22302 Federal Register / Vol. 76, No. 77 / Thursday, April 21, 2011 / Rules and Regulations 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0803; Directorate 

Identifier 2010–NM–124–AD; Amendment 

39–16655; AD 2011–08–05] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A310 Series Airplanes; and Model 

A300 B4–600, A300 B4–600R, A300 F4– 

600R Series Airplanes, and Model A300 

C4–605R Variant F Airplanes 

(Collectively Called A300–600 Series 

Airplanes) 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This 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 ball screw nut assemblies of the first 

70 Trimmable Horizontal Stabilizer Actuators 

(THSA) manufactured by Goodrich were 

fitted with an upper attachment gimbal 

having a thickness of 58 mm (2.28 in), which 

is different from the design of the final 

production standard. The gimbal installed on 

the subsequent THSAs (final production 

standard) is more robust, having a thickness 

of 70mm (2.76 in). 

During the fatigue life demonstration of the 

THSA upper attachment primary load path 

elements, only a gimbal having a thickness of 

70mm (2.76 in) was used. Thereafter, no 

additional justification work to demonstrate 

the robustness of the upper attachment fitted 

with a gimbal of 58 mm was accomplished. 

In case of failure of this gimbal, the THSA 

upper attachment primary load path would 

be lost and the THSA upper attachment 

secondary load path would engage. 

Because the upper attachment secondary 

load path will only withstand the loads for 

a limited period of time, the condition where 

it would be engaged and not detected could 

lead to failure of the secondary load path, 

which would likely result in loss of control 

of the aeroplane. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective May 

26, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of May 26, 2011. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: Dan 

Rodina, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–2125; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on August 23, 2010 (75 FR 

51698). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

The ball screw nut assemblies of the first 

70 Trimmable Horizontal Stabilizer Actuators 

(THSA) manufactured by Goodrich were 

fitted with an upper attachment gimbal 

having a thickness of 58 mm (2.28 in), which 

is different from the design of the final 

production standard. The gimbal installed on 

the subsequent THSAs (final production 

standard) is more robust, having a thickness 

of 70mm (2.76 in). 

During the fatigue life demonstration of the 

THSA upper attachment primary load path 

elements, only a gimbal having a thickness of 

70mm (2.76 in) was used. Thereafter, no 

additional justification work to demonstrate 

the robustness of the upper attachment fitted 

with a gimbal of 58 mm was accomplished. 

In case of failure of this gimbal, the THSA 

upper attachment primary load path would 

be lost and the THSA upper attachment 

secondary load path would engage. 

Because the upper attachment secondary 

load path will only withstand the loads for 

a limited period of time, the condition where 

it would be engaged and not detected could 

lead to failure of the secondary load path, 

which would likely result in loss of control 

of the aeroplane. 

As the affected ball screw nut assemblies 

(including the gimbal) could have been 

moved from one THSA to another during 

maintenance operation and because the 

change from the old design to the final 

production standard design is not identified 

through a dedicated THSA Part Number, a 

gimbal with thickness of 58 mm (2.28 in) can 

be fitted on any A310 or A300–600 

aeroplane. 

For the reasons described above, this AD 

requires the identification of the THSA 

which have a 58 mm (2.28 in) gimbal 

installed, repetitive [general visual] 

inspections to check whether there is 

engagement of the secondary load path and, 

depending on findings, associated corrective 

action(s). 

Corrective actions include contacting 

Airbus for repair instructions and doing 

the repair. You may obtain further 

information by examining the MCAI in 

the AD docket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received. 

Request To Add Notation to Tolerance 

Measurements 

FedEx requested that we add the 

‘‘+/¥’’ notation to the tolerance 

measurements in paragraphs (g)(1) and 

(g)(2) of the proposed NPRM. 

We verified that the NPRM published 

in the Federal Register includes those 

notations, as does this final rule. No 

change has been made to the AD in this 

regard. 

Request for Terminating Action 

FedEx requested that we consider 

terminating the repetitive inspections if 

the THSA gimbal is ‘‘thick’’ (70mm (2.75 

in.) +/¥5mm (0.20 in)). FedEx stated 

that when they removed ‘‘thin’’ (58 mm 

(2.28 in.)) THSA gimbals from four of 

their airplanes, they replaced them with 

‘‘thick’’ gimbals. FedEx also stated that 

Airbus Mandatory Service Bulletins 

A310–27A2104 and A300–27A6067, 

both Revision 01, both dated May 12, 

2010, do not include a terminating 

action for the repetitive inspections 

when the ‘‘thick’’ THSA gimbal is 

installed. 

