Federal Register / Vol. 69, No. 220 / Tuesday, November 16, 2004 / Rules and Regulations 67047

Alternative Methods of Compliance 

(e) In accordance with 14 CFR 39.19, the 

Manager, Seattle Aircraft Certification Office 

(ACO), FAA, is authorized to approve 

alternative methods of compliance for this 

AD. 

Incorporation by Reference 

(f) The actions shall be done in accordance 

with Boeing Special Attention Service 

Bulletin 757–52–0077, dated February 15, 

2001; and Boeing Special Attention Service 

Bulletin 757–52–0078, dated February 15, 

2001; as applicable. This incorporation by 

reference was approved by the Director of the 

Federal Register in accordance with 5 U.S.C. 

552(a) and 1 CFR part 51. Copies may be 

obtained from Boeing Commercial Airplanes, 

P.O. Box 3707, Seattle, Washington 98124–

2207. Copies may be inspected at the FAA, 

Transport Airplane Directorate, 1601 Lind 

Avenue, SW., Renton, Washington; or 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.

Effective Date 

(g) This amendment becomes effective on 

December 21, 2004.

Issued in Renton, Washington, on 

November 3, 2004. 

Kevin M. Mullin, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service.

[FR Doc. 04–25190 Filed 11–15–04; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39

[Docket No. 2001–NM–74–AD; Amendment 

39–13861; AD 2004–23–06] 

RIN 2120–AA64

Airworthiness Directives; Boeing 

Model 757–200, –200PF, –200CB, and 

–300 Series Airplanes

AGENCY: Federal Aviation 

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a 

new airworthiness directive (AD), 

applicable to certain Boeing Model 757–

200, –200PF, –200CB, and –300 series 

airplanes, that requires inspection for 

damage of the W2800 wire bundle 

insulation, wire conductor, the wire 

bundle clamp bracket, and the 

BACC10GU( ) clamp, and repair or 

replacement with new or serviceable 

parts, if necessary. This amendment also 

requires installation of spacers between 

the clamp and the bracket. This action 

is necessary to prevent contact between 

the power feeder wires of the auxiliary 

power unit (APU) and the clamp bracket 

aft of the STA 1720 bulkhead due to 

chafing damage of the Adel clamp and 

‘‘L’’ shaped bracket, which could result 

in electrical arcing and fire, or loss of 

APU electrical power in the airplane. 

This action is intended to address the 

identified unsafe condition.

DATES: Effective December 21, 2004. 

The incorporation by reference of 

certain publications listed in the 

regulations is approved by the Director 

of the Federal Register as of December 

21, 2004.

ADDRESSES: The service information 

referenced in this AD may be obtained 

from Boeing Commercial Airplanes, 

P.O. Box 3707, Seattle, Washington 

98124–2207. This information may be 

examined at the Federal Aviation 

Administration (FAA), Transport 

Airplane Directorate, Rules Docket, 

1601 Lind Avenue, SW., Renton, 

Washington; or 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.

FOR FURTHER INFORMATION CONTACT:

Elias Natsiopoulos, Aerospace Engineer, 

Systems and Equipment Branch, ANM–

130S, FAA, Seattle Aircraft Certification 

Office, 1601 Lind Avenue, SW., Renton, 

Washington 98055–4056; telephone 

(425) 917–6478; fax (425) 917–6590.

SUPPLEMENTARY INFORMATION: A 

proposal to amend part 39 of the Federal 

Aviation Regulations (14 CFR part 39) to 

include an airworthiness directive (AD) 

that is applicable to certain Boeing 

Model 757–200, –200PF, –200CB, and 

–300 series airplanes was published in 

the Federal Register on June 14, 2002 

(67 FR 40894). That action proposed to 

require inspection for damage of the 

W2800 wire bundle insulation, wire 

conductor, the wire bundle clamp 

bracket, and the BACC10GU( ) clamp, 

and repair or replacement with new or 

serviceable parts, if necessary. That 

action also proposed to require 

installation of spacers between the 

clamp and the bracket. 

Since the Issuance of the Proposed AD 

Since the issuance of the proposed 

AD, Boeing has issued Special Attention 

Service Bulletins 757–24–0089, 

Revision 1, and 757–24–0090, Revision 

1, both dated February 27, 2003. Except 

for the addition of an auxiliary power 

unit (APU) generator system test to be 

accomplished if damage is found on the 

W2800 wire bundle, the service 

bulletins are essentially identical to the 

original service bulletins, both dated 

March 15, 2001. The original issue 

service bulletins were referenced in the 

proposed AD as the appropriate sources 

of service information for the required 

actions. 

