
[Federal Register: August 4, 2010 (Volume 75, Number 149)]
[Proposed Rules]               
[Page 46873-46877]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr04au10-13]                         

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2008-0670; Directorate Identifier 2007-NM-339-AD]
RIN 2120-AA64

 
Airworthiness Directives; Airbus Model A318-111 and A318-112 
Airplanes and Model A319, A320, and A321 Series Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Supplemental notice of proposed rulemaking (NPRM); reopening of 
comment period.

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SUMMARY: We are revising an earlier NPRM for the products listed above. 
This action revises the earlier NPRM by expanding the scope. This 
proposed AD results from mandatory continuing airworthiness information 
(MCAI) originated by an aviation authority of another country to 
identify and correct an unsafe condition on an aviation product. The 
MCAI describes the unsafe condition as:

    Damage to the lower lateral fittings of the 80VU rack, typically 
elongated holes, migrated bushes [bushings], and/or missing bolts 
have been reported in-service. In addition damage to the lower 
central support fitting (including cracking) has been reported.
    In the worst case scenario a complete failure of the 80VU 
fittings in combination with a high load factor or strong vibration 
could lead to failure of the rack structure and/or computers or 
rupture/disconnection of the cable harnesses to one or more 
computers located in the 80VU. This rack contains computers for 
Flight Controls, Communication and Radio-navigation. These functions 
are duplicated across other racks but during critical phases of 
flight the multiple system failures/re-configuration may constitute 
an unsafe condition.
* * * * *
The proposed AD would require actions that are intended to address the 
unsafe condition described in the MCAI.

DATES: We must receive comments on this proposed AD by August 30, 2010.

ADDRESSES: You may send comments by any of the following methods:
     Federal eRulemaking Portal: Go to http://
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: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-40, 1200 New 
Jersey Avenue, SE., Washington, DC, between 9 a.m. and 5 p.m., Monday 
through Friday, except Federal holidays.
    For service information identified in this proposed AD, contact 
Airbus, Airworthiness Office--EAS, 1 Rond Point Maurice Bellonte, 31707 
Blagnac Cedex, France; telephone +33 5 61 93 36 96; fax +33 5 61 93 44 
51; e-mail: account.airworth-eas@airbus.com; Internet http://
www.airbus.com. You may review copies of the referenced service 
information at the FAA, Transport Airplane Directorate, 1601 Lind 
Avenue, SW., Renton, Washington. For information on the availability of 
this material at the FAA, call 425-227-1221.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://
www.regulations.gov; or in person at the Docket Operations office 
between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The AD docket contains this proposed AD, the regulatory 
evaluation, any comments received, and other information. The street 
address for the Docket Operations office (telephone (800) 647-5527) is 
in the ADDRESSES section. Comments will be available in the AD docket 
shortly after receipt.

FOR FURTHER INFORMATION CONTACT: Tim Dulin, Aerospace Engineer, 
International Branch, ANM-116, Transport Airplane Directorate, FAA, 
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425) 
227-2141; fax (425) 227-1149.

SUPPLEMENTARY INFORMATION:

Comments Invited

    We invite you to send any written relevant data, views, or 
arguments about this proposed AD. Send your comments to an address 
listed under the ADDRESSES section. Include ``Docket No. FAA-2008-0670; 
Directorate Identifier 2007-NM-339-AD'' at the beginning of your 
comments. We specifically invite comments on the overall regulatory, 
economic, environmental, and energy aspects of this proposed AD. We 
will consider all comments received by the closing date and may amend 
this proposed AD based on those comments.
    We will post all comments we receive, without change, to http://
www.regulations.gov, including any personal information you provide. We 
will also post a report summarizing each substantive verbal contact we 
receive about this proposed AD.

