly along the shoreline to latitude 39°21′31″ N., longitude 074°25′04″ W. As specified in § 100.501, during the enforcement period, no vessel or person may enter, transit through, anchor in, or remain within the regulated area unless authorized by the Captain of the Port Delaware Bay or a designated representative. If permission is granted, all persons and vessels shall comply with the instructions of the COTP, designated representative or Patrol Commander. This notice of enforcement is issued under authority of 33 CFR 100.501 and 33 U.S.C. 1233. The Coast Guard will provide the maritime community with advanced notice of enforcement of regulation by Broadcast Notice to Mariners (BNM), Local Notice to Mariners and on-scene notice by designated representative. In the event Captain of the Port Delaware Bay determines that it’s not necessary to enforce the regulated area for the entire duration of the enforcement period, a BNM will be issued to authorize general permission to enter the regulated area. Dated: March 20, 2017. Benjamin A. Cooper, Captain, U.S. Coast Guard, Captain of the Port Delaware Bay. [FR Doc. 2017–06447 Filed 3–31–17; 8:45 am] BILLING CODE 9110–04–P DEPARTMENT OF HOMELAND SECURITY Coast Guard 33 CFR Part 117 [Docket No. USCG–2017–0175] Drawbridge Operation Regulation; Lake Washington Ship Canal, Seattle, WA Coast Guard, DHS. Notice of deviation from drawbridge regulation. AGENCY: ACTION: The Coast Guard has issued a temporary deviation from the operating SUMMARY: PO 00000 Frm 00005 Fmt 4700 Sfmt 4700 16105 schedule that governs the Fremont Bridge, mile 2.6, and the University Bridge, mile 4.3, both crossing the Lake Washington Ship Canal at Seattle, WA. The deviation is necessary to accommodate the Brooks Trailhead 10K & 15K foot race event. This deviation allows the bridges to remain in the closed-to-navigation position to allow for the safe movement of event participants. DATES: This deviation is effective from 8 a.m. to 10:15 a.m. on April 22, 2017. ADDRESSES: The docket for this deviation, USCG–2017–0175 is available at http://www.regulations.gov. Type the docket number in the ‘‘SEARCH’’ box and click ‘‘SEARCH.’’ Click on Open Docket Folder on the line associated with this deviation. FOR FURTHER INFORMATION CONTACT: If you have questions on this temporary deviation, call or email Mr. Steven Fischer, Bridge Administrator, Thirteenth Coast Guard District; telephone 206–220–7282, email d13-pfd13bridges@uscg.mil. SUPPLEMENTARY INFORMATION: The Seattle Department of Transportation requested a temporary deviation from the operating schedule for the Fremont Bridge, mile 2.6, and the University Bridge, mile 4.3, both crossing the Lake Washington Ship Canal at Seattle, WA, to facilitate safe passage of participants in the Brooks Trailhead 10K & 15K foot race event. The Fremont Bridge provides a vertical clearance of 14 feet (31 feet of vertical clearance for the center 36 horizontal feet) in the closedto-navigation position. The University Bridge provides a vertical clearance of 30 feet in the closed-to-navigation position. Both bridge clearances are referenced to the mean water elevation of Lake Washington. The normal operating schedule for both the Fremont Bridge and the University Bridge is in 33 CFR 117.1051. During this deviation period, the Fremont Bridge need not open to marine vessels from 8:15 a.m. to 10:15 a.m. on April 22, 2017 and the University Bridge need not open to marine vessel from 8 a.m. to 8:30 a.m. on April 22, 2017. Waterway usage on the Lake Washington Ship Canal ranges from commercial tug and barge to small pleasure craft. Vessels able to pass through the bridges in the closed-to-navigation positions may do so at anytime. Both bridges will be able to open for emergencies, and there is no immediate alternate route for vessels to pass. The Coast Guard will also inform the users of the waterway through our Local and Broadcast Notices to Mariners of the change in operating schedule for the E:\FR\FM\03APR1.SGM 03APR1

Agencies

[Federal Register Volume 82, Number 62 (Monday, April 3, 2017)]
[Rules and Regulations]
[Pages 16101-16105]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2017-06359]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2016-8184; Directorate Identifier 2016-NM-036-AD; 
Amendment 39-18843; AD 2017-07-05]
RIN 2120-AA64


Airworthiness Directives; Airbus Airplanes

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

ACTION: Final rule.