We agree that the repetitive 

inspections need to be terminated when 

a ‘‘thick’’ THSA gimbal is installed. 

Paragraph (i) has been added to this AD 

accordingly. Also, the Cost of 

Compliance paragraph has been 

updated to include the on-condition 

cost of replacing the gimbal. 

Request for Change of Compliance Time 

FedEx and UPS requested that we 

change the interval of the repetitive 

inspections to 130 flight cycles, 650 

flight hours, or 6 months, whichever 

occurs later. FedEx stated that they are 

unaware of any failures of the THSA 

primary load path on the A300–600, 

A310–200, or A310–300 airplanes. UPS 

stated that they do a detailed visual 

inspection of the THSA every 30 

months, and have not experienced a 

single instance of primary load path 

failure. FedEx stated that since the FAA 

mandates inspections of these THSA on 

a regular basis, and FedEx has never 

experienced a primary load path failure, 

the compliance time for the repetitive 

inspections should be extended. 

We disagree. We are not currently in 

a position to assess the robustness of the 

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primary load path of the THSA fitted 

with a ‘‘thin’’ gimbal. Without more data 

on the robustness of the THSA primary 

load path, we can only rely on the 

THSA secondary load path (SLP). Tests 

of the THSA SLP demonstrated that an 

engaged SLP had a low durability. The 

inspection interval was determined 

from the THSA SLP test results. As it 

was not possible to determine if the 

wear rate was mainly driven by the 

flight cycles or by the flight hours, it 

was decided to use a double compliance 

time for the inspection threshold and 

interval. No change has been made to 

the AD in this regard. However, 

operators may request an alternative 

method of compliance (AMOC) in 

accordance with the requirements of 

paragraph (m) of this AD. 

Request To Include Latest Revision of 

Service Information 

UPS requested that we include the 

latest revision of the service information 

in this AD. 

We agree. Airbus has issued 

Mandatory Service Bulletins A310– 

27A2104 and A300–27A6067, both 

Revision 02, both including Appendix 

01, both dated October 18, 2010. These 

service bulletins were revised for minor 

changes such as deleting THS zeroing in 

job set-up and deleting the THSA 

functional test in close-up. Changes 

have been made to reference Airbus 

Mandatory Service Bulletins A310– 

27A2104 and A300–27A6067, both 

Revision 02, both including Appendix 

01, both dated October 18, 2010. 

Paragraph (j) of this AD has also been 

revised to give credit for Airbus 

Mandatory Service Bulletins A310– 

27A2104 and A300–27A6067, both 

Revision 01, both dated May 12, 2010. 

Request To Exempt Certain THSAs 

From Inspections 

UPS requested that inspections be 

exempt on any THSAs outside the first 

70 serial number range provided that 

the THSAs have not been repaired, 

reworked or overhauled. UPS stated that 

since those were the oldest THSAs, they 

most likely have been removed due to 

the existing THSA life limit. UPS stated 

that none of these THSAs were 

delivered on UPS airplanes. 

Additionally, UPS stated that the only 

way this suspect gimbal could be on 

another unit is if it was swapped from 

one unit to another in the shop. 

We disagree with excluding certain 

THSAs from the inspection required in 

this AD. It is essential that all the fleet 

is inspected. Airbus could not 

determine precisely that the affected 

THSAs were conclusively on the first 70 

airplanes manufactured, and it is likely 

that additional THSAs may have the 

same configuration. Also, once in 

service, some THSAs may have been 

swapped from one airplane to another 

and reliable documentation for the 

equipment swapping is not always 

available. No change has been made to 

the AD in this regard. 

Request To Re-Identify Compliant 

THSAs 

UPS requested a requirement to reidentify the compliant THSAs. UPS 

stated that without the requested 

requirement it is difficult to ensure 

continued compliance, especially 

dealing with spares, loans, or even new 

purchases. 