[[Page 46874]]

Discussion

    We proposed to amend 14 CFR part 39 with an earlier NPRM for the 
specified products, which was published in the Federal Register on June 
24, 2008 (73 FR 35601). That earlier NPRM proposed to require actions 
intended to address the unsafe condition for the products listed above.
    Since that NPRM was issued, the European Aviation Safety Agency 
(EASA), which is the Technical Agent for the Member States of the 
European Community, has issued EASA Airworthiness Directive 2007-
0276R1, dated March 18, 2010 (corrected April 12, 2010) (referred to 
after this as ``the MCAI''), to revise EASA AD 2007-0276, dated October 
26, 2007, which we referred to in the NPRM. The MCAI adds an optional 
terminating action to the repetitive inspections. The MCAI states:

    Damage to the lower lateral fittings of the 80VU rack, typically 
elongated holes, migrated bushes [bushings], and/or missing bolts 
have been reported in-service. In addition damage to the lower 
central support fitting (including cracking) has been reported.
    In the worst case scenario a complete failure of the 80VU 
fittings in combination with a high load factor or strong vibration 
could lead to failure of the rack structure and/or computers or 
rupture/disconnection of the cable harnesses to one or more 
computers located in the 80VU. This rack contains computers for 
Flight Controls, Communication and Radio-navigation. These functions 
are duplicated across other racks but during critical phases of 
flight the multiple system failures/re-configuration may constitute 
an unsafe condition.
    For the reasons described above, EASA AD 2007-0276 was issued to 
require repetitive [detailed] inspection of the lower lateral 80VU 
fittings for damage and [repetitive detailed] inspection of the 
lower central 80VU support for damage and cracking, and the 
accomplishment of associated corrective actions, depending on 
findings.
    Since AD 2007-0276 was issued, Airbus introduced a new 
reinforced lower central support for the 80VU.
    This [EASA] AD has been revised to introduce the new reinforced 
lower central support as an optional terminating action to the 
repetitive inspections.
* * * * *
The associated corrective actions include repair or replacement of the 
lower lateral fittings and/or replacement of the lower central support. 
Modifying the 80VU lower lateral fittings (the modification includes 
replacing the 80VU lower lateral fittings) eliminates the need for the 
repetitive inspection of the lower lateral fittings. Replacing the 80VU 
lower central support (i.e., replacing the pyramid fitting on the 80VU 
rack with a new, reinforced fitting) eliminates the need for the 
repetitive inspection of the lower central support. You may obtain 
further information by examining the MCAI in the AD docket.

    Also, we have determined that for any cracking found during an 
inspection specified in paragraph (i) of this supplemental NPRM 
(referred to as paragraph (f)(3) in the NPRM), the corrective action 
specified in paragraph (j) of this supplemental NPRM (referred to as 
paragraph (f)(4) in the NPRM) must be done before further flight. Our 
policy specifies the requirement to repair known cracks before further 
flight (though we might make exceptions to this policy in certain cases 
of unusual need, as discussed below). This policy is based on the fact 
that such damaged airplanes do not conform to the FAA-certificated type 
design and, therefore, are not airworthy until a properly approved 
repair is made. We consider the compliance times in this AD to be 
adequate to allow operators to acquire parts to have on hand in the 
event that a crack is detected during inspection. Therefore, we have 
determined that, due to the safety implications and consequences 
associated with such cracking, any subject 80VU rack lower central 
support that is found to be cracked must be replaced or modified before 
further flight.
    Also, since the NPRM was issued, the AD format has been revised, 
and certain paragraphs have been rearranged. As a result, the 
corresponding paragraph identifiers have changed in this supplemental 
NPRM.

Comments

    We have considered the following comments received on the earlier 
NPRM.

Requests To Include Optional Terminating Action

    Northwest Airlines, and Air Transport Association (ATA) on behalf 
of its members United Airlines and US Airways, request that we refer to 
a new Airbus service bulletin under development that provides a 
permanent terminating action for the central support fitting. United 
points out that the terminating action is preferable because the 
inspection proposed in the NPRM is intrusive to aircraft systems and 
very time consuming.
    We agree with the commenters' request to refer to the new Airbus 
service information as the appropriate source of service information 
for modification of the central support. Since issuance of the NPRM, 
Airbus has issued Service Bulletin A320-53-1215, dated November 5, 
2008. That service bulletin describes procedures for replacing the 
lower central support of the 80VU rack with a new, reinforced support. 
We have added paragraph (k) to this supplemental NPRM to specify that 
doing this replacement terminates the requirements of paragraphs (g) 
and (i) of this AD. We have also revised paragraph (d) of this 
supplemental NPRM to include reference to the ATA Code 53: Fuselage, 
which is the subject of Airbus Service Bulletin A320-53-1215, dated 
November 5, 2008.