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SUMMARY: We are adopting a new airworthiness directive (AD) for all 
Airbus Model A300 series airplanes; and 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). This AD was 
prompted by reports of cracks in main landing gear (MLG) leg 
components. This AD requires detailed visual inspections of these MLG 
leg components and replacement of the MLG leg if cracked components are 
found. We are issuing this AD to address the unsafe condition on these 
products.

DATES: This AD is effective May 8, 2017.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in this AD as of May 8, 2017.

ADDRESSES: For service information identified in this final rule, 
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-2016-
8184.

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-
8184; 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.

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

SUPPLEMENTARY INFORMATION:

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 by adding an AD that would apply to all Airbus Model A300 
series airplanes; and 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 was prompted by 
reports of cracks in

[[Page 16102]]

MLG leg components. The NPRM proposed to require repetitive detailed 
visual inspections of certain MLG leg components for cracks, and 
replacing the MLG leg if necessary. We are issuing this AD to detect 
and correct cracking of certain components in the MLG leg, which could 
result in a MLG collapse, and consequent damage to the airplane and 
injury to the airplane occupants.
    The NPRM published in the Federal Register on August 5, 2016 (81 FR 
51818) (``the NPRM'').
    The European Aviation Safety Agency (EASA), which is the Technical 
Agent for the Member States of the European Union, has issued EASA AD 
2016-0058, dated March 21, 2016 (referred to after this as ``the 
MCAI''), to correct an unsafe condition for all Airbus Model A300 
series airplanes; and 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 MCAI states:

    Two cases were reported of finding a cracked main landing gear 
(MLG) hinge arm/barrel pin, one was discovered in service during a 
maintenance task and the other one was identified during MLG 
overhaul.
    This condition, if not detected and corrected, could lead to MLG 
collapse, resulting in damage to the aeroplane and potential injury 
to occupants.
    To address this potential unsafe condition, and awaiting a final 
fix establishment, Airbus issued Alert Operators Transmission (AOT) 
32W008-16 to provide instructions for detailed visual inspections 
(DET) to detect through cracks.
    For the reasons described above, this [EASA] AD requires 
repetitive DET of the MLG hinge arm/barrel pin and, depending on 
findings, replacement of the affected MLG leg.

    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-
8184.

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.

Requests To Permit On-Wing Inspection/Pin Replacement

    FedEx asked whether the airframe manufacturer and/or MLG 
manufacturer have explored the possibility of inspecting the affected 
MLG and replacing a cracked MLG hinge arm/barrel pin without removing 
the MLG leg, as specified by Airbus Alert Operators Transmission (AOT) 
A32W008-16, dated February 25, 2016, including Appendices 1 through 4. 
FedEx stated that an on-wing inspection of the MLG leg would be 
effective in determining if further structural damage has occurred.
    United Parcel Service (UPS) requested that we revise the NPRM to 
allow on-wing replacement of a cracked pin with part number C66441-(x) 
instead of replacing the MLG leg. UPS stated that it has reviewed the 
Airbus A300 Aircraft Maintenance Manual (AMM) and noted that the AMM 
indicates that the pin can be replaced while the gear is installed on 
the airplane.
    We do not agree that an on-wing inspection of the MLG would be 
effective in finding further structural damage. When a hinge arm/barrel 
pin is cracked, damage to other MLG components cannot be excluded. This 
damage cannot be detected by on-wing inspections. Airbus currently does 
not have an approved method for on-wing inspections to detect all 
possible damage to the MLG components. For these reasons, Airbus AOT 
A32W008-16, dated February 25, 2016, including Appendices 1 through 4, 
specifies removing the MLG for further inspections for damage.
    We also do not agree that an on-wing replacement of the pin in the 
MLG leg would be an adequate corrective action. As previously 
explained, when a hinge arm/barrel pin is cracked, other MLG component 
damage cannot be excluded. On-wing replacement of the pin would not 
correct any other MLG component damage that might be present.
    Under the provisions of paragraph (j)(1) of this AD, we will 
consider requests for approval of an alternative on-wing inspection or 
replacement method if sufficient data are submitted to substantiate 
that the method would provide an acceptable level of safety. We have 
not changed this AD in this regard.

