
[Federal Register Volume 81, Number 115 (Wednesday, June 15, 2016)]
[Rules and Regulations]
[Pages 38897-38901]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2016-13741]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2015-3635; Directorate Identifier 2015-NM-037-AD; 
Amendment 39-18553; AD 2016-12-04]
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 A318 series airplanes; A319 series airplanes; A320-211, -
212, -214, -231, -232, and -233 airplanes; and A321 series airplanes. 
This AD was prompted by an evaluation by the design approval holder 
(DAH) indicating that certain structural repair manual (SRM) inspection 
requirements for the fuselage skin repairs are insufficient to detect 
cracks. This AD requires an inspection to determine whether any 
fuselage external skin (doubler) repairs have been accomplished, an 
inspection for cracking of certain repaired external fuselage skin 
areas in the fuselage, and repair if necessary. We are issuing this AD 
to detect and correct fatigue cracking of the fuselage skin, which 
could result in reduced structural integrity of the airplane.

DATES: This AD becomes effective July 20, 2016.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in this AD as of July 20, 
2016.

ADDRESSES: For service information identified in this final rule, 
contact Airbus, Airworthiness Office--EIAS, 1 Rond Point Maurice 
Bellonte, 31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; fax 
+33 5 61 93 44 51; email account.airworth-eas@airbus.com; Internet 
http://www.airbus.com. You may view this referenced service information 
at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., 
Renton, WA. For information on the availability of this material at the 
FAA, call 425-227-1221. It is also available on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2015-
3635.

Examining the AD Docket

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

[[Page 38898]]

www.regulations.gov by searching for and locating Docket No. FAA-2015-
3635; 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: Sanjay Ralhan, Aerospace Engineer, 
International Branch, ANM-116, Transport Airplane Directorate, FAA, 
1601 Lind Avenue SW., Renton, WA 98057-3356; telephone 425-227-1405; 
fax 425-227-1149.

SUPPLEMENTARY INFORMATION:

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 by adding an AD that would apply to all Airbus Model A318 
series airplanes; A319 series airplanes; A320-211, -212, -214, -231, -
232, and -233 airplanes; and A321 series airplanes. The NPRM published 
in the Federal Register on September 28, 2015 (80 FR 58226) (``the 
NPRM''). The NPRM was prompted by an evaluation by the DAH indicating 
that the fuselage skin repairs are subject to WFD. The NPRM proposed to 
require an inspection to determine whether any fuselage external skin 
(doubler) repairs have been accomplished, an inspection for cracking of 
certain repaired external fuselage skin areas in the fuselage, and 
repair if necessary. We are issuing this AD to detect and correct 
fatigue cracking of the fuselage skin, which could result in reduced 
structural integrity of the airplane.
    The European Aviation Safety Agency (EASA), which is the Technical 
Agent for the Member States of the European Union, has issued EASA 
Airworthiness Directive 2015-0036R1, dated March 31, 2015 (referred to 
after this as the Mandatory Continuing Airworthiness Information, or 
``the MCAI''), to correct an unsafe condition on all Airbus Model A318 
series airplanes; A319 series airplanes; A320-211, -212, -214, -231, -
232, and -233 airplanes, and A321 series airplanes. The MCAI states:

    During A320 family Extended Service Goal full scale fatigue 
tests, it was demonstrated that the inspection thresholds defined in 
the current Structural Repair Manual (SRM) for the A320 family skin 
repairs are insufficient to detect possible cracks becoming after 
repairs. The findings are limited to 1.2 [millimeter] (mm) fuselage 
skin and cover for all cut-out external repairs. The internal 
repairs are not affected.
    This condition, if not detected and corrected, could affect the 
structural integrity of the fuselage at the repaired skin area(s).
    To address this potential unsafe condition, Airbus issued Alert 
Operators Transmission (AOT) A53N007-14 to provide inspection 
instructions.
    For the reasons described above, EASA issued AD 2015-0036 
[http://www.casa.gov.au/scripts/nc.dll?WCMS:OLDASSET::svPath=/ADFiles/over/a320/,svFileName=2015-0036.pdf] to require a one-time 
inspection of the affected areas and, depending on findings, 
accomplishment of applicable repair instructions.
    Since that [EASA] AD was issued, operators have questioned the 
inspection threshold for A318 aeroplanes (not yet in the Airbus 
AOT), which is actually identical to that for A319 aeroplanes. In 
addition, an error has been detected in paragraph (1) [of the EASA 
AD], since external doublers may have been installed in the affected 
area by a modification that may not be recorded as repair.
    Such doubler installations are also subject to the inspection 
requirements of this [EASA] AD, which is therefore revised to 
provide clarifications, correcting paragraph (1) [of the EASA AD] 
and introducing a Note.