Explanation of Additional Revised Service Information

    Since we issued the NPRM, Airbus has issued Mandatory Service 
Bulletin A320-25A1555, Revision 01, including Appendix 1, dated 
February 18, 2008; and Mandatory Service Bulletin A320-25A1555, 
Revision 02, including Appendix 1, dated November 5, 2008. Airbus has 
also issued Service Bulletin A320-25-1557, Revision 01, dated February 
7, 2008; and Service Bulletin A320-25-1557, Revision 02, dated November 
5, 2008. (We referred to Airbus Service Bulletins A320-25A1555 and 
A320-25-1557, both dated June 14, 2007, in the NPRM as the appropriate 
source of service information for doing the proposed actions.) Airbus 
issued Revision 01 of those service bulletins to include minor 
improvements in the procedures. Airbus issued Revision 02 of those 
service bulletins to include a reference to the terminating action 
specified in Airbus Service Bulletin A320-53-1215, dated November 5, 
2008.
    No additional work is necessary for airplanes on which any revision 
of these service bulletins has been accomplished before the effective 
date of this AD; therefore, we have revised paragraphs (g) and (n) of 
this supplemental NPRM to refer to Revision 02 of Airbus Service 
Bulletins A320-25A1555 and A320-25-1557. We have also revised 
paragraphs (h) and (i) of this supplemental NPRM to refer to Revision 
02 of Airbus Mandatory Service Bulletin A320-25A1555. We have also 
revised this supplemental NPRM to include a new paragraph (l) to give 
credit for actions accomplished before the effective date of this AD in 
accordance with the Airbus service bulletins listed in Table 1 of this 
AD.

Clarification of Repetitive Interval

    We have revised the repetitive interval specified in paragraph 
(g)(2) of this supplemental NPRM (referred to as paragraph (f)(1)(i) in 
the NRPM) to specify that the next inspection must be done within 
24,000 flight cycles after doing the replacement and thereafter the

[[Page 46875]]

inspection must be done at intervals not to exceed 4,500 flight cycles. 
Paragraph (f)(1)(ii) of the NPRM specified a repetitive interval of 
24,000 flight cycles for airplanes on which the repair (replacement) 
had been done. However, after exceeding 24,000 flight cycles since the 
replacement, the inspections must be done at intervals not to exceed 
4,500 flight cycles in order to adequately address the identified 
unsafe condition.
    We have also revised the repetitive interval specified in paragraph 
(i)(2) of this supplemental NPRM (referred to as paragraph (f)(3)(ii) 
in the NRPM) to specify that the next inspection must be done within 
24,000 flight cycles after doing the repair or replacement and 
thereafter the inspection must be done at the applicable intervals 
specified in paragraph (i)(1)(i) or (i)(1)(ii) of this AD. Paragraph 
(f)(3)(ii) of the NPRM specified a repetitive interval of 24,000 flight 
cycles for airplanes on which the repair or replacement had been done. 
However, after exceeding 24,000 flight cycles since the repair or 
replacement, the inspections must be done within the applicable 
intervals specified in paragraph (i)(1)(i) or (i)(1)(ii) of this AD in 
order to address the identified unsafe condition.
    We have also revised paragraphs (i)(1)(i) and (i)(1)(ii) of this AD 
(referred to as paragraphs (f)(3)(i)(A) and (f)(3)(i)(B) of the NPRM) 
by removing the phrase ``as of the effective date of the AD.'' The 
repetitive intervals specified in those paragraphs are not dependent on 
how many flight cycles the support has accumulated as of the effective 
date of the AD, e.g., for a lower central support that has accumulated 
23,000 total flight cycles (at the time the inspection specified in 
paragraph (i) is done), the inspection should be repeated at intervals 
not to exceed 4,500 flight cycles until the lower central support has 
accumulated 30,000 total flight cycles and then the inspection should 
be repeated at intervals not to exceed 500 flight cycles.