Comments 

Interested persons have been afforded 

an opportunity to participate in the 

making of this amendment. Due 

consideration has been given to the 

comments received. 

Support for the Proposed AD 

One commenter has no objection to 

the proposed AD. 

Request To Extend the Compliance 

Time 

One commenter requests that the 

compliance time for the general visual 

inspections be extended from 15 months 

to 24 months. The commenter states that 

it has found no chafing damage to the 

wire bundle on its airplanes. Therefore, 

the commenter states the extension of 

compliance time will allow the 

inspections to be performed during 

scheduled heavy maintenance checks, 

which are scheduled every 24 months. 

The FAA agrees that the compliance 

time for the accomplishment of the 

general visual inspections may be 

extended somewhat. We have 

reassessed the compliance time and 

considered the manufacturer’s 

recommendation of a compliance time 

of 18 months for the general visual 

inspection. In addition, we have 

determined that, for airplanes on which 

no damage is found and there is a 0.25-

inch minimum clearance between the 

wire bundles and aft edge of the bracket, 

the compliance time for accomplishing 

the follow-on actions (installing the 

spacers and ensuring the minimum 

clearance) may be extended from 

‘‘before further flight’’ to ‘‘24 months 

after the effective date of this AD’’ for 

those follow-on actions. We consider 

that such an extension of the 

compliance time for the follow-on 

actions will not adversely affect the 

adequate safety of flight of the airplane. 

The requirements of paragraph (a) of the 

AD have been revised accordingly. 

Request To Remove the Requirement To 

Install Spacers 

One commenter requests that the 

requirement to install spacers be 

removed from the proposed AD. The 

commenter states that it inspected wire 

bundle W2800 on an airplane in its fleet 

that did not have spacers, and the 

67048 Federal Register / Vol. 69, No. 220 / Tuesday, November 16, 2004 / Rules and Regulations 

inspection revealed that there was at 

least 1⁄4-inch clearance between the 

bracket and wire bundle. The 

commenter asserts that correct 

positioning of the wire bundle, without 

the installation of spacers, will prevent 

interference between the bundle and 

bracket. 

The FAA does not agree to remove the 

requirement to install spacers. Installing 

spacers will ensure that appropriate 

clearance is maintained between the 

bracket and wire bundle. However, as 

discussed in our response above, we 

have revised paragraph (a) of this AD to 

extend the compliance time to 24 

months for installation of the spacers for 

certain airplanes. 

Request To Allow Damage Where 

Certain Tolerances Are Not Exceeded 

One commenter requests that the 

proposed AD allow certain damage to 

exist where certain damage tolerance 

limits are not exceeded. The commenter 

states that there should be no 

requirement to repair or replace a wire 

bundle or its attaching hardware when 

it meets acceptable damage tolerances. 

The commenter points out that, in those 

cases, only repositioning is necessary, 

rather than repair or replacement, to 

prevent further damage. 

The FAA partially agrees with the 

commenter. We have determined that it 

is unnecessary to ‘‘repair or replace’’ for 

those cases where damage to the wire 

bundle is within certain limits. 

However, there are no acceptable 

damage limits for the clamp bracket or 

the BACC10GU() clamp. Therefore, the 

final rule specifies that any damage to 

the clamp bracket or the BACC10GU() 

clamp requires replacement of the 

applicable part. We have revised the 

final rule to specify that the damage 

tolerance limits for the wire bundle 

must be approved by the Seattle Aircraft 

Certification Office (ACO), FAA. 

Damage limits specified in Chapter 20–

10–13 the Boeing Standard Wiring 

Practices Manual (BSWPM) are also 

approved as a source to identify specific 

damage limits.

Request To Permit Interim Repair 

One commenter states that the repair 

for damaged wires as specified in the 

BSWPM, referenced in the applicable 

service bulletin, requires replacement or 

repair by splicing any wire when 

damage extends to the conductor. The 

commenter notes that, in this case, the 

affected area does not allow sufficient 

distance to install a repair splice. The 

commenter advises that the only way to 

repair such a damaged conductor is to 

install a repair splice inside of the 

pressurized area and run the other end 

to the production ALCU splice at B STA 

1862. The commenter further states that 

this procedure will require the removal 

of a galley and certain cabin panels, 

which will increase the length of time 

needed to accomplish the corrective 

action. Additionally, the commenter 

recommends the following actions 

instead of wire replacement with the 

following limitations: 

• In the case of a single damaged 

conductor (one nicked strand, no broken 

strands), perform an interim insulation 

repair per BSWPM Chapter 20–10–13 

and repair the clamp per the service 

bulletin. 

