Airworthiness Directives; Airbus SAS Airplanes, 71788-71792 [2019-28069]
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Federal Register / Vol. 84, No. 249 / Monday, December 30, 2019 / Rules and Regulations
(m) Related Information
DEPARTMENT OF TRANSPORTATION
(1) Refer to Mandatory Continuing
Airworthiness Information (MCAI) Canadian
AD CF–2019–06, dated February 18, 2019, for
related information. This MCAI may be
found in the AD docket on the internet at
https://www.regulations.gov by searching for
and locating Docket No. FAA–2019–0675.
(2) For more information about this AD,
contact Andrea Jimenez, Aerospace Engineer,
Airframe and Propulsion Section, FAA, New
York ACO Branch, 1600 Stewart Avenue,
Suite 410, Westbury, NY 11590; phone: 516–
228–7330; fax: 516–794–5531; email: 9-avsnyaco-cos@faa.gov.
(3) Service information identified in this
AD that is not incorporated by reference is
available at the addresses specified in
paragraphs (n)(3) and (4) of this AD.
(n) Material Incorporated by Reference
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[FR Doc. 2019–28072 Filed 12–27–19; 8:45 am]
BILLING CODE 4910–13–P
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14 CFR Part 39
[Docket No. FAA–2019–0481; Product
Identifier 2019–NM–058–AD; Amendment
39–21002; AD 2019–24–13]
RIN 2120–AA64
Airworthiness Directives; Airbus SAS
Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
The FAA is adopting a new
airworthiness directive (AD) for certain
Airbus SAS Model A318 series
airplanes, Model A319–111, –112, –113,
–114, –115, –131, –132, and –133
airplanes; Model A320–211, –212, –214,
–216, –231, –232, and –233 airplanes;
and Model A321–111, –112, –131, –211,
–212, –213, –231, and –232 airplanes.
This AD was prompted by a report that
during a maintenance check, cracks
were found in a stiffener of a certain
lateral window frame. This AD requires
repetitive high frequency eddy current
(HFEC) inspections for cracking of a
stiffener of a certain lateral window
frame, and applicable related
investigative and corrective actions, as
specified in a European Union Aviation
Safety Agency (EASA) AD, which is
incorporated by reference. The FAA is
issuing this AD to address the unsafe
condition on these products.
DATES: This AD is effective February 3,
2020.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of February 3, 2020.
ADDRESSES: For the material
incorporated by reference (IBR) in this
AD, contact the EASA, KonradAdenauer-Ufer 3, 50668 Cologne,
Germany; telephone +49 221 89990
1000; email ADs@easa.europa.eu;
internet www.easa.europa.eu. You may
find this IBR material on the EASA
website at https://ad.easa.europa.eu.
You may view this IBR material at the
FAA, Transport Standards Branch, 2200
South 216th St., Des Moines, WA. For
information on the availability of this
material at the FAA, call 206–231–3195.
It is also available in the AD docket on
the internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2019–
0481.
SUMMARY:
(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) Bombardier Service Bulletin 84–53–74,
dated August 29, 2018.
(ii) De Havilland Aircraft of Canada
Limited Service Bulletin 84–53–75, Revision
A, dated August 2, 2019.
(3) For Bombardier, Inc., or De Havilland
Aircraft of Canada Limited service
information identified in this AD, contact De
Havilland Aircraft of Canada Limited, QSeries Technical Help Desk, 123 Garratt
Boulevard, Toronto, Ontario M3K 1Y5,
Canada; phone: 416–375–4000; fax: 416–375–
4539; email: thd@dehavilland.com; internet:
https://dehavilland.com.
(4) You may view this service information
at the FAA, Transport Standards Branch,
2200 South 216th St., Des Moines, WA. For
information on the availability of this
material at the FAA, call 206–231–3195.
(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,
email fedreg.legal@nara.gov, or go to: https://
www.archives.gov/federal-register/cfr/ibrlocations.html.
Issued in Des Moines, Washington, on
November 27, 2019.
Michael Kaszycki,
Acting Director, System Oversight Division,
Aircraft Certification Service.
Federal Aviation Administration
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Examining the AD Docket
You may examine the AD docket on
the internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2019–
0481; or in person at Docket Operations
between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
The AD docket contains this final rule,
the regulatory evaluation, any
comments received, and other
information. The address for Docket
Operations is 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:
Sanjay Ralhan, Aerospace Engineer,
International Section, Transport
Standards Branch, FAA, 2200 South
216th St., Des Moines, WA 98198;
telephone and fax 206–231–3223.
SUPPLEMENTARY INFORMATION:
Discussion
The EASA, which is the Technical
Agent for the Member States of the
European Union, has issued EASA AD
2019–0067R1, dated September 11, 2019
(‘‘EASA AD 2019–0067R1’’) (also
referred to as the Mandatory Continuing
Airworthiness Information, or ‘‘the
MCAI’’), to correct an unsafe condition
for certain Airbus SAS Model A318
series airplanes, Model A319–111, –112,
–113, –114, –115, –131, –132, and –133
airplanes; Model A320–211, –212, –214,
–215, –216, –231, –232, and –233
airplanes; and Model A321–111, –112,
–131, –211, –212, –213, –231, and –232
airplanes. Model A320–215 airplanes
are not on the U.S. Register; this AD
therefore does not include those
airplanes in the applicability.
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 by adding an AD that would
apply to all Airbus SAS Model A318
series airplanes, Model A319–111, –112,
–113, –114, –115, –131, –132, and –133
airplanes; Model A320–211, –212, –214,
–216, –231, –232, and –233 airplanes;
and Model A321–111, –112, –131, –211,
–212, –213, –231, and –232 airplanes.
