15864 Federal Register / Vol. 76, No. 55 / Tuesday, March 22, 2011 / Proposed Rules 

alternate method would be exactly the 

same as the method currently used by 

USDA. 

But assuming a situation in which 

there are substantial small cigar 

marketings in the actual ‘‘small cigar’’ 

tax category, changing the Step B 

method would substantially change 

assessment levels. Even applied to 

assessment data from the first quarter of 

2010, it appears that the alternative 

method of using cigar subcategories 

would have increased the large cigar 

unit assessment as much as 12 times. 

That difference might actually have 

been greater before then because in 

2010, the shift in market volume from 

small to large cigars had already begun. 

We request comments on all aspects 

of the Step B assessment. Commenters 

can address whether they believe the 

Court’s decision absolutely requires a 

change or merely requires a change if 

agency reconsideration of the current 

method of Step B division suggests that 

a change is appropriate. Comments in 

support of a change should suggest 

where USDA would obtain the data to 

implement the alternative and how that 

information would be verified. 

Comments should address the question 

of whether a change would be 

retroactive for all, or prospective only, 

for those other than the company in 

connection with the current litigation. 

Commenters may want to indicate 

whether ‘‘small cigars’’ are standard in 

size or provide other marketing 

information that may be germane to the 

consideration of this issue. 

Commenters may want to address 

whether cigarettes should be impacted 

by any potential resulting changes. 

Because the statutory provisions at issue 

are also used for the assessment of 

cigarettes, particularly with respect to 

the use of units, cigarette manufacturers 

and importers may wish to comment on 

whether the cigarette Step B method 

currently in use should be changed or 

remain the same. For example, if our 

assumption that all cigarettes weigh the 

same is inaccurate, a change to the Step 

B calculation to take weight into 

account could impact cigarette 

manufacturers or importers. 

Conclusion and Guidance for 

Comments 

CCC is requesting comments from the 

public on the method used to calculate 

TTPP assessments for cigar 

manufacturers and importers, and any 

related issues. Any change would be 

reflected in the regulations in 7 CFR 

part 1463. Specific comments 

addressing the issues raised above are 

preferred, but all comments are 

welcome. Proposals for alternatives 

should address data sources and costs 

and the provisions of FETRA that 

support the alternative. This notice does 

not change the regulations; any change 

would be published in a subsequent 

rulemaking document. Because FETRA 

exempts TTPP from notice and 

comment rulemaking, any future action 

would likely be a final rule. 

The following suggestions may be 

helpful for preparing your comments: 

• Explain your views as clearly as 

possible. 

• Describe any assumptions that you 

used. 

• Provide any technical information 

and data on which you based your 

views. 

• Provide specific examples to 

illustrate your points. 

• Offer specific alternatives to the 

current regulations or policies and 

indicate the source of necessary data, 

the estimated cost of obtaining the data, 

and how the data can be verified. 

• Submit your comments to be 

received by FSA by the comment period 

deadline. 

Executive Order 12866 

The Office of Management and Budget 

(OMB) designated this notice as not 

significant under Executive Order 

12866, ‘‘Regulatory Planning and 

Review,’’ and therefore has not reviewed 

this notice. 

Signed in Washington, DC, on March 15, 

2011. 

Val Dolcini, 

Acting Executive Vice President, Commodity 

Credit Corporation. 

[FR Doc. 2011–6668 Filed 3–21–11; 8:45 am] 

BILLING CODE 3410–05–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0254; Directorate 

Identifier 2010–NM–180–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 737–600, –700, –700C, 

–800, –900, and –900ER Series 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

products listed above. For certain 

airplanes, this proposed AD would 

require a one-time inspection for 

damage of the hydraulic actuator rod 

ends and actuator attach fittings on the 

thrust reversers, and repair or 

replacement if necessary. For all 

airplanes, this proposed AD also would 

require repetitive inspections for 

damage of the hydraulic actuator rod 

ends, attach bolts, and nuts; repetitive 

inspections for damage of fitting 

assemblies, wear spacers, and actuator 

attach fittings on the thrust reverser; 

repetitive measurements of the wear 

spacer; and corrective actions if 

necessary. This proposed AD was 

prompted by in-service damage of the 

attachment fittings for the thrust 

reverser actuator. We are proposing this 

AD to detect and correct such damage, 

which could result in actuator attach 

fitting failure, loss of the thrust reverser 

auto restow function, and consequent 

loss of control of the airplane. 