• Replace the interim wire repair at 

the next C check, with a permanent wire 

splice per BSWPS Chapters 20–10–13 

and 20–30–13 at B STA 1640. 

The commenter asserts that those 

actions would provide an equivalent 

level of safety and allow minimal 

interruption of service. 

We agree that, in the case of a single 

damaged conductor (one nicked strand, 

no broken strands), an interim 

insulation repair may be performed per 

the BSWPM under the following 

condition: The interim wire repair is 

replaced per the BSWPM within 6,000 

flight hours from the accomplishment 

date of the interim repair. We have 

added new paragraph (c) of the AD to 

address accomplishment of the interim 

repair. 

Request To Clarify Cost Information 

This same commenter notes that the 

cost impact for accomplishing the repair 

of a damaged wire by splicing may 

significantly increase the cost of this 

AD. The commenter states that it would 

take approximately 65 work hours per 

airplane to perform that type of repair. 

We acknowledge that if an operator is 

required to perform an ‘‘on-condition’’ 

repair, the costs of accomplishing the 

AD may increase. However, the 

economic analysis of an AD is limited 

to the cost of actions that are actually 

required. The economic analysis does 

not consider the costs of conditional 

actions, such as repairing damage 

detected during a required inspection 

(‘‘repair, if necessary’’), or as in this 

case, an alternative interim repair. 

Conditional costs would be required, 

regardless of AD direction, to correct an 

unsafe condition identified in an 

airplane and to ensure that the airplane 

is operated in an airworthy condition is 

required by the Federal Aviation 

Regulations. Therefore, no change to the 

‘‘Cost Impact’’ section is required to this 

AD in this regard. 

Conclusion 

After careful review of the available 

data, including the comments noted 

above, the FAA has determined that air 

safety and the public interest require the 

adoption of the rule with the changes 

previously described. The FAA has 

determined that these changes will 

neither increase the economic burden 

on any operator nor increase the scope 

of the AD. 

Changes to 14 CFR Part 39/Effect on the 

AD 

On July 10, 2002, the FAA issued a 

new version of 14 CFR part 39 (67 FR 

47997, July 22, 2002), which governs the 

FAA’s airworthiness directives system. 

The regulation now includes material 

that relates to altered products, special 

flight permits, and alternative methods 

of compliance. However, for clarity and 

consistency in this final rule, we have 

retained the language of the NPRM 

regarding that material. 

Cost Impact 

There are approximately 934 Boeing 

Model 757–200, –200PF, –200CB, and 

–300 series airplanes of the affected 

design in the worldwide fleet. The FAA 

estimates that 595 airplanes of U.S. 

registry will be affected by this AD, that 

it will take approximately 1 work hour 

per airplane to accomplish the required 

actions, and that the average labor rate 

is $65 per work hour. Based on these 

figures, the cost impact of the AD on 

U.S. operators is estimated to be 

$38,675, or $65 per airplane. 

The cost impact figure discussed 

above is based on assumptions that no 

operator has yet accomplished any of 

the requirements of this AD action, and 

that no operator would accomplish 

those actions in the future if this AD 

were not adopted. The cost impact 

figures discussed in AD rulemaking 

actions represent only the time 

necessary to perform the specific actions 

actually required by the AD. These 

figures typically do not include 

incidental costs, such as the time 

required to gain access and close up, 

planning time, or time necessitated by 

other administrative actions. 

Regulatory Impact 

The regulations adopted herein 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. Therefore, it is 

determined that this final rule does not 

have federalism implications under 

Executive Order 13132. 

Federal Register / Vol. 69, No. 220 / Tuesday, November 16, 2004 / Rules and Regulations 67049

For the reasons discussed above, I 

certify that this action (1) is not a 

‘‘significant regulatory action’’ under 

Executive Order 12866; (2) is not a 

‘‘significant rule’’ under 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. A final evaluation has 

been prepared for this action and it is 

contained in the Rules Docket. A copy 

of it may be obtained from the Rules 

Docket at the location provided under 

the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety.