The NPRM published in the Federal
Register on June 24, 2019 (84 FR 29426).
The NPRM was prompted by a report
that during a maintenance check, cracks
were found in a stiffener of a certain
lateral window frame. The NPRM
proposed to require repetitive HFEC
inspections for cracking of a stiffener of
a certain lateral window frame, and
applicable related investigative and
corrective actions.
The FAA is issuing this AD to address
cracking of the horizontal upper
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stiffener of the lateral window frame,
which could reduce the structural
integrity of the fuselage. See the MCAI
for additional background information.
Comments
The FAA gave the public the
opportunity to participate in developing
this final rule. The following presents
the comments received on the NPRM
and the FAA’s response to each
comment.
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Request To Revise the Applicability
Emirates Airlines (EAD) requested
that the FAA exclude Model A319–115
VIP airplanes from the applicability.
EAD commented that the proposed
inspection requirements are related to
airworthiness limitations (ALI) task
531105–02–1 and ALI task 531105–01–
1. EAD also commented that these ALI
tasks are not applicable to Model A319–
115 VIP airplanes, and after reporting
this to EASA, EASA confirmed that this
is correct. EAD stated that the EASA AD
has been revised to remove Model
A319–115 VIP airplanes from the
applicability.
The FAA agrees with the commenter’s
request. This AD now references EASA
AD 2019–0067R1. The applicability in
paragraph (c) of this AD is now limited
to the airplanes identified in AD 2019–
0067R1, which excludes certain Model
A318 and A319 airplanes, including
those identified by EAD. It has been
determined that certain Model A318
and A319 airplane configurations could
be removed from the applicability of
this AD as the compliance time for the
initial inspection is beyond the
maintenance program publication
trigger for those configurations.
Request To Clarify the Applicability
Delta Airlines (DAL) asked whether
all manufacturer serial numbers are
affected regardless of the applicability
specified in EASA AD 2019–0067. DAL
stated that in ‘‘Required Action(s) and
Compliance Time(s)’’ of EASA AD
2019–0067, operators are instructed to
accomplish a special detailed inspection
of each affected part ‘‘in accordance
with’’ the instructions of the applicable
service information. DAL commented
that the referenced service information
is missing several airplane manufacturer
serial numbers.
The FAA agrees to clarify. If there is
a discrepancy between the applicability
of this AD and the effectivity of the
service information, then this AD takes
precedence. As noted previously, the
applicability of this AD is now limited
to the airplanes identified in EASA AD
2019–0067R1. This AD has not been
revised regarding this issue.
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First Request To Revise the Compliance
Time for Reporting
that may be necessary. This AD has not
been revised regarding this issue.
American Airlines (AAL) and United
Airlines (UAL) requested that the
compliance time for reporting be revised
to match that of EASA AD 2019–0067,
which is 90 days instead of 30 days as
specified in the proposed AD. AAL
stated that the requirement to submit
inspection results within 30 days would
put an undue burden on its operations.
The FAA agrees with the commenters’
request. The FAA’s standard
compliance time for an AD reporting
requirement is 30 days; however, the
FAA has determined that 90 days is
acceptable for this AD. Therefore, the
compliance times in paragraphs (h)(3)(i)
and (ii) of this AD have been revised to
90 days, which matches the compliance
time for reporting in EASA AD 2019–
0067R1.
Request To Include Methods for
Reporting and OMB Control Number
DAL requested that the FAA
specifically include a ‘‘Reporting
Requirements’’ paragraph in the
proposed AD and provide the largest
number of methods for submitting the
report (e.g., email, fax, letter, Airbus
Tech Request, service bulletin reporting
on the Airbus website). DAL stated that
the reporting requirement paragraph
should also include the ‘‘AD Manual’’
identifying the ‘‘what, how, and when,’’
and that the ‘‘OMB 2120–0056
approved’’ statement should be
included in the regulatory text of the
proposed AD, instead of the preamble.
The FAA would like to clarify that the
specific reporting requirements are
specified in paragraph (h)(3) of this AD
and paragraph (7) of EASA AD 2019–
0067R1. For clarification, this AD
allows the reporting methods that are
specified in the service information
identified in EASA AD 2019–0067R1,
including the methods mentioned by
DAL. When reporting is required, the
FAA currently includes the OMB
Control Number in both the preamble
and regulatory text of an AD. OMB
Control Number 2120–0056 is included
in paragraph (i)(4) of this AD. This AD
has not been revised regarding this
issue.
Second Request To Revise the
Compliance Time for Reporting
DAL requested that the NPRM allow
up to 30 days following the return-toservice date of the visit instead of 30
days from the finding to comply with
the reporting requirement. DAL stated
that while the visit is ongoing, all of the
paperwork remains with the airplane, so
while engineering may be aware of the
finding, it may not yet have access to
the details of the finding or repair until
after the visit is closed and the files are
sent to the central repository.
The FAA disagrees with the
commenter’s request. Each operator has
a unique AD management program,
which comprises methods for
demonstrating compliance with the AD
in accordance with the applicable
operational regulations; therefore, the
FAA cannot prescribe or modify an AD
based on an individual operator’s
unique methods of preparing the
airplane for compliance. As noted
previously, the compliance time for
reporting has been changed from 30 to
90 days in this AD. In addition,
operators may request approval of an
alternative method of compliance
(AMOC) using the procedures in
paragraph (i)(1) of this AD to request a
different compliance time. This AD has
not been revised regarding this issue.
