56284 Federal Register / Vol. 76, No. 177 / Tuesday, September 13, 2011 / Rules and Regulations 

with an inoperative, affected IDG can be 

found in the FAA-approved Master 

Minimum Equipment List. 

FAA AD Differences 

Note 5: This AD differs from the MCAI 

and/or service information as follows: The 

MCAI does not require inspecting an IDG that 

has been shut down in accordance with 

Airbus TR TR112, Issue 1.1, dated November 

29, 2010, or that has been shut down 

automatically. We have determined that 

investigative and corrective actions 

(including an inspection for signs of arcing, 

and repair or replacement of any discrepant 

IDG harness/connector with a new harness/ 

connector) are necessary due to the severity 

of the problem to prevent the unsafe 

condition from recurring. The inspections 

and corrective actions must be done in 

accordance with a method approved by 

Manager, International Branch, ANM–116. 

Other FAA AD Provisions 

(l) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, 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, Washington 98057– 

3356; telephone (425) 227–1405; 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. AMOCs approved previously for AD 

2004–15–14, Amendment 39–13748 (69 FR 

45243, July 29, 2004), are acceptable for 

corresponding provisions of this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

Related Information 

(m) Refer to MCAI European Aviation 

Safety Agency (EASA) Airworthiness 

Directive 2011–0142, dated July 25, 2011; 

Airbus TRs 4.02.00/20, dated May 3, 2004, 

and TR112, Issue 1.1, dated November 29, 

2010, to the Airbus A318/319/320/321 AFM; 

and Airbus Service Bulletin A320–71–1030, 

dated February 27, 2003; for related 

information. 

Material Incorporated by Reference 

(n) You must use Airbus Service Bulletin 

A320–71–1030, dated February 27, 2003; 

Airbus Temporary Revision 4.02.00/20, dated 

May 3, 2004, to the Airbus A318/319/320/ 

321 Airplane Flight Manual (AFM); and 

Airbus Temporary Revision TR112, Issue 1.1, 

dated November 29, 2010, to the Airbus 

A318/319/320/321 AFM; as applicable; to do 

the actions required by this AD, unless the 

AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

Airbus Temporary Revision TR112, Issue 1.1, 

dated November 29, 2010, to the Airbus 

A318/319/320/321 AFM under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) The Director of the Federal Register 

previously approved the incorporation by 

reference of Airbus Service Bulletin A320– 

71–1030, dated February 27, 2003; and 

Temporary Revision 4.02.00/20, dated May 3, 

2004, to the Airbus A318/319/320/321 AFM; 

on August 13, 2004 (69 FR 45243, July 29, 

2004). 

(3) For service information identified in 

this AD, contact Airbus, Airworthiness 

Office—EAS, 1 Rond Point Maurice Bellonte, 

31707 Blagnac Cedex, France; telephone +33 

5 61 93 36 96; fax +33 5 61 93 44 51; e-mail: 

account.airworth-eas@airbus.com; Internet 

http://www.airbus.com. 

(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 

September 1, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–23131 Filed 9–12–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0474; Directorate 

Identifier 2010–NM–213–AD; Amendment 

39–16802; AD 2011–18–20] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A330–200 and –300 Series Airplanes, 

and Model A340–200 and –300 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: 

It was noticed in production that the 

distance between the wire harnesses 5376VB/ 

2M and 5377VB/1M which are above the lefthand (LH) and right-hand (RH) door 4, and 

the air conditioning duct could be too small. 

This could result in collision between the 

flexible air conditioning hose and wire 

harnesses. 

This condition, if not corrected, could lead 

to the short circuit of wires dedicated to 

oxygen, which, in case of emergency, could 

result in a large number of passenger oxygen 

masks not being supplied with oxygen, 

possibly causing personal injuries. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

October 18, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of October 18, 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: 

Vladimir Ulyanov, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1138; 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 May 23, 2011 (76 FR 29673). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

It was noticed in production that the 

distance between the wire harnesses 5376VB/ 

2M and 5377VB/1M which are above the lefthand (LH) and right-hand (RH) door 4, and 

the air conditioning duct could be too small. 