Requests To Withdraw the NPRM or Increase the Interval Between 
Inspections

    UPS and FedEx requested that the 100 flight cycle inspection 
interval be extended.
    FedEx commented that, although it recognizes and appreciates the 
airplane manufacturer's safety concerns about discovering a cracked MLG 
hinge arm/barrel pin before complete failure, it would like to see the 
analysis that resulted in determination of an inspection interval of 
100 flight cycles to prevent in-service pin failures. FedEx asserted 
that a 100 flight cycle interval may be unnecessarily conservative 
based on the pre-discovery history of cracked pins in the MLG leg of 
the airplane, which has had two cases of cracked MLG hinge arm/barrel 
pins.
    UPS requested that the FAA either withdraw the NPRM or change the 
repetitive inspection interval from 100 flight cycles to 1,000 flight 
cycles. UPS stated that the detailed visual inspection at intervals of 
100 flight cycles for the internal diameter of each affected MLG hinge 
arm/barrel pin specified by paragraph (g) of the proposed AD is too 
restrictive and not supported by data. UPS stated that it believes the 
cracking is associated with a specific operator's maintenance practices 
rather than a design of the landing gear or pin. UPS stated that the 
AMM and landing gear overhaul manual have defined inspection procedures 
that have been used to properly maintain the landing gear without any 
major findings for the past 30 years. UPS noted that its experience for 
the past 16 years has not shown any findings. UPS provides the 
following reasons for increasing the interval between inspections.
     The basis for issuance of the MCAI is findings of two 
cracked pins. The first finding was discovered during gear overhaul 
after the landing gear completed its gear overhaul life (8 years or 
12,000 cycles). The second finding occurred after the unit accumulated 
more than 3,500 flight cycles since overhaul and was also subjected to 
a hard landing. Both pins had accumulated more than 25,000 flight 
cycles and went to repeat overhauls before failure. This indicates that 
the crack finding is associated with a specific operator maintenance 
practice rather than an inherent design problem of the landing gear or 
pin.
     Airbus Message 80187097/003, dated July 22, 2016, states 
that Airbus is working with EASA to reduce the burden to operators.
     UPS has operated 52 Model A300 airplanes since 
introduction of the model in the year 2000 with no findings. UPS's 
fleet leader airplane has accumulated more than 21,000 flight cycles 
with no similar finding. UPS has also reviewed all overhaul records 
since the introduction of Model A300 airplanes and did not find any 
cracked pins.
     UPS has accomplished the inspection specified in Airbus 
AOT A32W008-16, dated February 25, 2016, including Appendices 1 through 
4, every 100 flight cycles since February 2016. The 260 inspections 
accomplished on 52 airplanes did not show any findings.
    We do not agree to withdraw the NPRM or to increase the repetitive 
interval between detailed visual inspections on the MLG leg. While the

[[Page 16103]]

MCAI cites two reports of cracked pins, Airbus has reports from the 
past six years of 45 pins with damage on the outer diameter. Based on 
the current reports and ongoing investigation, EASA is not able to 
support an increased inspection interval. Therefore, we have determined 
that the inspection interval recommended by the manufacturer and 
required by EASA is appropriate based on the available data. However, 
in the future, the data collected from the reporting requirement of 
paragraph (i) of this AD may provide the necessary information to 
justify an increase in the inspection interval. Additionally, if Airbus 
develops an alternative method of compliance that reduces the burden on 
operators, we will consider requests for its approval if sufficient 
data is submitted to substantiate that the method would provide an 
acceptable level of safety. We have not changed this AD in this regard.

Conclusion

    We reviewed the relevant data, considered the comments received, 
and determined that air safety and the public interest require adopting 
this AD as proposed except for 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.