Request Regarding No Findings
DAL requested that inspections with
no findings not be required to be
reported.
The FAA disagrees with the
commenter’s request. Reporting all
findings from the inspections is
necessary to assess the extent of the
problem in the affected fleet and to
develop any additional corrective action
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Request To Revise Certain Language in
the Proposed AD
DAL requested that the language in
the proposed AD reflect the corrosion
inhibiting compound (CIC) control in
the corrosion prevention control
program (CPCP) with a statement such
as ‘‘Reapplication of CICs may be
controlled by the operator’s CPCP
program instead of this SB’’ or
‘‘Reapplication of CICs is not an RC
[Required for Compliance] step.’’ DAL
stated that this proposed language could
be added to the ‘‘Requirements’’
paragraph, the ‘‘Exceptions to EASA AD
2019–0067’’ paragraph, or the ‘‘Other
FAA AD Provisions’’ paragraph in the
proposed AD.
DAL commented that the service
information states that all steps in the
‘‘Procedure and Test’’ sections are RC.
DAL added that some of those
procedural steps include re-applying
CICs. DAL also stated that the
referenced service information is not
related to corrosion, and these steps
might be part of the modification but
should not be RC. DAL commented that
since the choice of CICs is under the
operators’ control within their CPCP
program, operators may have to request
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approval of an AMOC to use their
standard CIC rather than what is
specified in the service information.
DAL also commented that an operator
may have to use an old or out-of-date
CIC because it is listed in older service
information.
The FAA disagrees with the
commenter’s request. The EASA and
Airbus approved the applicable
protective finish as a required step to
mitigate the risk addressed in this AD,
and the FAA agrees that this step should
be required. DAL has not proposed an
alternative CIC or justified the need for
an alternative CIC to complete the
protective finish step. Each operator has
its own unique CPCP, which may not
contain information relative to
mitigating the risk addressed in this AD.
Operators may request approval of an
AMOC using the procedures in
paragraph (i)(1) of this AD for using an
alternative CIC. This AD has not been
revised regarding this issue.
Request To Work on the Airplane
Under Certain Circumstances
DAL requested that the FAA revise
the proposed AD to allow work on the
airplane while it is on jacks, and to
define when the operator can or cannot
move it (the jacks). DAL stated that
since the accomplishment of the
proposed AD must be ‘‘in accordance
with’’ the service information, ‘‘basic
airplane configuration’’ will result in
accomplishing the inspections while the
airplane is not on jacks. DAL also stated
that it has many visits requiring the
airplane to be jacked and routinely
accomplishes multiple tasks
simultaneously during service visits.
DAL commented that requiring the
service information to be accomplished
during that portion of the visit with the
weight on wheels limits the ability for
the operator to perform the work.
The FAA disagrees with the
commenter’s request. The FAA cannot
prescribe or modify an AD based on an
individual operator’s unique methods of
preparing the airplane for compliance.
The FAA encourages DAL to work with
the FAA certificate management office
in establishing methods needed to
prepare the airplane for AD-related
work using either Airbus service
information, or equivalent, in
accordance with DAL’s maintenance or
inspection program. If necessary,
operators may request approval of an
AMOC using the procedures specified
in paragraph (i)(1) of this AD. The AD
has not been changed in this regard.
Conclusion
The FAA reviewed the relevant data,
considered the comments received, and
determined that air safety and the
public interest require adopting this
final rule with the changes described
previously and minor editorial changes.
The FAA has determined that these
minor changes:
• Are consistent with the intent that
was proposed in the NPRM for
addressing the unsafe condition; and
• Do not add any additional burden
upon the public than was already
proposed in the NPRM.
The FAA also determined that these
changes will not increase the economic
burden on any operator or increase the
scope of this final rule.
Related IBR Material Under 1 CFR Part
51
EASA AD 2019–0067R1 describes
procedures for repetitive HFEC
inspections of the horizontal upper
stiffener of the lateral window frame on
the right-hand (RH) and left-hand (LH)
sides for any cracking, and applicable
related investigative and corrective
actions. This material 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
The FAA estimates that this AD
affects 1,291 airplanes of U.S. registry.
The FAA estimates the following costs
to comply with this AD:
ESTIMATED COSTS FOR REQUIRED ACTIONS
Labor cost
Parts cost
Cost per
product
Cost on U.S.
operators
9 work-hours × $85 per hour = $765 ..........................................................................................
$0
$765
$987,615
The FAA estimates the following
costs to do any necessary on-condition
actions that would be required based on
the results of any required actions. The
FAA has no way of determining the
number of aircraft that might need these
on-condition actions:
ESTIMATED COSTS OF ON-CONDITION ACTIONS *
Labor cost
Cost per
product
Parts cost
Up to 13 work-hours × $85 per hour = Up to $1,105 ..........................................................................................
$0
Up to $1,105.
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* Table does not include estimated costs for reporting and on-condition repairs. The FAA has received no definitive data that would enable the
agency to provide cost estimates for the on-condition repairs specified in this AD.
The FAA estimates that it would take
about 1 work-hour per product to
comply with the on-condition reporting
requirement in this AD. The average
labor rate is $85 per hour. Based on
these figures, the FAA estimates the cost
of reporting the inspection results on
U.S. operators to be $85 per product.
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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
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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. Send comments
regarding this burden estimate or any
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other aspect of this collection of
information, including suggestions for
reducing this burden to Information
Collection Clearance Officer, Federal
Aviation Administration, 10101
Hillwood Parkway, Fort Worth, TX
76177–1524.