We disagree. Although there is 

presently no requirement to re-identify 

the compliant THSAs, compliance is 

maintained by the warning introduced 

in the aircraft maintenance manual. The 

warning states that ‘‘before installation 

of the THS Actuator, make sure that the 

gimbal is not 58mm +/¥5mm.’’ No 

change has been made to the AD in this 

regard. 

Conclusion 

We reviewed the available data, 

including the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously. 

We determined that these changes will 

not increase the economic burden on 

any operator or increase the scope of the 

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 required different 

actions in this AD from those in the 

MCAI in order to follow our FAA 

policies. Any such differences are 

highlighted in a NOTE within the AD. 

Costs of Compliance 

We estimate that this AD will affect 

170 products of U.S. registry. We also 

estimate that it will take about 2 workhours 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 to the U.S. operators to 

be $28,900, or $170 per product. 

In addition, we estimate that any 

necessary follow-on actions would take 

about 60 work-hours and require parts 

costing $50,000, for a cost of $55,100 

per product. We have no way of 

determining the number of products 

that may need these actions. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this AD will not 

have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify 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); 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 AD and placed it in the AD docket. 

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 the NPRM, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

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22304 Federal Register / Vol. 76, No. 77 / Thursday, April 21, 2011 / Rules and Regulations 

the Docket Operations office (telephone 

(800) 647–5527) is in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after receipt. 

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 AD: 

2011–08–05 Airbus: Amendment 39–16655. 

Docket No. FAA–2010–0803; Directorate 

Identifier 2010–NM–124–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective May 26, 2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Airbus Model A300 

B4–601, B4–603, B4–620, B4–622, B4–605R, 

B4–622R, F4–605R, and F4–622R airplanes; 

Model A300 C4–605R Variant F airplanes; 

and Model A310–203, –204, –221, –222, 

–304, –322, –324, and –325 airplanes; 

certificated in any category, all certified 

models, all manufacturer serial numbers. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 27: Flight controls. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

The ball screw nut assemblies of the first 

70 Trimmable Horizontal Stabilizer Actuators 

(THSA) manufactured by Goodrich were 

fitted with an upper attachment gimbal 

having a thickness of 58 mm (2.28 in), which 

is different from the design of the final 

production standard. The gimbal installed on 

the subsequent THSAs (final production 

standard) is more robust, having a thickness 

of 70mm (2.76 in). 

During the fatigue life demonstration of the 

THSA upper attachment primary load path 

elements, only a gimbal having a thickness of 

70mm (2.76 in) was used. Thereafter, no 

additional justification work to demonstrate 

the robustness of the upper attachment fitted 

with a gimbal of 58 mm was accomplished. 

In case of failure of this gimbal, the THSA 

upper attachment primary load path would 

be lost and the THSA upper attachment 

secondary load path would engage. 

Because the upper attachment secondary 

load path will only withstand the loads for 

a limited period of time, the condition where 

it would be engaged and not detected could 

lead to failure of the secondary load path, 

which would likely result in loss of control 

of the aeroplane. 

* * * * * 

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. 

Actions 

(g) Within 130 flight cycles or 650 flight 

hours after the effective date of this AD, 

whichever occurs first, measure the thickness 

of the THSA upper attachment gimbal, in 

accordance with the Accomplishment 

Instructions of Airbus Mandatory Service 

Bulletin A300–27A6067, Revision 02, dated 

October 18, 2010 (for Model A300–600 series 

airplanes); or A310–27A2104, Revision 02, 

dated October 18, 2010 (for Model A310 

series airplanes). 

(1) If, during the measurement required by 

paragraph (g) of this AD, the gimbal thickness 

is 58 mm (2.28 in.) +/¥ 5 mm (0.20 in.), 

before further flight, do a general visual 

inspection of the THSA upper attachment to 

determine if the THSA upper attachment 

secondary load path is engaged, in 

accordance with the Accomplishment 

Instructions of Airbus Mandatory Service 

Bulletin A300–27A6067, Revision 02, dated 

October 18, 2010 (for Model A300–600 series 

airplanes); or A310–27A2104, Revision 02, 

dated October 18, 2010 (for Model A310 

series airplanes). Repeat the inspection 

thereafter at intervals not to exceed 130 flight 

cycles or 650 flight hours, whichever occurs 

first, in accordance with the 

Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A300–27A6067, 

Revision 02, dated October 18, 2010 (for 

Model A300–600 series airplanes); or A310– 

27A2104, Revision 02, dated October 18, 

2010 (for Model A310 series airplanes). 