    Required actions include an inspection to determine whether any 
fuselage external skin (doubler) repairs have been accomplished, an 
external ultrasonic inspection or an internal low/high frequency eddy 
current inspection for cracking of certain repaired external fuselage 
skin areas in the fuselage, and repair if necessary. The compliance 
times vary depending on airplane configuration. The earliest compliance 
time is within 25,200 flight cycles since last repair, or within 350 
flight cycles after the effective date of the AD, whichever occurs 
later. The latest compliance time is within 45,000 flight cycles since 
last repair; within 1,500 flight cycles from the effective date of the 
AD, without exceeding 49,100 flight cycles since last repair; or within 
350 flight cycles since the effective date of the AD; whichever occurs 
latest. 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-2015-3635.

Comments

    We gave the public the opportunity to participate in developing 
this AD. We have considered the comments received. The following 
presents the comments received on the NPRM and the FAA's response to 
each comment.

Support for the NPRM

    Mr. Bryant Kerr stated that the NPRM is an excellent idea, and it 
is always worth improving safety on airplanes.

Request To Revise Applicability

    United Airlines (UAL) requested that we revise the NPRM 
applicability to apply only to airplanes having repairs that were 
completed before May 1, 2015, the date of the revised service repair 
manual (SRM). UAL stated that any new airplane deliveries or external 
repairs accomplished after the updated SRM thresholds will presumably 
have the correct thresholds contained in the maintenance/inspection 
program.
    We partially agree with UAL's request. We agree that airplanes with 
repairs accomplished using the updated SRM will be in compliance with 
certain sections of this AD, such as the timescale for the inspection, 
which is a subset of the AD requirements. However, the SRM update will 
not replace the remaining AD requirements, which must be applicable to 
all airplanes identified in paragraph (c) of this AD. We have not 
changed this AD in this regard.

Request To Exclude Inspected Airplanes

    Delta Airlines (DAL) stated that since certain repairs and 
modifications on its airplanes have already had their first inspection 
prior to the compliance time specified in the NPRM, the NPRM 
requirements should not apply. DAL also stated that if an operator's 
maintenance/inspection program is more stringent than the requirements 
of paragraph (m) of the proposed AD, the operator should be excluded 
from the NPRM requirements.
    We disagree with DAL's request. Accomplishment of the first 
inspection is only part of the actions required by this AD. Paragraph 
(m) of this AD requires revision of the post-repair inspection 
threshold(s) in the operator's maintenance program or inspection 
program. This AD includes the minimum requirements for mitigating the 
identified unsafe condition. However, under the provisions of paragraph 
(n)(1) of this AD, we will consider requests for approval of different 
methods of compliance if sufficient data are submitted to substantiate 
that the change would provide an acceptable level of safety. We have 
not changed this AD in this regard.

Request To Revise Compliance Time

    DAL requested a compliance time extension from 350 flight cycles to 
6 months. DAL stated that depending on

[[Page 38899]]

the fleet utilization, an operator of a large, older fleet could be 
required to accomplish the compliance rework within a few months, 
thereby creating a significant impact on its available resources. DAL 
also stated that it is possible that several airplanes will be grounded 
because it may not have enough resources to comply with the 350-flight-
cycle limit.
    We do not agree with DAL's request. DAL's rationale for a 
compliance time extension does not provide an acceptable level of 
safety. The compliance time of this AD is based on a risk assessment. 
Some safety issues are more time sensitive than others. We have 
considered the compliance time established by EASA, and the overall 
risk to the fleet, including the severity of the identified unsafe 
condition and the likelihood of the occurrence of the unsafe condition, 
to determine the compliance time. However, under the provisions of 
paragraph (n)(1) of this AD, operators may apply for an extension of 
the compliance time by providing a satisfactory rationale explaining 
why a compliance time extension provides an acceptable level of safety. 
We have not changed this final rule in this regard.