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.
The FAA is 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.
This AD is issued in accordance with
authority delegated by the Executive
Director, Aircraft Certification Service,
as authorized by FAA Order 8000.51C.
In accordance with that order, issuance
of ADs is normally a function of the
Compliance and Airworthiness
Division, but during this transition
period, the Executive Director has
delegated the authority to issue ADs
applicable to transport category
airplanes and associated appliances to
the Director of the System Oversight
Division.
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Regulatory Findings
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) Will not affect intrastate aviation
in Alaska, and
(3) 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.
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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):
■
2019–24–13 Airbus SAS: Amendment 39–
21002; Docket No. FAA–2019–0481;
Product Identifier 2019–NM–058–AD.
(a) Effective Date
This AD is effective February 3, 2020.
(b) Affected ADs
None.
(c) Applicability
This AD applies to Airbus SAS airplanes
identified in paragraphs (c)(1) through (4) of
this AD, certificated in any category, as
identified in European Union Aviation Safety
Agency (EASA) AD 2019–0067R1, dated
September 11, 2019 (‘‘EASA AD 2019–
0067R1’’).
(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, –216,
–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 53, Fuselage.
(e) Reason
This AD was prompted by a report that
during a maintenance check, cracks were
found in an upper stiffener of the lateral
window frame at the frame 4 upper
attachment. The FAA is issuing this AD to
address cracking of the horizontal upper
stiffener of the lateral window frame, which
could reduce the structural integrity of the
fuselage.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Requirements
Except as specified in paragraph (h) of this
AD: Comply with all required actions and
compliance times specified in, and in
accordance with, EASA AD 2019–0067R1.
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(h) Exceptions to EASA AD 2019–0067R1
(1) For purposes of determining
compliance with the requirements of this AD:
Where EASA AD 2019–0067R1 refers to its
effective date, this AD requires using the
effective date of this AD.
(2) The ‘‘Remarks’’ section of EASA AD
2019–0067R1 does not apply to this AD.
(3) Paragraph (7) of EASA AD 2019–
0067R1 specifies to report certain inspection
results to Airbus. For this AD, report those
inspection results at the applicable time
specified in paragraph (h)(3)(i) or (ii) of this
AD.
(i) If the inspection was done on or after
the effective date of this AD: Submit the
report within 90 days after the inspection.
(ii) If the inspection was done before the
effective date of this AD: Submit the report
within 90 days after the effective date of this
AD.
(i) Other FAA AD Provisions
The following provisions also apply to this
AD:
(1) Alternative Methods of Compliance
(AMOCs): The Manager, International
Section, Transport Standards Branch, 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 Section, send it
to the attention of the person identified in
paragraph (j) of this AD. 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.
(2) Contacting the Manufacturer: For any
requirement in this AD to obtain instructions
from a manufacturer, the instructions must
be accomplished using a method approved
by the Manager, International Section,
Transport Standards Branch, FAA; or EASA;
or Airbus SAS’s EASA Design Organization
Approval (DOA). If approved by the DOA,
the approval must include the DOAauthorized signature.
(3) Required for Compliance (RC): For any
service information referenced in EASA AD
2019–0067R1 that contains RC procedures
and tests: Except as required by (i)(2) of this
AD, RC 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.
(4) Paperwork Reduction Act Burden
Statement: 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
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Federal Register / Vol. 84, No. 249 / Monday, December 30, 2019 / Rules and Regulations
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 1 hour per
response, including the time for reviewing
instructions, completing and reviewing the
collection of information. All responses to
this collection of information are mandatory.
Send comments regarding this burden
estimate or any other aspect of this collection
of information, including suggestions for
reducing this burden to Information
Collection Clearance Officer, Federal
Aviation Administration, 10101 Hillwood
Parkway, Fort Worth, TX 76177–1524.
For more information about this AD,
contact Sanjay Ralhan, Aerospace Engineer,
International Section, Transport Standards
Branch, FAA, 2200 South 216th St., Des
Moines, WA 98198; telephone and fax 206–
231–3223.
(k) Material Incorporated by Reference
khammond on DSKJM1Z7X2PROD with RULES
(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) European Union Aviation Safety Agency
(EASA) AD 2019–0067R1, dated September
11, 2019.
(ii) [Reserved]
(3) For information about EASA AD 2019–
0067R1, contact the EASA, KonradAdenauer-Ufer 3, 50668 Cologne, Germany;
telephone +49 221 89990 6017; email ADs@
easa.europa.eu; internet
www.easa.europa.eu. You may find this
EASA AD on the EASA website at https://
ad.easa.europa.eu.
(4) You may view this material at the FAA,
Transport Standards Branch, 2200 South
216th St., Des Moines, WA. For information
on the availability of this material at the
FAA, call 206–231–3195. This material may
be found in the AD docket on the internet at
https://www.regulations.gov by searching for
and locating Docket No. FAA–2019–0481.
(5) You may view this material that is
incorporated by reference at the National
Archives and Records Administration
(NARA). For information on the availability
of this material at NARA, email fedreg.legal@
nara.gov, or go to: https://www.archives.gov/
federal-register/cfr/ibr-locations.html.
Issued in Des Moines, Washington, on
December 4, 2019.
Michael Kaszycki,
Acting Director, System Oversight Division,
Aircraft Certification Service.
[FR Doc. 2019–28069 Filed 12–27–19; 8:45 am]
BILLING CODE 4910–13–P
16:33 Dec 27, 2019
14 CFR Part 39
Examining the AD Docket
[Docket No. FAA–2019–0980; Product
Identifier 2019–NM–180–AD; Amendment
39–21004; AD 2019–24–15]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule; request for
comments.