This could result in collision between the 

flexible air conditioning hose and wire 

harnesses. 

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Federal Register / Vol. 76, No. 177 / Tuesday, September 13, 2011 / Rules and Regulations 56285 

This condition, if not corrected, could lead 

to the short circuit of wires dedicated to 

oxygen, which, in case of emergency, could 

result in a large number of passenger oxygen 

masks not being supplied with oxygen, 

possibly causing personal injuries. 

For the reasons described above, this 

[EASA] AD requires the installation of a 

protective sleeve and an additional bracket to 

maintain the appropriate distance between 

wires. 

Revision 1 of this [EASA] AD is issued to 

revise the applicability section of this AD in 

order to take into account all configurations 

of air conditioning duct and the associated 

solutions embodied in production. 

For certain airplanes, required actions 

include modifying the support assembly 

of the air outlet. For other airplanes, 

required actions include exchanging 

certain attachment screws of the air 

outlet box assembly on each door. 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 comment received. 

Request To Clarify Applicability 

Delta Air Lines (Delta) asked that the 

applicability in the NPRM (76 FR 29673, 

May 23, 2011) be changed for 

clarification. Delta stated that its 

interpretation of paragraph (c)(3) of the 

applicability is that airplanes are 

exempt from the NPRM if Airbus 

Modification 201642 is embodied in 

production, or if Airbus Modification 

57562 is embodied in production, or if 

both Airbus Modifications 57349 and 

58924 are embodied in production. 

Delta noted that this interpretation does 

not align with the applicability in the 

EASA AD, which was issued to revise 

the applicability paragraph to take into 

account all configurations of the air 

conditioning duct and associated 

solutions embodied in production. Delta 

asked that paragraph (c) of the NPRM be 

changed to eliminate the possibility of 

incorrect interpretation, and included 

language for the clarification. 

We agree for the reasons provided by 

the commenter. We have revised the 

format and punctuation of paragraph (c) 

of this AD for clarity. 

Conclusion 

We reviewed the available data, 

including the comment received, and 

determined that air safety and the 

public interest require adopting the AD 

with the change described previously. 

We determined that this change 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 affects about 

41 products of U.S. registry. We also 

estimate that it will take up to 11 workhours per product to comply with the 

basic requirements of this AD. The 

average labor rate is $85 per work-hour. 

Required parts will cost up to $503 per 

product. Where the service information 

lists required parts costs that are 

covered under warranty, we have 

assumed that there will be no charge for 

these costs. As we do not control 

warranty coverage for affected parties, 

some parties may incur costs higher 

than estimated here. Based on these 

figures, we estimate the cost of the AD 

on U.S. operators to be up to $58,958, 

or up to $1,438 per product. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this 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 (76 FR 29673, May 

23, 2011), the regulatory evaluation, any 

comments received, and other 

information. The street address for the 

Docket Operations office (telephone 

(800) 647–5527) is in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after receipt. 

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: 

2011–18–20 Airbus: Amendment 39–16802. 

Docket No. FAA–2011–0474; Directorate 

Identifier 2010–NM–213–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective October 18, 2011. 

Affected ADs 

(b) None. 

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56286 Federal Register / Vol. 76, No. 177 / Tuesday, September 13, 2011 / Rules and Regulations 

Applicability 

(c) This AD applies to Airbus Model A330– 

201, –202, –203, –223, –243, –301, –302, 

–303, –321, –322, –323, –341, –342, and –343 

airplanes; and Model A340–211, –212, –213, 

–311, –312, and –313 airplanes, all 

manufacturer serial numbers; certificated in 

any category; except those airplanes 

embodied in production with the 

modifications identified in paragraphs (c)(1) 

and (c)(2) of this AD. 