Related Service Information Under 1 CFR Part 51

    We reviewed Airbus AOT A32W008-16, dated February 25, 2016, 
including Appendices 1 through 4. This service information describes 
procedures for a detailed visual inspection of the internal diameter of 
each affected MLG hinge arm/barrel pin and replacement of the MLG leg 
with a serviceable unit. 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 128 airplanes of U.S. registry.
    We estimate the following costs to comply with this AD:


                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                Cost on U.S.
              Action                     Labor cost       Parts cost    Cost per product          operators
----------------------------------------------------------------------------------------------------------------
Detailed visual inspection........  1 work-hour x $85              0  $85 per inspection    $10,880 per
                                     per hour = $85 per                cycle.                inspection cycle.
                                     inspection cycle.
Reporting.........................  1 work-hour x $85              0  $85.................  $10,880.
                                     per hour.
----------------------------------------------------------------------------------------------------------------

    We estimate the following costs to do any necessary replacement 
that would be required based on the results of the required inspection. 
We have no way of determining the number of aircraft that might need 
this replacement.

                                               On-Condition Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                     Cost per
                    Action                                 Labor cost               Parts cost        product
----------------------------------------------------------------------------------------------------------------
Remove and replace MLG Leg....................  20 work-hours x $85 per hour =        $3,400,000      $3,401,700
                                                 $1,700.
----------------------------------------------------------------------------------------------------------------

Paperwork Reduction Act

    A federal agency may not conduct or sponsor, and a person is not 
required to respond to, nor shall a person be subject to penalty for 
failure to comply with a collection of information subject to the 
requirements of the Paperwork Reduction Act unless that collection of 
information displays a current valid OMB control number. The control 
number for the collection of information required by this AD is 2120-
0056. The paperwork cost associated with this AD has been detailed in 
the Costs of Compliance section of this document and includes time for 
reviewing instructions, as well as completing and reviewing the 
collection of information. Therefore, all reporting associated with 
this AD is mandatory. Comments concerning the accuracy of this burden 
and suggestions for reducing the burden should be directed to the FAA 
at 800 Independence Ave. SW., Washington, DC 20591, ATTN: Information 
Collection Clearance Officer, AES-200.

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

[[Page 16104]]

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):

2017-07-05 Airbus: Amendment 39-18843; Docket No. FAA-2016-8184; 
Directorate Identifier 2016-NM-036-AD.

(a) Effective Date

    This AD is effective May 8, 2017.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to Airbus airplanes identified in paragraphs 
(c)(1) through (c)(5) of this AD, certificated in any category, all 
manufacturer serial numbers.
    (1) Model A300 B2-1A, B2-1C, B2K-3C, B2-203, B4-2C, B4-103, and 
B4-203 airplanes.
    (2) Model A300 B4-601, B4-603, B4-620, and B4-622 airplanes.
    (3) Model A300 B4-605R and B4-622R airplanes.
    (4) Model A300 F4-605R and F4-622R airplanes.
    (5) Model A300 C4-605R Variant F airplanes.

(d) Subject

    Air Transport Association (ATA) of America Code 32, Landing 
Gear.

(e) Reason

    This AD was prompted by reports of cracks in main landing gear 
(MLG) leg components. We are issuing this AD to detect and correct 
cracking of certain components in the MLG leg, which could result in 
a MLG collapse, and consequent damage to the airplane and injury to 
the airplane occupants.

(f) Compliance

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

(g) Repetitive Detailed Visual Inspections

    Within the compliance time specified in paragraphs (g)(1) and 
(g)(2) of this AD, whichever occurs later, and thereafter at 
intervals not to exceed 100 flight cycles: Accomplish a detailed 
visual inspection of the internal diameter of each affected MLG 
hinge arm/barrel pin, in accordance with the instructions of Airbus 
Alert Operators Transmission (AOT) A32W008-16, dated February 25, 
2016, including Appendices 1 through 4. The affected MLG hinge arm/
barrel pins are those with part number C66441-(x) and part number 
C65543-(x), where the x represents a variable number.
    (1) Within 30 months since the pin's first flight on an 
airplane, or since the pin's first flight on an airplane after 
overhaul, as applicable.
    (2) Within 30 days after the effective date of this AD.