AGENCY:
The FAA is adopting an
airworthiness directive (AD) for certain
The Boeing Company Model 737–900ER
series airplanes. This AD requires
replacement of nonconforming head
strike pads with conforming head strike
pads. This AD was prompted by a report
of nonconforming head strike pads on
the left and right mid exit doors. The
FAA is issuing this AD to address the
unsafe condition on these products.
DATES: This AD is effective January 14,
2020.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of January 14, 2020.
The FAA must receive comments on
this AD by February 13, 2020.
ADDRESSES: You may send comments,
using the procedures found in 14 CFR
11.43 and 11.45, by any of the following
methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE,
Washington, DC 20590.
• Hand Delivery: Deliver to Mail
address above between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
For service information identified in
this AD, contact Boeing Commercial
Airplanes, Attention: Contractual & Data
Services (C&DS), 2600 Westminster
Blvd., MC 110–SK57, Seal Beach, CA
90740–5600; phone: 562–797–1717;
internet: https://
www.myboeingfleet.com. You may view
this referenced service information at
the FAA, Transport Standards Branch,
2200 South 216th St., Des Moines, WA.
For information on the availability of
this material at the FAA, call 206–231–
3195. It is also available on the internet
SUMMARY:
(j) Related Information
VerDate Sep<11>2014
Federal Aviation Administration
at https://www.regulations.gov by
searching for and locating Docket No.
FAA–2019–0980.
DEPARTMENT OF TRANSPORTATION
Jkt 250001
PO 00000
Frm 00058
Fmt 4700
Sfmt 4700
You may examine the AD docket on
the internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2019–
0980; 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 final rule, the regulatory
evaluation, any comments received, and
other information. The street address for
Docket Operations is listed above.
Comments will be available in the AD
docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT:
Allie Buss, Aerospace Engineer, Cabin
Safety and Environmental Systems
Section, FAA, Seattle ACO Branch, 2200
South 216th St., Des Moines, WA 98198;
phone and fax: 206–231–3564; email:
allison.buss@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
The FAA has received a report
indicating that nonconforming head
strike pads were installed on the left
and right mid exit doors in the
passenger compartment of certain
Boeing Model 737–900ER series
airplanes. The nonconforming head
strike pads were fabricated using eight
bonded layers of 1⁄8-inch-thick foam,
instead of the required 1-inch-thick
continuous foam. This condition, if not
addressed, could result in injury to
passengers in an otherwise survivable
emergency landing and potentially
block passenger egress.
Related Service Information Under 1
CFR Part 51
The FAA reviewed Boeing Special
Attention Requirements Bulletin 737–
25–1831 RB, dated September 24, 2019.
This service information describes
procedures for replacement of
nonconforming head strike pads with
conforming head strike pads on the left
and right mid exit doors. 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.
FAA’s Determination
The FAA is issuing this AD because
the FAA evaluated all the relevant
information and determined the unsafe
condition described previously is likely
to exist or develop in other products of
the same type design.
E:\FR\FM\30DER1.SGM
30DER1
]]>Agencies
[Federal Register Volume 84, Number 249 (Monday, December 30, 2019)]
[Rules and Regulations]
[Pages 71788-71792]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2019-28069]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2019-0481; Product Identifier 2019-NM-058-AD; Amendment
39-21002; AD 2019-24-13]
RIN 2120-AA64
Airworthiness Directives; Airbus SAS Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: The FAA is adopting a new airworthiness directive (AD) for
certain Airbus SAS Model A318 series airplanes, Model A319-111, -112, -
113, -114, -115, -131, -132, and -133 airplanes; Model A320-211, -212,
-214, -216, -231, -232, and -233 airplanes; and Model A321-111, -112, -
131, -211, -212, -213, -231, and -232 airplanes. This AD was prompted
by a report that during a maintenance check, cracks were found in a
stiffener of a certain lateral window frame. This AD requires
repetitive high frequency eddy current (HFEC) inspections for cracking
of a stiffener of a certain lateral window frame, and applicable
related investigative and corrective actions, as specified in a
European Union Aviation Safety Agency (EASA) AD, which is incorporated
by reference. The FAA is issuing this AD to address the unsafe
condition on these products.
DATES: This AD is effective February 3, 2020.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of February 3,
2020.
ADDRESSES: For the material incorporated by reference (IBR) in this AD,
contact the EASA, Konrad-Adenauer-Ufer 3, 50668 Cologne, Germany;
telephone +49 221 89990 1000; email [email protected]; internet
www.easa.europa.eu. You may find this IBR material on the EASA website
at https://ad.easa.europa.eu. You may view this IBR material at the
FAA, Transport Standards Branch, 2200 South 216th St., Des Moines, WA.
For information on the availability of this material at the FAA, call
206-231-3195. It is also available in the AD docket on the internet at
https://www.regulations.gov by searching for and locating Docket No.
FAA-2019-0481.
Examining the AD Docket
You may examine the AD docket on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2019-
0481; or in person at Docket Operations between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays. The AD docket contains
this final rule, the regulatory evaluation, any comments received, and
other information. The address for Docket Operations is 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: Sanjay Ralhan, Aerospace Engineer,
International Section, Transport Standards Branch, FAA, 2200 South
216th St., Des Moines, WA 98198; telephone and fax 206-231-3223.