DATES: We must receive comments on 

this proposed AD by May 6, 2011. 

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: 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 proposed AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; phone: 206–544–5000, extension 

1; fax: 206–766–5680; e-mail: 

me.boecom@boeing.com; Internet: 

https://www.myboeingfleet.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 Management Facility 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 Office 


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Federal Register / Vol. 76, No. 55 / Tuesday, March 22, 2011 / Proposed Rules 15865 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Chris R. Parker, Aerospace Engineer, 

Propulsion Branch, ANM–140S, Seattle 

Aircraft Certification Office (ACO), 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; phone: 425– 

917–6496; fax: 425–917–6590; e-mail: 

Chris.R.Parker@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposal. Send your comments to 

an address listed under the ADDRESSES

section. Include ‘‘Docket No. FAA– 

2011–0254; Directorate Identifier 2010– 

NM–180–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 because of 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. 

Discussion 

We have received a report indicating 

that the attachment fittings for the thrust 

reverser actuator have shown in-service 

wear damage. While in the stowed 

position, the actuator is locked and is in 

tension. The tensile load applied by the 

locking screw causes the hydraulic 

actuator rod end to rotate. As the 

hydraulic actuator rod end rotates, wear 

occurs to the bushings in the actuator 

attach fitting. The bushings continue to 

wear until there is contact directly 

between the hydraulic actuator rod end 

and the attach fitting. This condition, if 

not detected and corrected, could result 

in actuator attach fitting failure and loss 

of the thrust reverser auto restow 

function. Loss of the thrust reverser auto 

restow function removes one of the 

three primary levels of protection 

against an uncommanded thrust 

reverser deployment. An uncommanded 

thrust reverser deployment could result 

in loss of airplane control. 

Relevant Service Information 

We reviewed Boeing Special 

Attention Service Bulletin 737–78– 

1083, dated June 30, 2010. For Group 1 

airplanes, this service bulletin specifies 

a one-time detailed inspection to detect 

damage (i.e., wear, cracks, nicks, dents, 

and scratches) of the hydraulic actuator 

rod ends and the actuator attach fittings 

on the right and left thrust reversers. 

For airplanes on which damage is 

found on a hydraulic actuator rod end, 

this service bulletin specifies replacing 

of the hydraulic actuator rod end 

assembly with a new hydraulic actuator 

rod end assembly. 

For airplanes on which no damage is 

found on an actuator attach fitting, this 

service bulletin specifies installing of a 

new spacer. For damage found on an 

actuator attach fitting that is within 

stated repair limits, this service bulletin 

specifies repairing the actuator attach 

fitting and installing a new spacer. For 

damage that exceeds the repair limits of 

the actuator attach fitting, this service 

bulletin specifies replacing the actuator 

attach fitting with a new actuator fitting. 

For both Group 1 and Group 2 

airplanes, this service bulletin describes 

procedures for repetitive inspections for 

damage (as specified in each inspection 

that follows), repetitive measurements, 

and corrective actions if necessary. The 

inspections and measurement include 

the following: 

• A general visual inspection for 

cracks, nicks, dents, and scratches of the 

fitting assembly 

• A detailed inspection for tears, 

holes, and disbonds of the wear spacer 

• A measurement of the thickness of 

the wear spacer 

• A detailed inspection for surface 

damage of the attach fitting 

• A general visual inspection for 

damage (i.e. missing, cracked, or bent 

parts) of the rod end, attach bolt, and 

nut 

The corrective actions include 

replacing spacers with new spacers, 

repairing attach fittings, replacing attach 

fittings with new attach fittings, 

replacing the rod end, attach bolt, and 

nuts with a new actuator rod end 

assembly. 