(2) If, during the measurement required by 

paragraph (g) of this AD, the gimbal thickness 

is not 58 mm (2.28 in.) +/¥ 5 mm (0.20 in.), 

except for the requirements of paragraph (l) 

of this AD, no further action is required of 

this AD. 

(h) If, during any inspection required by 

paragraph (g)(1) of this AD, the THSA upper 

attachment secondary load path is found to 

be engaged, before further flight, contact 

Airbus for repair instructions and do the 

repair. 

Optional Terminating Action 

(i) Replacing the gimbal with a ‘‘thick’’ 

gimbal (70 mm (2.75 in.) +/¥ 5mm (0.20 in)), 

in accordance with Goodrich Actuation 

Systems Component Maintenance Manual 

with Illustrated Parts List, Horizontal 

Stabilizer Actuator P/N 47142 Series, 

Document 27–44–13, Revision 8, dated 

December 12, 2008, is a terminating action 

for the requirements of paragraph (g)(1) of 

this AD, except as required by paragraph (l) 

of this AD. 

Actions Accomplished in Accordance With 

Previous Issue of Service Bulletin 

(j) Actions accomplished before the 

effective date of this AD, in accordance with 

the applicable service bulletins specified in 

Table 1 of this AD, are considered acceptable 

for compliance with the corresponding action 

specified in this AD. 

TABLE 1—CREDIT SERVICE BULLETINS

Airbus Mandatory Service Bulletin— Revision— Dated— 

A300–27A6067 (for Model A300–600 series airplanes) ................................................................................... Original ............. May 6, 2010. 

A300–27A6067 (for Model A300–600 series airplanes) ................................................................................... 01 ..................... May 12, 2010. 

A310–27A2104 (for Model A310 series airplanes) ........................................................................................... Original ............. May 6, 2010. 

A310–27A2104 (for Model A310 series airplanes) ........................................................................................... 01 ..................... May 12, 2010. 

Reporting Requirement 

(k) Submit a report of the findings (both 

positive and negative) of the measurement 

required by paragraph (g) of this AD to 

Airbus, as identified in Appendix 01 of 

Airbus Mandatory Service Bulletin A300– 

27A6067, Revision 02, dated October 18, 

2010 (for Model A300–600 series airplanes); 

or A310–27A2104, Revision 02, dated 

October 18, 2010 (for Model A310 series 

airplanes); at the applicable time specified in 

paragraph (k)(1) or (k)(2) of this AD. The 

report must include the information specified 

in Appendix 01 of Airbus Mandatory Service 

Bulletin A300–27A6067, Revision 02, dated 

October 18, 2010 (for Model A300–600 series 

airplanes); or A310–27A2104, Revision 02, 

dated October 18, 2010 (for Model A310 

series airplanes). 

(1) If the measurement was done on or after 

the effective date of this AD: Submit the 

report within 30 days after the inspection. 

(2) If the measurement was done before the 

effective date of this AD: Submit the report 

within 30 days after the effective date of this 

AD. 

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Federal Register / Vol. 76, No. 77 / Thursday, April 21, 2011 / Rules and Regulations 22305 

Parts Installation 

(l) As of the effective date of this AD, no 

person may install, on any airplane, a THSA, 

unless it is in compliance with the 

requirements of this AD. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: The 

MCAI does not include a reporting 

requirement; however, the service bulletin 

recommends reporting. Paragraph (k) of this 

AD specifies a reporting requirement. 

Other FAA AD Provisions 

(m) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

In accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the International Branch, send it to ATTN: 

Dan Rodina, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

3356; telephone (425) 227–2125; fax (425) 

227–1149. Information may be e-mailed to: 

9-ANM-116-AMOC-REQUESTS@faa.gov. 

Before using any approved AMOC, notify 

your appropriate principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office/ 

certificate holding district office. The AMOC 

approval letter must specifically reference 

this AD. 