SUPPLEMENTARY INFORMATION:
Discussion
The EASA, which is the Technical Agent for the Member States of the
European Union, has issued EASA AD 2019-0067R1, dated September 11,
2019 (``EASA AD 2019-0067R1'') (also referred to as the Mandatory
Continuing Airworthiness Information, or ``the MCAI''), to correct an
unsafe condition for certain Airbus SAS Model A318 series airplanes,
Model A319-111, -112, -113, -114, -115, -131, -132, and -133 airplanes;
Model A320-211, -212, -214, -215, -216, -231, -232, and -233 airplanes;
and Model A321-111, -112, -131, -211, -212, -213, -231, and -232
airplanes. Model A320-215 airplanes are not on the U.S. Register; this
AD therefore does not include those airplanes in the applicability.
The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 by adding an AD that would apply to all Airbus SAS Model
A318 series airplanes, Model A319-111, -112, -113, -114, -115, -131, -
132, and -133 airplanes; Model A320-211, -212, -214, -216, -231, -232,
and -233 airplanes; and Model A321-111, -112, -131, -211, -212, -213, -
231, and -232 airplanes. The NPRM published in the Federal Register on
June 24, 2019 (84 FR 29426). The NPRM was prompted by a report that
during a maintenance check, cracks were found in a stiffener of a
certain lateral window frame. The NPRM proposed to require repetitive
HFEC inspections for cracking of a stiffener of a certain lateral
window frame, and applicable related investigative and corrective
actions.
The FAA is issuing this AD to address cracking of the horizontal
upper
[[Page 71789]]
stiffener of the lateral window frame, which could reduce the
structural integrity of the fuselage. See the MCAI for additional
background information.
Comments
The FAA gave the public the opportunity to participate in
developing this final rule. The following presents the comments
received on the NPRM and the FAA's response to each comment.
Request To Revise the Applicability
Emirates Airlines (EAD) requested that the FAA exclude Model A319-
115 VIP airplanes from the applicability. EAD commented that the
proposed inspection requirements are related to airworthiness
limitations (ALI) task 531105-02-1 and ALI task 531105-01-1. EAD also
commented that these ALI tasks are not applicable to Model A319-115 VIP
airplanes, and after reporting this to EASA, EASA confirmed that this
is correct. EAD stated that the EASA AD has been revised to remove
Model A319-115 VIP airplanes from the applicability.
The FAA agrees with the commenter's request. This AD now references
EASA AD 2019-0067R1. The applicability in paragraph (c) of this AD is
now limited to the airplanes identified in AD 2019-0067R1, which
excludes certain Model A318 and A319 airplanes, including those
identified by EAD. It has been determined that certain Model A318 and
A319 airplane configurations could be removed from the applicability of
this AD as the compliance time for the initial inspection is beyond the
maintenance program publication trigger for those configurations.
Request To Clarify the Applicability
Delta Airlines (DAL) asked whether all manufacturer serial numbers
are affected regardless of the applicability specified in EASA AD 2019-
0067. DAL stated that in ``Required Action(s) and Compliance Time(s)''
of EASA AD 2019-0067, operators are instructed to accomplish a special
detailed inspection of each affected part ``in accordance with'' the
instructions of the applicable service information. DAL commented that
the referenced service information is missing several airplane
manufacturer serial numbers.
The FAA agrees to clarify. If there is a discrepancy between the
applicability of this AD and the effectivity of the service
information, then this AD takes precedence. As noted previously, the
applicability of this AD is now limited to the airplanes identified in
EASA AD 2019-0067R1. This AD has not been revised regarding this issue.
First Request To Revise the Compliance Time for Reporting
American Airlines (AAL) and United Airlines (UAL) requested that
the compliance time for reporting be revised to match that of EASA AD
2019-0067, which is 90 days instead of 30 days as specified in the
proposed AD. AAL stated that the requirement to submit inspection
results within 30 days would put an undue burden on its operations.
The FAA agrees with the commenters' request. The FAA's standard
compliance time for an AD reporting requirement is 30 days; however,
the FAA has determined that 90 days is acceptable for this AD.
Therefore, the compliance times in paragraphs (h)(3)(i) and (ii) of
this AD have been revised to 90 days, which matches the compliance time
for reporting in EASA AD 2019-0067R1.
Second Request To Revise the Compliance Time for Reporting
DAL requested that the NPRM allow up to 30 days following the
return-to-service date of the visit instead of 30 days from the finding
to comply with the reporting requirement. DAL stated that while the
visit is ongoing, all of the paperwork remains with the airplane, so
while engineering may be aware of the finding, it may not yet have
access to the details of the finding or repair until after the visit is
closed and the files are sent to the central repository.
The FAA disagrees with the commenter's request. Each operator has a
unique AD management program, which comprises methods for demonstrating
compliance with the AD in accordance with the applicable operational
regulations; therefore, the FAA cannot prescribe or modify an AD based
on an individual operator's unique methods of preparing the airplane
for compliance. As noted previously, the compliance time for reporting
has been changed from 30 to 90 days in this AD. In addition, operators
may request approval of an alternative method of compliance (AMOC)
using the procedures in paragraph (i)(1) of this AD to request a
different compliance time. This AD has not been revised regarding this
issue.
Request Regarding No Findings
DAL requested that inspections with no findings not be required to
be reported.
The FAA disagrees with the commenter's request. Reporting all
findings from the inspections is necessary to assess the extent of the
problem in the affected fleet and to develop any additional corrective
action that may be necessary. This AD has not been revised regarding
this issue.