Adoption of the Amendment

■ Accordingly, pursuant to the authority 

delegated to me by the Administrator, 

the Federal Aviation Administration 

amends part 39 of the Federal Aviation 

Regulations (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. Section 39.13 is amended by adding 

the following new airworthiness 

directive:

2004–23–06 Boeing: Amendment 39–2004–

23–06. Docket 2001–NM–74–AD.

Applicability: Model 757–200, –200PF, 

–200CB, as listed in Boeing Special Attention 

Service Bulletin 757–27–0089, Revision 1; 

and Model 757–300 series airplanes, as listed 

in Boeing Special Attention Service Bulletin 

757–24–0090, Revision 1; both service 

bulletin revisions dated February 27, 2003; 

certificated in any category.

Note 1: This AD applies to each airplane 

identified in the preceding applicability 

provision, regardless of whether it has been 

modified, altered, or repaired in the area 

subject to the requirements of this AD. For 

airplanes that have been modified, altered, or 

repaired so that the performance of the 

requirements of this AD is affected, the 

owner/operator must request approval for an 

alternative method of compliance in 

accordance with paragraph (d) of this AD. 

The request should include an assessment of 

the effect of the modification, alteration, or 

repair on the unsafe condition addressed by 

this AD; and, if the unsafe condition has not 

been eliminated, the request should include 

specific proposed actions to address it.

Compliance: Required as indicated, unless 

accomplished previously.

To prevent electrical contact between the 

power feeder wires of the auxiliary power 

unit (APU) and the clamp bracket aft of STA 

1720 bulkhead due to chafing damage of the 

Adel clamp and ‘‘L’’ shaped bracket, which 

could result in electrical arcing and fire or 

loss of electrical power in the airplane; 

accomplish the following: 

Inspection and Repair 

(a) Within 18 months after the effective 

date of this AD, perform a general visual 

inspection for damage of the W2800 wire 

bundle insulation, wire conductor, wire 

bundle clamp bracket, and the BACC10GU( ) 

clamp; per Boeing Special Attention Service 

Bulletin 757–24–0089, Revision 1, dated 

February 27, 2003 (for Boeing Model 757–200 

series airplanes); or Boeing Special Attention 

Service Bulletin 757–24–0090, Revision 1, 

dated February 27, 2003 (for Boeing Model 

757–300 series airplanes); as applicable.

Note 2: For the purposes of this AD, a 

general visual inspection is defined as: ‘‘A 

visual examination of an interior or exterior 

area, installation, or assembly to detect 

obvious damage, failure, or irregularity. This 

level of inspection is made from within 

touching distance unless otherwise specified. 

A mirror may be necessary to enhance visual 

access to all exposed surfaces in the 

inspection area. This level of inspection is 

made under normally available lighting 

conditions such as daylight, hangar lighting, 

flashlight, or droplight and may require 

removal or opening of access panels or doors. 

Stands, ladders, or platforms may be required 

to gain proximity to the area being checked.’’

(1) With the exception of the actions 

specified in paragraph (c) of this AD: For the 

conditions specified in paragraph (a)(1)(i), 

(a)(1)(ii), or (a)(1)(iii) of this AD, and in 

paragraph (a)(1)(iv) of this AD, within 24 

months after the effective date of this AD, 

install spacers and ensure that there is the 

minimum clearance between the wire bundle 

and aft edge of the bracket, per the applicable 

service bulletin. 

(i) No damage is detected to the wire 

bundle insulation or the wire conductor, 

(ii) Damage is detected to the wire bundle 

insulation or the wire conductor that is 

within certain limits approved by the 

Manager, Seattle Aircraft Certification Office 

(ACO), FAA, or 

(iii) Damage is detected to the wire bundle 

insulation or the wire conductor that is 

within certain limits specified in Chapter 20–

10–13 of the BSWPM; and 

(iv) There is a 0.25-inch minimum 

clearance between the wire bundle and aft 

edge of the bracket. 

(2) With the exception of the actions 

specified in paragraph (c) of this AD: For the 

conditions specified in paragraphs (a)(2)(i), 

(a)(2)(ii), or (a)(2)(iii) of this AD, and in 

paragraph (a)(2)(iv) of this AD, before further 

flight, install spacers and ensure the 

minimum clearance between the wire bundle 

and aft edge of the bracket, per the applicable 

service bulletin. 