FAA’s Determination 

We are proposing this AD because we 

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. 

Proposed AD Requirements 

This proposed AD would require 

accomplishing the actions specified in 

the service information described 

previously, except as discussed under 

‘‘Differences Between the Proposed AD 

and the Service Information.’’ 

Differences Between the Proposed AD 

and the Service Information 

Appendix A of Boeing Special 

Attention Service Bulletin 737–78– 

1083, dated June 30, 2010, specifies a 

general visual inspection for cracks, 

nicks, dents, and scratches of the fitting 

assembly. We have determined that this 

inspection is accomplished during the 

detailed inspections specified in 

Appendix A of Boeing Special Attention 

Service Bulletin 737–78–1083, dated 

June 30, 2010. 

Appendix A of Boeing Special 

Attention Service Bulletin 737–78– 

1083, dated June 30, 2010, specifies to 

replace missing, cracked, and bent rod 

ends, attach bolts, and nuts, but does 

not specify replacement parts and how 

to replace the affected part. This 

proposed AD would require replacing 

missing, cracked, and bent rod ends, 

attach bolts, and nuts with new parts in 

accordance with a method approved by 

the FAA. 

Costs of Compliance 

We estimate that this proposed AD 

will affect 1,070 airplanes of U.S. 

registry. 

We estimate the following costs to 

comply with this proposed AD: 

ESTIMATED COSTS

Action Labor cost Parts 

cost Cost per product Cost on U.S. operators 

One-time detailed inspection and installation 

(Group 1: 850 airplanes).

28 work-hours × $85 per 

hour = $2,380.

$68 $2,448 ........................... $2,080,800. 

General visual and detailed inspections (Group 1 

and 2 airplanes).

23 work-hours × $85 per 

hour = $1,955 per inspection cycle.

0 $1,955 per inspection 

cycle.

$2,091,850 per inspection cycle. 


srobinson on DSKHWCL6B1PROD with PROPOSALS
15866 Federal Register / Vol. 76, No. 55 / Tuesday, March 22, 2011 / Proposed Rules 

We estimate the following costs to do 

any necessary repairs or replacements 

that would be required based on the 

results of the proposed inspection. 

These on-condition costs are based on 

all the thrust reverser attachment 

fittings needing repair or replacement. 

We have no way of determining the 

number of aircraft that might need these 

repairs or replacements. 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Attach fitting replacement ............................................................................... 75 work-hours × $85 per hour = 

$6,375.

$10,850 $17,225 

According to the manufacturer, some 

of the costs of this proposed AD may be 

covered under warranty, thereby 

reducing the cost impact on affected 

individuals. We do not control warranty 

coverage for affected individuals. As a 

result, we have included all costs in our 

cost estimate. 

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), 

(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. 

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. 

§ 39.13 [Amended] 

2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

The Boeing Company: Docket No. FAA– 

2011–0254; Directorate Identifier 2010– 

NM–180–AD. 

Comments Due Date 

(a) We must receive comments by May 6, 

2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to The Boeing 

Company Model 737–600, –700, –700C,–800, 

–900, and –900ER series airplanes, 

certificated in any category, as identified in 

Boeing Special Attention Service Bulletin 

737–78–1083, dated June 30, 2010. 

Subject 

(d) Joint Aircraft System Component 

(JASC)/Air Transport Association (ATA) of 

America Code 78, Exhaust. 

Unsafe Condition 

(e) This AD was prompted by in-service 

damage of the attachment fittings for the 

thrust reverser actuator. We are issuing this 

AD to detect and correct such damage, which 

could result in actuator attach fitting failure, 

loss of the thrust reverser auto restow 

function, and consequent loss of control of 

the airplane. 

Compliance 

(f) Comply with this AD within the 

compliance times specified, unless already 

done. 