Request To Include Methods for Reporting and OMB Control Number
DAL requested that the FAA specifically include a ``Reporting
Requirements'' paragraph in the proposed AD and provide the largest
number of methods for submitting the report (e.g., email, fax, letter,
Airbus Tech Request, service bulletin reporting on the Airbus website).
DAL stated that the reporting requirement paragraph should also include
the ``AD Manual'' identifying the ``what, how, and when,'' and that the
``OMB 2120-0056 approved'' statement should be included in the
regulatory text of the proposed AD, instead of the preamble.
The FAA would like to clarify that the specific reporting
requirements are specified in paragraph (h)(3) of this AD and paragraph
(7) of EASA AD 2019-0067R1. For clarification, this AD allows the
reporting methods that are specified in the service information
identified in EASA AD 2019-0067R1, including the methods mentioned by
DAL. When reporting is required, the FAA currently includes the OMB
Control Number in both the preamble and regulatory text of an AD. OMB
Control Number 2120-0056 is included in paragraph (i)(4) of this AD.
This AD has not been revised regarding this issue.
Request To Revise Certain Language in the Proposed AD
DAL requested that the language in the proposed AD reflect the
corrosion inhibiting compound (CIC) control in the corrosion prevention
control program (CPCP) with a statement such as ``Reapplication of CICs
may be controlled by the operator's CPCP program instead of this SB''
or ``Reapplication of CICs is not an RC [Required for Compliance]
step.'' DAL stated that this proposed language could be added to the
``Requirements'' paragraph, the ``Exceptions to EASA AD 2019-0067''
paragraph, or the ``Other FAA AD Provisions'' paragraph in the proposed
AD.
DAL commented that the service information states that all steps in
the ``Procedure and Test'' sections are RC. DAL added that some of
those procedural steps include re-applying CICs. DAL also stated that
the referenced service information is not related to corrosion, and
these steps might be part of the modification but should not be RC. DAL
commented that since the choice of CICs is under the operators' control
within their CPCP program, operators may have to request
[[Page 71790]]
approval of an AMOC to use their standard CIC rather than what is
specified in the service information. DAL also commented that an
operator may have to use an old or out-of-date CIC because it is listed
in older service information.
The FAA disagrees with the commenter's request. The EASA and Airbus
approved the applicable protective finish as a required step to
mitigate the risk addressed in this AD, and the FAA agrees that this
step should be required. DAL has not proposed an alternative CIC or
justified the need for an alternative CIC to complete the protective
finish step. Each operator has its own unique CPCP, which may not
contain information relative to mitigating the risk addressed in this
AD. Operators may request approval of an AMOC using the procedures in
paragraph (i)(1) of this AD for using an alternative CIC. This AD has
not been revised regarding this issue.
Request To Work on the Airplane Under Certain Circumstances
DAL requested that the FAA revise the proposed AD to allow work on
the airplane while it is on jacks, and to define when the operator can
or cannot move it (the jacks). DAL stated that since the accomplishment
of the proposed AD must be ``in accordance with'' the service
information, ``basic airplane configuration'' will result in
accomplishing the inspections while the airplane is not on jacks. DAL
also stated that it has many visits requiring the airplane to be jacked
and routinely accomplishes multiple tasks simultaneously during service
visits. DAL commented that requiring the service information to be
accomplished during that portion of the visit with the weight on wheels
limits the ability for the operator to perform the work.
The FAA disagrees with the commenter's request. The FAA cannot
prescribe or modify an AD based on an individual operator's unique
methods of preparing the airplane for compliance. The FAA encourages
DAL to work with the FAA certificate management office in establishing
methods needed to prepare the airplane for AD-related work using either
Airbus service information, or equivalent, in accordance with DAL's
maintenance or inspection program. If necessary, operators may request
approval of an AMOC using the procedures specified in paragraph (i)(1)
of this AD. The AD has not been changed in this regard.
Conclusion
The FAA reviewed the relevant data, considered the comments
received, and determined that air safety and the public interest
require adopting this final rule with the changes described previously
and minor editorial changes. The FAA has determined that these minor
changes:
Are consistent with the intent that was proposed in the
NPRM for addressing the unsafe condition; and
Do not add any additional burden upon the public than was
already proposed in the NPRM.
The FAA also determined that these changes will not increase the
economic burden on any operator or increase the scope of this final
rule.
Related IBR Material Under 1 CFR Part 51
EASA AD 2019-0067R1 describes procedures for repetitive HFEC
inspections of the horizontal upper stiffener of the lateral window
frame on the right-hand (RH) and left-hand (LH) sides for any cracking,
and applicable related investigative and corrective actions. This
material 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
The FAA estimates that this AD affects 1,291 airplanes of U.S.
registry. The FAA estimates the following costs to comply with this AD:
Estimated Costs for Required Actions
----------------------------------------------------------------------------------------------------------------
Cost per Cost on U.S.
Labor cost Parts cost product operators
----------------------------------------------------------------------------------------------------------------
9 work-hours x $85 per hour = $765........................... $0 $765 $987,615
----------------------------------------------------------------------------------------------------------------
The FAA estimates the following costs to do any necessary on-
condition actions that would be required based on the results of any
required actions. The FAA has no way of determining the number of
aircraft that might need these on-condition actions:
Estimated Costs of On-Condition Actions *
------------------------------------------------------------------------
Labor cost Parts cost Cost per product
------------------------------------------------------------------------
Up to 13 work-hours x $85 per $0 Up to $1,105.
hour = Up to $1,105.
------------------------------------------------------------------------
* Table does not include estimated costs for reporting and on-condition
repairs. The FAA has received no definitive data that would enable the
agency to provide cost estimates for the on-condition repairs
specified in this AD.