(i) No damage is detected to the wire 

bundle insulation or the wire conductor, 

(ii) Damage is detected to the wire bundle 

insulation or the wire conductor that is 

within certain limits approved by the 

Manager, Seattle Aircraft Certification Office 

(ACO), FAA, or 

(iii) Damage is detected to the wire bundle 

insulation or the wire conductor that is 

within certain limits specified in Chapter 20–

10–13 of the BSWPM; and 

(iv) There is less than 0.25-inch minimum 

clearance between the wire bundle and aft 

edge of the bracket. 

(3) If any damage is detected to the wire 

insulation or wire conductor and the damage 

is outside the damage limits approved by the 

Manager, Seattle ACO, or specified in 

Chapter 20–10–13 of the BSWPM: Before 

further flight, repair the damage per the 

applicable service bulletin. 

(4) If no damage is detected to the wire 

bundle clamp bracket or the BACC10GU( ) 

clamp: Within 24 months after the effective 

date of this AD, install spacers and ensure 

that there is 0.25-inch minimum clearance 

between the wire bundle and aft edge of the 

bracket; per the applicable service bulletin. 

(5) If any damage is detected to the wire 

bundle clamp bracket or the BACC10GU( ) 

clamp: Before further flight, replace the 

clamp bracket and the clamp with new or 

serviceable parts, install spacers, and ensure 

that there is 0.25-inch minimum clearance 

between the wire bundle and aft edge of the 

bracket; per the applicable service bulletin. 

Acceptable Method of Compliance 

(b) Accomplishment of the actions 

specified in Boeing Service Bulletin 757–24–

0089, dated March 15, 2001; or Boeing 

Service Bulletin 757–24–0090, dated March 

15, 2001; as applicable, is considered 

acceptable for compliance with the 

requirements specified in paragraph (a) of 

this AD. 

Interim Repair 

(c) If damage to a wire conductor is 

detected during any inspection required by 

paragraph (a) of this AD that only consists of 

one strand being nicked and no broken 

strands: Accomplish the actions specified in 

paragraph (c)(1), (c)(2), and (c)(3) of this AD 

at the time specified. 

(1) Prior to further flight, accomplish an 

interim repair of the insulation per a method 

approved by the Manager, Seattle ACO. For 

an interim repair method to be approved by 

the Manager, Seattle ACO, as required by this 

paragraph, the Manager’s approval letter 

must specifically refer to this AD. Chapter 

20–10–13 of the BSWPM is one approved 

method for accomplishing an interim repair. 

(2) Accomplish the actions at the time 

specified in either paragraph (a)(4) or (a)(5) 

of this AD, as applicable. 

(3) Within 6,000 flight hours after 

accomplishing the interim repair of the 

insulation specified in paragraph (c)(1) of 

this AD, replace the interim repair with a 

permanent repair, per a method approved by 

the Manager, Seattle ACO. For a permanent 

method to be approved by the Manager, 

Seattle ACO, as required by this paragraph, 

the Manager’s approval letter must 

specifically refer to this AD. Accomplishing 

Chapters 20–10–13 and 20–30–13 of the 

BSWPM is one approved method for 

replacement of the interim repair with a 

permanent repair. 

67050 Federal Register / Vol. 69, No. 220 / Tuesday, November 16, 2004 / Rules and Regulations 

Alternative Methods of Compliance 

(d) An alternative method of compliance or 

adjustment of the compliance time that 

provides an acceptable level of safety may be 

used if approved by the Manager, Seattle 

ACO. Operators shall submit their requests 

through an appropriate FAA Principal 

Maintenance Inspector, who may add 

comments and then send it to the Manager, 

Seattle ACO.

Note 3: Information concerning the 

existence of approved alternative methods of 

compliance with this AD, if any, may be 

obtained from the Seattle ACO.

Special Flight Permits 

(e) Special flight permits may be issued in 

accordance with §§ 21.197 and 21.199 of the 

Federal Aviation Regulations (14 CFR 21.197 

and 21.199) to operate the airplane to a 

location where the requirements of this AD 

can be accomplished. 

Incorporation by Reference 

(f) Unless otherwise specified in this AD, 

the actions shall be done in accordance with 

Boeing Special Attention Service Bulletin 

757–24–0089, Revision 1, dated February 27, 

2003; or Boeing Special Attention Service 

Bulletin 757–24–0090, Revision 1, dated 

February 27, 2003. This incorporation by 

reference was approved by the Director of the 

Federal Register in accordance with 5 U.S.C. 