Inspection and Repair: Group 1 Airplanes 

(g) For Group 1 airplanes, as identified in 

Boeing Special Attention Service Bulletin 

737–78–1083, dated June 30, 2010: At the 

compliance time specified in paragraph (g)(1) 

or (g)(2) of this AD, whichever is later, 

perform a one-time detailed inspection to 

detect wear, cracks, nicks, dents, and 

scratches of the hydraulic actuator rod ends 

and actuator attach fittings on the thrust 

reversers, in accordance with the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737–78– 

1083, dated June 30, 2010. 

(1) Within 7,500 flight hours after the 

effective date of this AD. 

(2) Before the accumulation of 15,000 total 

flight cycles or 30,000 total flight hours, 

whichever occurs first. 

(h) If any wear, crack, nick, dent, or scratch 

of any hydraulic actuator rod end is found 

during the inspection required by paragraph 

(g) of this AD: Before further flight, replace 

the affected hydraulic actuator rod end 

assembly with a new hydraulic actuator rod 

end assembly, in accordance with the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737–78– 

1083, dated June 30, 2010. 

(i) If no wear, cracks, nicks, dents, and 

scratches of any actuator attach fittings are 

found during the inspection required by 

paragraph (g) of this AD: Before further flight, 

install new wear spacers on the affected 

actuator attach fitting, in accordance with the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737–78– 

1083, dated June 30, 2010. 

(j) If any wear, crack, nick, dent, or scratch 

of any actuator attach fitting is found during 

the inspection required by paragraph (g) of 

this AD, and is less than 0.005 inch in depth: 

Before further flight, repair the affected 

actuator attach fitting and install the new 

wear spacer, in accordance with the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737–78– 

1083, dated June 30, 2010. 

(k) If any wear, crack, nick, dent, or scratch 

of any actuator attach fitting is found during 

the inspection required by paragraph (g) of 

this AD, and is 0.005 inch or greater in depth: 

Before further flight, replace the actuator 

attach fitting with a new actuator attach 

fitting, in accordance with the 

Accomplishment Instructions of Boeing 


srobinson on DSKHWCL6B1PROD with PROPOSALS
Federal Register / Vol. 76, No. 55 / Tuesday, March 22, 2011 / Proposed Rules 15867 

Special Attention Service Bulletin 737–78– 

1083, dated June 30, 2010. 

Repetitive Inspections and Corrective 

Actions 

(l) For Group 1 airplanes, as identified in 

Boeing Special Attention Service Bulletin 

737–78–1083, dated June 30, 2010: Within 

7,500 flight hours after accomplishing the 

requirements of paragraph (g) of this AD, do 

the actions specified in paragraphs (l)(1), 

(l)(2), (l)(3), and (l)(4) of this AD. Repeat the 

actions thereafter at intervals not to exceed 

7,500 flight hours. 

(1) Do a detailed inspection for tears, holes, 

and disbonds of the wear spacer, in 

accordance with Appendix A of Boeing 

Special Attention Service Bulletin 737–78– 

1083, dated June 30, 2010. If any tear, hole, 

or disbond is found, before further flight, 

replace the spacer with a new spacer, in 

accordance with Appendix A of Boeing 

Special Attention Service Bulletin 737–78– 

1083, dated June 30, 2010. 

(2) Measure the thickness of the wear 

spacer in accordance with Appendix A of 

Boeing Special Attention Service Bulletin 

737–78–1083, dated June 30, 2010. If the 

thickness is less than 0.020 inch, before 

further flight, replace the spacer with a new 

spacer, in accordance with Appendix A of 

Boeing Special Attention Service Bulletin 

737–78–1083, dated June 30, 2010. 

(3) Do a detailed inspection for surface 

damage of the attach fitting, in accordance 

with Appendix A of Boeing Special Attention 

Service Bulletin 737–78–1083, dated June 30, 

2010. 