Request To Clarify Requirements and Approve Certain Repair Information 
Sources

    DAL requested that we make a distinction that the NPRM requirements 
apply only to external repair fasteners common to the 1.2-millimeter 
(mm) skin. DAL also stated that we should approve category B repairs 
done using the latest revision of the SRM and any repair design 
approval sheet (RDAS) approved after July 1, 2014. DAL stated that the 
applicable Airbus SRM repair inspection thresholds have been revised 
this year to address certain inadequacies.
    We do not agree with DAL's requests. Paragraph (g) of this AD 
already requires an inspection to determine whether any fuselage 
doubler repairs have been accomplished on affected fuselage sections 
with a skin thickness of 1.2 mm. DAL did not substantiate how the 
corrective actions in any RDAS for category ``B'' repairs approved 
after July 1, 2014, and the latest revision of the SRMs would 
adequately address the unsafe condition. However, the commenter may use 
the provisions of paragraph (n)(2) of this AD for obtaining corrective 
actions from a manufacturer. We have not changed this AD in this 
regard.

Request To Clarify Inspection Timeframes

    UAL requested clarification on how the NPRM addresses detection of 
cracking in the timeframe between the inspection threshold specified in 
the NPRM and Airbus Alert Operators Transmission A53N007-14, dated July 
22, 2014, and the repetitive inspections specified in the SRM. UAL 
stated that the compliance time has a short threshold if the repair 
records are inconclusive, which is as early as 350 flight cycles from 
the effective date of the AD; therefore, the initial inspection could 
be accomplished much earlier than the crack detection period.
    We agree to clarify the inspection timeframes. The 350-flight-cycle 
compliance time is a second option to the compliance time specified in 
Airbus Alert Operators Transmission A53N007-14, dated July 22, 2014. 
The compliance time is based on a risk assessment that takes into 
consideration the fatigue crack length propagation. We have considered 
the compliance time established by EASA, and the overall risk to the 
fleet, including the severity of the identified unsafe condition and 
the likelihood of the occurrence of the unsafe condition. No change to 
the AD is necessary in this regard.

Request To Correct Non-Destructive Testing Manual (NTM) Task Numbers

    DAL stated that Airbus Alert Operators Transmission A53N007-14, 
dated July 22, 2014, references incorrect formatting of NTM task 
numbers. DAL stated the formatting should be ``51-10-15-270-801-A01'' 
and ``51-10-16-250-801-A01,'' and not ``51-10-15-270-801-A-01'' and 
``51-10-16-250-801-A-01.''
    We disagree with DAL's statement. NTM task numbers 51-10-15-270-
801-A-01 and 51-10-16-250-801-A-01 are correctly referenced in Airbus 
Alert Operators Transmission A53N007-14, dated July 22, 2014, and in 
the Airbus A318/319/320/321 Non-Destructive Testing Manual. We have not 
changed this AD in this regard.

Clarification of Unsafe Condition Language

    We revised the description of the precipitating event in the 
SUMMARY and paragraph (e) of this AD to correspond to the wording used 
in the MCAI AD.

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.
    We also determined that these changes will not increase the 
economic burden on any operator or increase the scope of this AD.

Related Service Information Under 1 CFR Part 51

    Airbus has issued Alert Operators Transmission A53N007-14, dated 
July 22, 2014. The service information describes procedures for an 
inspection to detect cracking on repaired 1.2-millimeter fuselage skin 
areas on fuselage sections 11, 12, 13, 14, 16, and 17 at external 
doubler repairs. 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 940 airplanes of U.S. registry.
    We also estimate that it will take about 2 work-hours per product 
to comply with the basic requirements of this AD. The average labor 
rate is $85 per work-hour. Based on these figures, we estimate the cost 
of this AD on U.S. operators to be $159,800, or $170 per product.
    We have received no definitive data that would enable us to provide 
cost estimates for the on-condition actions specified in this AD.

Authority for This Rulemaking

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

[[Page 38900]]

Regulatory Findings

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

List of Subjects in 14 CFR Part 39

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

Adoption of the Amendment

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

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701.


Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by adding the following new airworthiness 
directive (AD):

2016-12-04 Airbus: Amendment 39-18553. Docket No. FAA-2015-3635; 
Directorate Identifier 2015-NM-037-AD.

(a) Effective Date

    This AD becomes effective July 20, 2016.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to the Airbus airplanes specified in paragraphs 
(c)(1) through (c)(4) of this AD, certificated in any category, all 
manufacturer serial numbers.
    (1) Airbus Model A318-111, -112, -121, and -122 airplanes.
    (2) Airbus Model A319-111, -112, -113, -114, -115, -131, -132, 
and -133 airplanes.
    (3) Airbus Model A320-211, -212, -214, -231, -232, and -233 
airplanes.
    (4) Airbus 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 an evaluation by the design approval 
holder (DAH) indicating that certain structural repair manual (SRM) 
inspection requirements for the fuselage skin repairs are 
insufficient to detect cracks. We are issuing this AD to detect and 
correct fatigue cracking of the fuselage skin, which could result in 
reduced structural integrity of the airplane.

(f) Compliance

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

(g) Inspection To Determine Repair Areas

    At the applicable time specified in paragraph (g)(1) or (g)(2) 
of this AD: Do an inspection to determine whether any fuselage 
external skin (doubler) repairs have been accomplished on fuselage 
sections 11, 12, 13, 14, 16, and 17 with a skin thickness of 1.2 
millimeters. A review of airplane maintenance records is acceptable 
in lieu of this inspection if the identification of applicable 
repairs can be conclusively determined from that review.
    (1) For Model A319, A320, and A321 series airplanes: Except as 
specified in paragraphs (h)(1) and (h)(2) of this AD, at the 
applicable time specified in paragraphs 4.1.1.b. and 4.1.1.c. of the 
``Accomplishment Timescale'' of Airbus Alert Operators Transmission 
(AOT) A53N007-14, dated July 22, 2014, or within 350 flight cycles 
after the effective date of this AD, whichever occurs later.
    (2) For Model A318 series airplanes: Except as specified in 
paragraphs (h)(1) and (h)(2) of this AD, at the Model A319 airplane 
time specified in paragraphs 4.1.1.b. and 4.1.1.c. of the 
``Accomplishment Timescale'' of Airbus AOT A53N007-14, dated July 
22, 2014, or within 350 flight cycles after the effective date of 
this AD, whichever occurs later.

(h) Exceptions to Service Information

    (1) Where paragraphs 4.1.1.b. and 4.1.1.c. of the 
``Accomplishment Timescale'' of Airbus AOT A53N007-14, dated July 
22, 2014, specify ``FC,'' this AD specifies ``flight cycles.''
    (2) Where paragraphs 4.1.1.b. and 4.1.1.c. of the 
``Accomplishment Timescale'' of Airbus AOT A53N007-14, dated July 
22, 2014, specify ``from AOT issuance,'' this AD specifies ``as of 
the effective date of this AD.''

(i) Inspection for Cracking

    If, during the inspection required by paragraph (g) of this AD, 
it is determined that any fuselage external skin (doubler) repair 
has been accomplished on fuselage section 11, 12, 13, 14, 16, or 17: 
At the applicable time specified paragraph (g)(1) or (g)(2) of this 
AD, do an external ultrasonic inspection or an internal low 
frequency eddy current (LFEC) inspection for cracking of all of the 
repaired 1.2-millimeter (mm) fuselage skin areas, in accordance with 
the instructions specified in paragraph 4.2.2, ``Inspection 
Requirements,'' of Airbus AOT A53N007-14, dated July 22, 2014, 
except as provided by paragraph (j) of this AD.

(j) Optional Inspection for Cracking

    As an optional method of compliance to the ultrasonic inspection 
or LFEC inspection required by paragraph (i) of this AD: Do a high 
frequency eddy current (HFEC) inspection for cracking in the cut-out 
surrounding the fastener area, at and in front (approximately 10-15 
millimeters) of the fastener row, after doubler removal and before 
any new extended doubler installation, 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).