552(a) and 1 CFR part 51. Copies may be 

obtained from Boeing Commercial Airplane 

Group, P.O. Box 3707, Seattle, Washington 

98124–2207. Copies may be inspected at the 

FAA, Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington; or 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.

Effective Date 

(g) This amendment becomes effective on 

December 21, 2004.

Issued in Renton, Washington, on 

November 3, 2004. 

Kevin M. Mullin, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service.

[FR Doc. 04–25189 Filed 11–15–04; 8:45 am] 

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39

[Docket No. 2003–NM–277–AD; Amendment 

39–13868; AD 2004–23–13] 

RIN 2120–AA64

Airworthiness Directives; Airbus Model 

A330, A340–200, and A340–300 Series 

Airplanes

AGENCY: Federal Aviation 

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a 

new airworthiness directive (AD); 

applicable to certain Airbus Model 

A330, A340–200, and A340–300 series 

airplanes; that requires inspecting the 

ram air turbine (RAT) actuator to 

determine its serial number; and reidentifying the RAT actuator, inspecting 

the RAT actuator to determine whether 

the rotary solenoids are in the correct 

position, and replacing the RAT 

actuator, as applicable. This action is 

necessary to prevent failure of the RAT 

actuator to deploy when necessary 

during flight, which could result in 

reduced controllability of the airplane. 

This action is intended to address the 

identified unsafe condition.

DATES: Effective December 21, 2004. 

The incorporation by reference of 

certain publications listed in the 

regulations is approved by the Director 

of the Federal Register as of December 

21, 2004.

ADDRESSES: The service information 

referenced in this AD may be obtained 

from Airbus, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France. 

This information may be examined at 

the Federal Aviation Administration 

(FAA), Transport Airplane Directorate, 

Rules Docket, 1601 Lind Avenue, SW., 

Renton, Washington; or 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.

FOR FURTHER INFORMATION CONTACT: Gary 

Lium, Aerospace Engineer, International 

Branch, ANM–116, FAA, Transport 

Airplane Directorate, 1601 Lind 

Avenue, SW., Renton, Washington 

98055–4056; telephone (425) 227–1112; 

fax (425) 227–1149.

SUPPLEMENTARY INFORMATION: A 

proposal to amend part 39 of the Federal 

Aviation Regulations (14 CFR part 39) to 

include an airworthiness directive (AD) 

that is applicable to certain Airbus 

Model A330, A340–200, and A340–300 

series airplanes was published in the 

Federal Register on April 1, 2004 (69 FR 

17109). That action proposed to require 

inspecting the ram air turbine actuator 

(RAT) to determine its serial number; 

and re-identifying the RAT actuator, 

inspecting the RAT actuator to 

determine whether the rotary solenoids 

are in the correct position, and replacing 

the RAT actuator, as applicable. 

Comments 

Interested persons have been afforded 

an opportunity to participate in the 

making of this amendment. Due 

consideration has been given to the 

comments received from a single 

commenter. 

Request To Expand Applicability To 

Include Additional Models 

The commenter, the airplane 

manufacturer, notes that French 

airworthiness directive 2002–422(B) R1, 

dated January 22, 2003, applies to 

Airbus Model A330–201, –202, –203, 

–223, –243, –301, –321, –322, –323, 

–341, –342, and –343 airplanes, 

equipped with certain RAT modules. 

The commenter notes that the French 

airworthiness directive will have to be 

revised to apply to Airbus Model A330–

302 and –303 airplanes when those 

airplanes are certificated. 

We infer that the commenter is 

requesting that we revise the proposed 

AD to include the additional models. 

We do not concur. Airbus Model A330–

302 and –303 airplanes are not 

certificated in the United States as of the 

preparation of this final rule. If these 

models are certificated in the United 

States in the future, we may consider 

rulemaking to require actions similar to 

those required by this AD on those 

airplanes, if necessary. We have made 

no change to this AD. 

Request To Revise Compliance Time 

The commenter notes that the 

proposed AD differs from French 

airworthiness directives 2002–422(B) R1 

and 2002–423(B) R1, both dated January 

22, 2003, in the compliance time for the 

one-time inspection to determine if the 

rotary solenoids are in the correct 

position. We infer that the commenter is 

referring to the fact that French 

airworthiness directives 2002–422(B) R1 

and 2002–423(B) R1 require that this 

inspection be done ‘‘not later than 

August 31, 2004,’’ while the proposed 

AD specifies a compliance of 24 months 

after the effective date of the AD for the 

same action. 

We infer that the commenter is 

requesting that we revise the