FAA's Determination and Requirements of This Proposed AD

    This product has been approved by the aviation authority of another 
country, and is approved for operation in the United States. Pursuant 
to our bilateral agreement with the State of Design Authority, we have 
been notified of the unsafe condition described in the MCAI and service 
information referenced above. We are proposing this AD because we 
evaluated all pertinent information and determined an unsafe condition 
exists and is likely to exist or develop on other products of the same 
type design.
    Certain changes described above expand the scope of the earlier 
NPRM. As a result, we have determined that it is necessary to reopen 
the comment period to provide additional opportunity for the public to 
comment on this proposed AD.

Differences Between This AD and the MCAI or Service Information

    We have reviewed the MCAI and related service information and, in 
general, agree with their substance. But we might have found it 
necessary to use different words from those in the MCAI to ensure the 
AD is clear for U.S. operators and is enforceable. In making these 
changes, we do not intend to differ substantively from the information 
provided in the MCAI and related service information.
    We might also have proposed different actions in this AD from those 
in the MCAI in order to follow FAA policies. Any such differences are 
highlighted in a Note within the proposed AD.

Costs of Compliance

    Based on the service information, we estimate that this proposed AD 
would affect about 678 products of U.S. registry. We also estimate that 
it would take about 82 work-hours per product to comply with the basic 
requirements of this proposed AD. The average labor rate is $85 per 
work-hour. Required parts would cost about $2,592 per product. Where 
the service information lists required parts costs that are covered 
under warranty, we have assumed that there will be no charge for these 
costs. As we do not control warranty coverage for affected parties, 
some parties may incur costs higher than estimated here. Based on these 
figures, we estimate the cost of the proposed AD on U.S. operators to 
be $6,483,036, or $9,562 per product.

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 proposed AD would not have federalism 
implications under Executive Order 13132. This proposed AD would 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 this proposed 
regulation:
    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); 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.
    We prepared a regulatory evaluation of the estimated costs to 
comply with this proposed AD and placed it in the AD docket.

List of Subjects in 14 CFR Part 39

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

The Proposed Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA proposes to amend 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.


Sec.  39.13  [Amended]

    2. The FAA amends Sec.  39.13 by adding the following new AD:

Airbus: Docket No. FAA-2008-0670; Directorate Identifier 2007-NM-
339-AD.

Comments Due Date

    (a) We must receive comments by August 30, 2010.

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to Airbus Model A318-111, A318-112, A319-
111, A319-112, A319-113, A319-114, A319-115, A319-131, A319-

[[Page 46876]]

132, A319-133, A320-111, A320-211, A320-212, A320-214, A320-231, 
A320-232, A320-233, A321-111, A321-112, A321-131, A321-211, A321-
212, A321-213, A321-231, and A321-232 airplanes, certificated in any 
category, all manufacturer serial numbers, except airplanes on which 
Airbus Modification 34804 has been embodied in production or on 
which Airbus Service Bulletins A320-25-1557 and A320-53-1215 have 
been done in service.

Subject

    (d) Air Transport Association (ATA) of America Code 25: 
Equipment/Furnishings, and Code 53: Fuselage.

Reason

    (e) The mandatory continuing airworthiness information (MCAI) 
states:

    Damage to the lower lateral fittings of the 80VU rack, typically 
elongated holes, migrated bushes [bushings], and/or missing bolts 
have been reported in-service. In addition damage to the lower 
central support fitting (including cracking) has been reported.
    In the worst case scenario a complete failure of the 80VU 
fittings in combination with a high load factor or strong vibration 
could lead to failure of the rack structure and/or computers or 
rupture/disconnection of the cable harnesses to one or more 
computers located in the 80VU. This rack contains computers for 
Flight Controls, Communication and Radio-navigation. These functions 
are duplicated across other racks but during critical phases of 
flight the multiple system failures/re-configuration may constitute 
an unsafe condition.
* * * * *

Compliance

    (f) You are responsible for having the actions required by this 
AD performed within the compliance times specified, unless the 
actions have already been done.