(k) Optional Repetitive Inspections

    In lieu of doing the inspection required by paragraph (i) of 
this AD: Within the applicable compliance time specified in 
paragraph 4.1.1, ``Accomplishment Timescale,'' of Airbus AOT 
A53N007-14, dated July 22, 2014, after accomplishing the inspections 
required by paragraph (g) of this AD, do a detailed inspection or 
HFEC inspection and repeat the inspection thereafter within the 
applicable compliance times specified in paragraph 4.1.1, 
``Accomplishment Timescale,'' of Airbus AOT A53N007-14, dated July 
22, 2014. The inspections must be done in accordance with the 
instructions of paragraph 4.2.2, ``Inspection Requirements,'' of 
Airbus AOT A53N007-14, dated July 22, 2014. For Model A318 series 
airplanes, use the applicable compliance times and instructions 
specified in Airbus AOT A53N007-14, dated July 22, 2014, that are 
specified for Model A319 series airplanes.

(l) Repair

    If any crack is found during any inspection required by 
paragraph (i), (j), or (k) of this AD: Before further flight, repair 
the cracking, in accordance with the instructions of paragraph 
4.2.3, ``Findings,'' of Airbus AOT A53N007-14, dated July 22, 2014, 
except where Airbus AOT A53N007-14, dated July 22, 2014, specifies 
to contact Airbus for a repair design approval sheet or for further 
instructions, this AD requires repair using a method approved by the 
Manager, International Branch, ANM-116, Transport Airplane 
Directorate, FAA; or the EASA; or Airbus's EASA DOA.

(m) FAA-Approved Maintenance or Inspection Program Revision

    Concurrently with the accomplishment of any repair required by 
paragraph (l) of this AD, revise the post-repair inspection 
threshold(s) in the applicable FAA-approved maintenance program or 
inspection program, as applicable, in accordance with the 
instructions specified in paragraph 4.1.1, ``Accomplishment 
Timescale,'' of Airbus AOT A53N007-14, dated July 22, 2014; except 
for Model A318 series airplanes use the instructions specified for 
Model A319 series airplanes.

[[Page 38901]]

(n) Other FAA AD Provisions

    The following provisions also apply to this AD:
    (1) Alternative Methods of Compliance (AMOCs): The Manager, 
International Branch, ANM-116, Transport Airplane Directorate, FAA, 
has the authority to approve AMOCs for this AD, if requested using 
the procedures found in 14 CFR 39.19. In accordance with 14 CFR 
39.19, send your request to your principal inspector or local Flight 
Standards District Office, as appropriate. If sending information 
directly to the International Branch, send it to ATTN: Sanjay 
Ralhan, Aerospace Engineer, International Branch, ANM-116, Transport 
Airplane Directorate, FAA, 1601 Lind Avenue SW., Renton, WA 98057-
3356; telephone 425-227-1405; fax 425-227-1149. Information may be 
emailed to: 9-ANM-116-AMOC-REQUESTS@faa.gov. Before using any 
approved AMOC, notify your appropriate principal inspector, or 
lacking a principal inspector, the manager of the local flight 
standards district office/certificate holding district office.
    (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 EASA; 
or Airbus's EASA DOA. If approved by the DOA, the approval must 
include the DOA-authorized signature.

(o) Related Information

    (1) Refer to Mandatory Continuing Airworthiness Information 
(MCAI) EASA Airworthiness Directive 2015-0036R1, dated March 31, 
2015, for related information. This MCAI may be found in the AD 
docket on the Internet at http://www.regulations.gov by searching 
for and locating Docket No. FAA-2015-3635.

(p) 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 Operators Transmission A53N007-14, dated July 
22, 2014.
    (ii) Reserved.
    (3) For service information identified in this AD, contact 
Airbus, Airworthiness Office--EIAS, 1 Rond Point Maurice Bellonte, 
31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; fax +33 5 
61 93 44 51; email account.airworth-eas@airbus.com; Internet http://www.airbus.com.
    (4) You may view this service information at the FAA, Transport 
Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For 
information on the availability of this material at the FAA, call 
425-227-1221.
    (5) You may view this service information that is incorporated 
by reference at the National Archives and Records Administration 
(NARA). For information on the availability of this material at 
NARA, call 202-741-6030, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued in Renton, Washington, on May 31, 2016.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2016-13741 Filed 6-14-16; 8:45 am]
 BILLING CODE 4910-13-P