(2) 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 FAAapproved 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: A federal 

agency may not conduct or sponsor, and a 

person is not required to respond to, nor 

shall a person be subject to a penalty for 

failure to comply with a collection of 

information subject to the requirements of 

the Paperwork Reduction Act unless that 

collection of information displays a current 

valid OMB Control Number. The OMB 

Control Number for this information 

collection is 2120–0056. Public reporting for 

this collection of information is estimated to 

be approximately 5 minutes per response, 

including the time for reviewing instructions, 

completing and reviewing the collection of 

information. All responses to this collection 

of information are mandatory. Comments 

concerning the accuracy of this burden and 

suggestions for reducing the burden should 

be directed to the FAA at: 800 Independence 

Ave., SW., Washington, DC 20591, Attn: 

Information Collection Clearance Officer, 

AES–200. 

Related Information 

(n) Refer to MCAI EASA Airworthiness 

Directive 2010–0092, dated May 21, 2010; 

Airbus Mandatory Service Bulletin A300– 

27A6067, Revision 02, including Appendix 

01, dated October 18, 2010; Airbus 

Mandatory Service Bulletin A310–27A2104, 

Revision 02, including Appendix 01, dated 

October 18, 2010; and Goodrich Actuation 

Systems Component Maintenance Manual 

with Illustrated Parts List, Horizontal 

Stabilizer Actuator, P/N 47142 Series, 

Document 27–44–13, Revision 8, dated 

December 12, 2008, for related information. 

Material Incorporated by Reference 

(o) You must use Airbus Mandatory 

Service Bulletin A310–27A2104, Revision 02, 

including Appendix 01, dated October 18, 

2010; and Airbus Mandatory Service Bulletin 

A300–27A6067, Revision 02, including 

Appendix 01, dated October 18, 2010; to do 

the actions required by this AD, unless the 

AD specifies otherwise. If you accomplish 

the optional terminating actions specified by 

this AD, you must use Goodrich Actuation 

Systems Component Maintenance Manual 

with Illustrated Parts List, Horizontal 

Stabilizer Actuator, P/N 47142 Series, 

Document 27–44–13, Revision 8, dated 

December 12, 2008, to perform those actions 

unless the AD specifies otherwise. (The 

LOEP in Goodrich Actuation Systems 

Component Maintenance Manual with 

Illustrated Parts List, Horizontal Stabilizer 

Actuator, P/N 47142 Series, Document 27– 

44–13, Revision 8, dated December 12, 2008, 

specifies that page 749 is placed after page 

748a; the correct placement of page 749 is 

between pages 748 and 747a. The LOEP of 

this document identifies two pages for the 

Illustrated Parts List section; there is only 

one page for that section (page 1001–1). The 

date on page 1014–1 of this document is 

incorrect; the correct date is March 6, 1998.) 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For Airbus service information 

identified in this AD, contact Airbus SAS— 

EAW (Airworthiness Office), 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.airwortheas@airbus.com; Internet http:// 

www.airbus.com. 

(3) For Goodrich service information 

identified in this AD, contact Goodrich 

Corporation Actuation Systems, Stafford 

Road, Fordhouses, Wolverhampton WV10 

7EH, England; telephone +44 (0) 1902 

624938; fax: +44 (0) 1902 788100; e-mail 

techpubs.wolverhampton@goodrich.com; 

Internet http://www.goodrich.com/TechPubs. 

(4) You may review copies of the 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. 

(5) You may also review copies of the 

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/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on March 

23, 2011. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–8279 Filed 4–20–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–1271; Directorate 

Identifier 2010–NM–187–AD; Amendment 

39–16667; AD 2011–09–05] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 777–200, –300, and 

–300ER Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD requires 

installing an auto shutoff feature for the 

center override/jettison fuel pumps, and 

installing power control circuitry for the 

center override/jettison and main 

jettison fuel pumps. This AD also 

requires installing new software in the 

electrical load management system 

(ELMS) electronics units in certain 

power management panels; installing 

airplane information management 

system 2 (AIMS–2) software in the 

AIMS–2 hardware; and making certain 

wiring changes. This AD was prompted 

by results from fuel system reviews 

conducted by the manufacturer. We are 

issuing this AD to prevent potential 

ignition sources inside fuel tanks, 

which, in combination with flammable 

fuel vapors, could result in a fuel tank 

explosion and consequent loss of the 

airplane. 

DATES: This AD is effective May 26, 

2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of May 26, 2011. 

ADDRESSES: 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; telephone 206–544–5000, 

extension 1; fax 206–766–5680; e-mail 

WReier-Aviles on DSKGBLS3C1PROD with RULES