The FAA estimates that it would take about 1 work-hour per product
to comply with the on-condition reporting requirement in this AD. The
average labor rate is $85 per hour. Based on these figures, the FAA
estimates the cost of reporting the inspection results on U.S.
operators to be $85 per product.
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. Send comments regarding this burden estimate or
any
[[Page 71791]]
other aspect of this collection of information, including suggestions
for reducing this burden to Information Collection Clearance Officer,
Federal Aviation Administration, 10101 Hillwood Parkway, Fort Worth, TX
76177-1524.
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.
The FAA is 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.
This AD is issued in accordance with authority delegated by the
Executive Director, Aircraft Certification Service, as authorized by
FAA Order 8000.51C. In accordance with that order, issuance of ADs is
normally a function of the Compliance and Airworthiness Division, but
during this transition period, the Executive Director has delegated the
authority to issue ADs applicable to transport category airplanes and
associated appliances to the Director of the System Oversight Division.
Regulatory Findings
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) Will not affect intrastate aviation in Alaska, and
(3) 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):
2019-24-13 Airbus SAS: Amendment 39-21002; Docket No. FAA-2019-0481;
Product Identifier 2019-NM-058-AD.
(a) Effective Date
This AD is effective February 3, 2020.
(b) Affected ADs
None.
(c) Applicability
This AD applies to Airbus SAS airplanes identified in paragraphs
(c)(1) through (4) of this AD, certificated in any category, as
identified in European Union Aviation Safety Agency (EASA) AD 2019-
0067R1, dated September 11, 2019 (``EASA AD 2019-0067R1'').
(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, -216, -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 53, Fuselage.
(e) Reason
This AD was prompted by a report that during a maintenance
check, cracks were found in an upper stiffener of the lateral window
frame at the frame 4 upper attachment. The FAA is issuing this AD to
address cracking of the horizontal upper stiffener of the lateral
window frame, which could reduce the structural integrity of the
fuselage.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Requirements
Except as specified in paragraph (h) of this AD: Comply with all
required actions and compliance times specified in, and in
accordance with, EASA AD 2019-0067R1.
(h) Exceptions to EASA AD 2019-0067R1
(1) For purposes of determining compliance with the requirements
of this AD: Where EASA AD 2019-0067R1 refers to its effective date,
this AD requires using the effective date of this AD.
(2) The ``Remarks'' section of EASA AD 2019-0067R1 does not
apply to this AD.
(3) Paragraph (7) of EASA AD 2019-0067R1 specifies to report
certain inspection results to Airbus. For this AD, report those
inspection results at the applicable time specified in paragraph
(h)(3)(i) or (ii) of this AD.
(i) If the inspection was done on or after the effective date of
this AD: Submit the report within 90 days after the inspection.
(ii) If the inspection was done before the effective date of
this AD: Submit the report within 90 days after the effective date
of this AD.
(i) Other FAA AD Provisions
The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager,
International Section, Transport Standards Branch, 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 Section, send it to the attention of
the person identified in paragraph (j) of this AD. Information may
be emailed to: [email protected]. 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.
(2) Contacting the Manufacturer: For any requirement in this AD
to obtain instructions from a manufacturer, the instructions must be
accomplished using a method approved by the Manager, International
Section, Transport Standards Branch, FAA; or EASA; or Airbus SAS's
EASA Design Organization Approval (DOA). If approved by the DOA, the
approval must include the DOA-authorized signature.
(3) Required for Compliance (RC): For any service information
referenced in EASA AD 2019-0067R1 that contains RC procedures and
tests: Except as required by (i)(2) of this AD, RC 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.
(4) Paperwork Reduction Act Burden Statement: 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
[[Page 71792]]
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 1
hour per response, including the time for reviewing instructions,
completing and reviewing the collection of information. All
responses to this collection of information are mandatory. Send
comments regarding this burden estimate or any other aspect of this
collection of information, including suggestions for reducing this
burden to Information Collection Clearance Officer, Federal Aviation
Administration, 10101 Hillwood Parkway, Fort Worth, TX 76177-1524.
(j) Related Information
For more information about this AD, contact Sanjay Ralhan,
Aerospace Engineer, International Section, Transport Standards
Branch, FAA, 2200 South 216th St., Des Moines, WA 98198; telephone
and fax 206-231-3223.
(k) 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) European Union Aviation Safety Agency (EASA) AD 2019-0067R1,
dated September 11, 2019.
(ii) [Reserved]
(3) For information about EASA AD 2019-0067R1, contact the EASA,
Konrad-Adenauer-Ufer 3, 50668 Cologne, Germany; telephone +49 221
89990 6017; email [email protected]; internet www.easa.europa.eu.
You may find this EASA AD on the EASA website at https://ad.easa.europa.eu.
(4) You may view this material at the FAA, Transport Standards
Branch, 2200 South 216th St., Des Moines, WA. For information on the
availability of this material at the FAA, call 206-231-3195. This
material may be found in the AD docket on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-
2019-0481.
(5) You may view this material that is incorporated by reference
at the National Archives and Records Administration (NARA). For
information on the availability of this material at NARA, email
[email protected], or go to: https://www.archives.gov/federal-register/cfr/ibr-locations.html.
Issued in Des Moines, Washington, on December 4, 2019.
Michael Kaszycki,
Acting Director, System Oversight Division, Aircraft Certification
Service.
[FR Doc. 2019-28069 Filed 12-27-19; 8:45 am]
BILLING CODE 4910-13-P