(h) Corrective Action for Cracked Pins

    If any cracked pin is found during any inspection required by 
paragraph (g) of this AD, before further flight, replace the MLG leg 
with a serviceable unit, in accordance with the instructions of 
Airbus AOT A32W008-16, dated February 25, 2016, including Appendices 
1 through 4. Replacement of a MLG leg does not constitute 
terminating action for the repetitive inspections required by 
paragraph (g) of this AD.

(i) Reporting Requirement

    At the applicable time specified in paragraph (i)(1) or (i)(2) 
of this AD, report the results of the inspections required by 
paragraph (g) of this AD to Airbus, in accordance with the 
instructions of Airbus AOT A32W008-16, dated February 25, 2016, 
including Appendices 1 through 4.
    (1) If the inspection was done on or after the effective date of 
this AD: Submit the report within 30 days after the inspection.
    (2) If the inspection was done before the effective date of this 
AD: Submit the report within 30 days after the effective date of 
this AD.

(j) Other FAA AD Provisions

    The following provisions also apply to this AD:
    (1) Alternative Methods of Compliance (AMOCs): The Manager, 
International Branch, ANM-116, Transport Airplane Directorate, FAA, 
has the authority to approve AMOCs for this AD, if requested using 
the procedures found in 14 CFR 39.19. In accordance with 14 CFR 
39.19, send your request to your principal inspector or local Flight 
Standards District Office, as appropriate. If sending information 
directly to the International Branch, send it to ATTN: Dan Rodina, 
Aerospace Engineer, International Branch, ANM-116, Transport 
Airplane Directorate, FAA, 1601 Lind Avenue SW., Renton, WA 98057-
3356; telephone: 425-227-2125; fax: 425-227-1149. Information may be 
emailed to: 9-ANM-116-AMOC-REQUESTS@faa.gov. Before using any 
approved AMOC, notify your appropriate principal inspector, or 
lacking a principal inspector, the manager of the local flight 
standards district office/certificate holding district office. The 
AMOC approval letter must specifically reference this AD.
    (2) Contacting the Manufacturer: For any requirement in this AD 
to obtain corrective actions from a manufacturer, the action must be 
accomplished using a method approved by the Manager, International 
Branch, ANM-116, Transport Airplane Directorate, FAA; or 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) Reporting Requirements: A federal agency may not conduct or 
sponsor, and a person is not required to respond to, nor shall a 
person be subject to a penalty for failure to comply with a 
collection of information subject to the requirements of the 
Paperwork Reduction Act unless that collection of information 
displays a current valid OMB Control Number. The OMB Control Number 
for this information collection is 2120-0056. Public reporting for 
this collection of information is estimated to be approximately 5 
minutes per response, including the time for reviewing instructions, 
completing and reviewing the collection of information. All 
responses to this collection of information are mandatory. Comments 
concerning the accuracy of this burden and suggestions for reducing 
the burden should be directed to the FAA at: 800 Independence Ave. 
SW., Washington, DC 20591, Attn: Information Collection Clearance 
Officer, AES-200.

(k) Related Information

    Refer to Mandatory Continuing Airworthiness Information (MCAI) 
EASA Airworthiness Directive 2016-0058, dated March 21, 2016, 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-2016-8184.

(l) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the 
incorporation by reference (IBR) of the service information listed 
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) You must use this service information as applicable to do 
the actions required by this AD, unless this AD specifies otherwise.
    (i) Airbus Alert Operations Transmission (AOT) A32W008-16, dated 
February 25, 2016, including Appendices 1 through 4 of this AOT do 
not contain the document date.
    (ii) Reserved.
    (3) For service information identified in this AD, contact 
Airbus SAS, Airworthiness Office--EAW, 1 Rond Point Maurice 
Bellonte, 31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; 
fax +33 5 61 93 44 51; email account.airworth-eas@airbus.com; 
Internet http://www.airbus.com.
    (4) You may view this service information at the FAA, Transport 
Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For 
information on the availability of this material at the FAA, call 
425-227-1221.
    (5) You may view this service information that is incorporated 
by reference at the National Archives and Records Administration 
(NARA). For information on the availability of this material at 
NARA, call 202-741-6030, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.


[[Page 16105]]


    Issued in Renton, Washington, on March 22, 2017.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2017-06359 Filed 3-31-17; 8:45 am]
 BILLING CODE 4910-13-P