Repetitive Inspections of the 80V Rack Lower Lateral Fittings

    (g) Prior to the accumulation of 24,000 total flight cycles, or 
within 500 flight cycles after the effective date of this AD, 
whichever occurs later: Do a special detailed inspection of the 80VU 
rack lower lateral fittings for damage (e.g., broken fitting, 
missing bolts, migrated bushings, material burr, or rack in contact 
with the fitting) of the 80VU rack lower lateral fittings, in 
accordance with the Accomplishment Instructions of Airbus Mandatory 
Service Bulletin A320-25A1555, Revision 02, dated November 5, 2008. 
Repeat the inspection thereafter at the interval specified in 
paragraph (g)(1) or (g)(2) of this AD, as applicable. Modifying the 
80VU lower lateral fittings, in accordance with the Accomplishment 
Instructions of Airbus Service Bulletin A320-25-1557, Revision 02, 
dated November 5, 2008, terminates the inspection requirements of 
this paragraph.
    (1) For airplanes on which the 80VU rack lower lateral fittings 
have not been replaced in accordance with the Airbus Mandatory 
Service Bulletin A320-25A1555: Repeat the inspection thereafter at 
intervals not to exceed 4,500 flight cycles.
    (2) For airplanes on which the 80VU rack lower lateral fittings 
have been replaced in accordance with Airbus Mandatory Service 
Bulletin A320-25A1555: Do the next inspection within 24,000 flight 
cycles after doing the replacement and repeat the inspection 
thereafter at intervals not to exceed 4,500 flight cycles.
    (h) If any damage is found during any inspection required by 
paragraph (g) of this AD, do all applicable corrective actions 
(inspection and/or repair) in accordance with the Accomplishment 
Instructions and timeframes given in Airbus Mandatory Service 
Bulletin A320-25A1555, Revision 02, dated November 5, 2008.

Repetitive Inspections of the 80V Rack Lower Central Support

    (i) Prior to the accumulation of 24,000 total flight cycles, or 
within 500 flight cycles after the effective date of this AD, 
whichever occurs later: Do a special detailed inspection of the 80VU 
rack lower central support for cracking, in accordance with the 
Accomplishment Instructions of Airbus Mandatory Service Bulletin 
A320-25A1555, Revision 02, dated November 5, 2008. Repeat the 
inspection thereafter at the interval specified in paragraph (i)(1) 
or (i)(2) of this AD, as applicable. Replacing the pyramid fitting 
on the 80VU rack with a new, reinforced fitting, in accordance with 
the Accomplishment Instructions of Airbus Service Bulletin A320-53-
1215, dated November 5, 2008, terminates the inspection requirements 
of this paragraph.
    (1) For airplanes on which the 80VU rack lower central support 
has not been repaired or replaced in accordance with Airbus 
Mandatory Service Bulletin A320-25A1555 or Airbus Service Bulletin 
A320-25-1557: Repeat the inspection thereafter at the interval 
specified in paragraph (i)(1)(i) or (i)(1)(ii) of this AD, as 
applicable.
    (i) For airplanes on which the lower central support has 
accumulated 30,000 total flight cycles or more: At intervals not to 
exceed 500 flight cycles.
    (ii) For airplanes on which the lower central support has 
accumulated less than 30,000 total flight cycles: At intervals not 
to exceed 4,500 flight cycles, without exceeding 30,750 total flight 
cycles on the support for the first repetitive inspection.
    (2) For airplanes on which the 80VU rack lower central support 
has been repaired or replaced in accordance with Airbus Mandatory 
Service Bulletin A320-25A1555 or Airbus Service Bulletin A320-25-
1557: Do the next inspection within 24,000 flight cycles after the 
repair or replacement and thereafter repeat the inspection at the 
interval specified in paragraph (i)(1)(i) or (i)(1)(ii) of this AD, 
as applicable.
    (j) If any crack is found during any inspection required by 
paragraph (i) of this AD, before further flight, replace the pyramid 
fitting on the 80VU rack with a new, reinforced fitting, in 
accordance with the Accomplishment Instructions of Airbus Service 
Bulletin A320-53-1215, dated November 5, 2008. Doing this 
replacement terminates the inspection requirements of paragraph (i) 
of this AD.