(1) Modification 57349 and 

(2) Modification 58924 or 201642 or 57562. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 92. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

It was noticed in production that the 

distance between the wire harnesses 5376VB/ 

2M and 5377VB/1M which are above the lefthand (LH) and right-hand (RH) door 4, and 

the air conditioning duct could be too small. 

This could result in collision between the 

flexible air conditioning hose and wire 

harnesses. 

This condition, if not corrected, could lead 

to the short circuit of wires dedicated to 

oxygen, which, in case of emergency, could 

result in a large number of passenger oxygen 

masks not being supplied with oxygen, 

possibly causing personal injuries. 

* * * * * 

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 24 months after the effective 

date of this AD: Modify the wire harness 

5376VB/2M and 5377VB/1M attachments 

above the LH and RH door 4, in accordance 

with the Accomplishment Instructions of 

Airbus Mandatory Service Bulletin A330–92– 

3077, Revision 01, dated March 29, 2010; or 

Airbus Mandatory Service Bulletin A340–92– 

4078, Revision 01, dated April 9, 2010; as 

applicable. 

(h) For airplanes that have been modified 

before the effective date of this AD in 

accordance with the Accomplishment 

Instructions of Airbus Mandatory Service 

Bulletin A330–92–3077 or A340–92–4078, 

both dated June 17, 2008: Within 24 months 

after the effective date of this AD, perform 

the additional work identified in Airbus 

Mandatory Service Bulletin A330–92–3077, 

Revision 01, dated March 29, 2010, or A340– 

92–4078, Revision 01, dated April 9, 2010; as 

applicable (including modifying the support 

assembly of the air outlet, or exchanging 

certain attachment screws of the air outlet 

box assembly on each door, as applicable), in 

accordance with the Accomplishment 

Instructions of Airbus Mandatory Service 

Bulletin A330–92–3077, Revision 01, dated 

March 29, 2010; or Airbus Mandatory Service 

Bulletin A340–92–4078, Revision 01, dated 

April 9, 2010; as applicable. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(i) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, 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: 

Vladimir Ulyanov, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, Washington 98057– 

3356; telephone (425) 227–1138; 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. 

Related Information 

(j) Refer to MCAI European Aviation Safety 

Agency Airworthiness Directive 2010– 

0103R1, dated April 28, 2011; Airbus 

Mandatory Service Bulletin A330–92–3077, 

Revision 01, dated March 29, 2010; and 

Airbus Mandatory Service Bulletin A340–92– 

4078, Revision 01, dated April 9, 2010; for 

related information. 

Material Incorporated by Reference 

(k) You must use Airbus Mandatory 

Service Bulletin A330–92–3077, Revision 01, 

dated March 29, 2010; or Airbus Mandatory 

Service Bulletin A340–92–4078, Revision 01, 

dated April 9, 2010; as applicable; to do the 

actions required by this AD, unless the AD 

specifies otherwise. 

(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 service information identified in 

this 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. 

(3) 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. 

(4) 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 August 

25, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–22380 Filed 9–12–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0387; Directorate 

Identifier 2010–NM–222–AD; Amendment 

39–16804; AD 2011–18–22 ] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A330–201, –202, –203, –223, and –243 

Airplanes, Model A330–300 Series 

Airplanes, Model A340–200 Series 

Airplanes, and Model A340–300 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: 

Surface defects were visually detected on 

the rudder of * * * [an] in-service aeroplane 

during scheduled maintenance. 

Investigation has determined that the 

defects reported on both rudders 

corresponded to areas that had been 

reworked in production. The investigation 

confirmed that the surface defects were a 

result of de-bonding between the skin and 

honeycomb core. 

* * * * * 

An extended de-bonding, if not detected 

and corrected, may degrade the structural 

integrity of the rudder. The loss of the rudder 

leads to degradation of the handling qualities 

and reduces the controllability of the 

aeroplane. 

* * * * * 

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