(i) If the surface damage is less than 0.005 

inch depth, before further flight, repair the 

attach fitting, in accordance with Appendix 

A of Boeing Special Attention Service 

Bulletin 737–78–1083, dated June 30, 2010. 

(ii) If the surface damage is 0.005 inch or 

greater in depth, before further flight, replace 

the attach fitting with a new attach fitting, in 

accordance with Appendix B of Boeing 

Special Attention Service Bulletin 737–78– 

1083, dated June 30, 2010. 

(4) Do a general visual inspection for 

damage (i.e. wear, missing, cracked, or bent 

parts) of the rod end, attach bolt, and nut, in 

accordance with Appendix A of Boeing 

Special Attention Service Bulletin 737–78– 

1083, dated June 30, 2010. If any damage is 

found, before further flight, replace the 

affected part with a new part in accordance 

with a method approved by the Manager, 

Seattle Aircraft Certification Office (ACO), 

FAA. 

Group 2 Inspection and Repair 

(m) For Group 2 airplanes, as identified in 

Boeing Special Attention Service Bulletin 

737–78–1083, dated June 30, 2010: Within 12 

months after the effective date of this AD, 

perform the actions required in paragraph (l) 

of this AD. Repeat the actions thereafter at 

intervals not to exceed 7,500 flight hours. 

Alternative Methods of Compliance 

(AMOCs) 

(n)(1) The Manager, Seattle Aircraft 

Certification Office, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

In accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in the 

Related Information section of this AD. 

Information may be e-mailed to 9-ANMSeattle-ACO-AMOC-Requests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

Related Information 

(o) For more information about this AD, 

contact Chris R. Parker, Aerospace Engineer, 

Propulsion Branch, ANM–140S, Seattle 

Aircraft Certification Office (ACO), FAA, 

1601 Lind Avenue, SW., Renton, Washington 

98057–3356; phone: 425–917–6496; fax: 425– 

917–6590; e-mail: Chris.R.Parker@faa.gov. 

(p) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P. O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; phone: 

206–544–5000, extension 1; fax: 206–766– 

5680;e-mail: me.boecom@boeing.com; 

Internet:https://www.myboeingfleet.com. You 

may review copies of the referenced service 

information at the FAA, Transport Airplane 

Directorate, the FAA, 1601 Lind Avenue, 

SW., Renton, Washington. For information 

on the availability of this material at the 

FAA, call 425–227–1221. 

Issued in Renton, Washington, on March 

14, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–6613 Filed 3–21–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0224; Directorate 

Identifier 2010–NM–210–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A330–200 and –300 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

products listed above that would 

supersede an existing AD. 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: 

* * * * * 

The airworthiness limitations applicable to 

Damage Tolerant Airworthiness Limitation 

Items (DT ALI) are currently given in Airbus 

A330 ALI Document reference AI/SE–M4/ 

95A.0089/97, which is approved by the 

European Aviation Safety Agency (EASA) 

and referenced in Airbus Airworthiness 

Limitations Section (ALS) Part 2. 

The issue 17 of Airbus A330 ALI 

Document introduces more restrictive 

maintenance requirements/airworthiness 

limitations. Failure to comply with this issue 

constitutes an unsafe condition. 

This [EASA] AD supersedes EASA AD 

2009–0102 [and retains the requirements 

therein], and requires the implementation of 

the new or more restrictive maintenance 

requirements/airworthiness limitations as 

specified in Airbus A330 ALI Document 

issue 17. 

The unsafe condition is fatigue cracking, 

damage, and corrosion in certain 

structure, which could result in reduced 

structural integrity of the airplane. 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 May 6, 2011. 

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 SAS— 

Airworthiness Office—EAL, 1 Rond 

Point Maurice Bellonte, 31707 Blagnac 

Cedex, France; telephone +33 5 61 93 36 

96; fax +33 5 61 93 45 80, e-mail 

airworthiness.A330-A340@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:// 


srobinson on DSKHWCL6B1PROD with PROPOSALS