Optional Terminating Action

    (k) Doing the actions specified in paragraphs (k)(1) and (k)(2) 
of this AD terminates the requirements of paragraphs (g) and (i) of 
this AD.
    (1) Replacing the pyramid fitting on the 80VU rack with a new, 
reinforced fitting, in accordance with the Accomplishment 
Instructions of Airbus Service Bulletin A320-53-1215, dated November 
5, 2008.
    (2) Modifying the 80VU lower lateral fittings, in accordance 
with Airbus Service Bulletin A320-25-1557, Revision 02, dated 
November 5, 2008.

Credit Service Bulletins

    (l) Actions done before the effective date of this AD in 
accordance with the service information identified in Table 1 of 
this AD are acceptable for compliance with the corresponding 
requirements of this AD.

           Table 1--Previous Revisions of Service Information
------------------------------------------------------------------------
     Service information        Revision level             Date
------------------------------------------------------------------------
Airbus Mandatory Service       01..............  February 18, 2008.
 Bulletin A320-25A1555.
Airbus Service Bulletin A320-  Original........  June 14, 2007.
 25A1555.
Airbus Service Bulletin A320-  Original........  June 14, 2007.
 25-1557.
Airbus Service Bulletin A320-  01..............  February 7, 2008.
 25-1557.
------------------------------------------------------------------------

FAA AD Differences

    Note 1:  This AD differs from the MCAI and/or service 
information as follows:
    (1) Although the MCAI or service information allows further 
flight after cracks are found during compliance with the required 
action, (j) of this AD requires that you do a corrective action 
before further flight.
    (2) Although the MCAI specifies doing a repair or replacement 
and repetitive inspections after the repair or replacement is done 
if cracking is found in the 80VU rack lower central support, 
paragraph (j) of this AD requires that you perform a replacement, 
which eliminates the need for further repetitive inspections of the 
part.


[[Page 46877]]



Other FAA AD Provisions

    (m) The following provisions also apply to this AD:
    (1) Alternative Methods of Compliance (AMOCs): The Manager, ANM-
116, International Branch, Transport Airplane Directorate, FAA, has 
the authority to approve AMOCs for this AD, if requested using the 
procedures found in 14 CFR 39.19. Send information to ATTN: Tim 
Dulin, Aerospace Engineer, International Branch, ANM-116, Transport 
Airplane Directorate, FAA, 1601 Lind Avenue, SW., Renton, Washington 
98057-3356; telephone (425) 227-2141; fax (425) 227-1149. Before 
using any approved AMOC on any airplane to which the AMOC applies, 
notify your principal maintenance inspector (PMI) or principal 
avionics inspector (PAI), as appropriate, or lacking a principal 
inspector, your local Flight Standards District Office. The AMOC 
approval letter must specifically reference this AD.
    (2) Airworthy Product: For any requirement in this AD to obtain 
corrective actions from a manufacturer or other source, use these 
actions if they are FAA-approved. Corrective actions are considered 
FAA-approved if they are approved by the State of Design Authority 
(or their delegated agent). You are required to assure the product 
is airworthy before it is returned to service.
    (3) Reporting Requirements: For any reporting requirement in 
this AD, under the provisions of the Paperwork Reduction Act (44 
U.S.C. 3501 et seq.), the Office of Management and Budget (OMB) has 
approved the information collection requirements and has assigned 
OMB Control Number 2120-0056.

Related Information

    (n) Refer to MCAI EASA Airworthiness Directive 2007-0276R1, 
dated March 18, 2010 (corrected April 12, 2010), and the service 
information identified in Table 2 of this AD, for related 
information.

                  Table 2--Related Service Information
------------------------------------------------------------------------
     Service information        Revision level             Date
------------------------------------------------------------------------
Airbus Mandatory Service       02..............  November 5, 2008.
 Bulletin A320-25A1555.
Airbus Service Bulletin A320-  02..............  November 5, 2008.
 25-1557.
Airbus Service Bulletin A320-  Original........  November 5, 2008.
 53-1215.
------------------------------------------------------------------------


    Issued in Renton, Washington, on July 27, 2010.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2010-19144 Filed 8-3-10; 8:45 am]
BILLING CODE 4910-13-P

