Federal Register / Vol. 77, No. 117 / Monday, June 18, 2012 / Rules and Regulations 36143 

(q) New Initial and Repetitive Inspections at 

STA 348.2 for Model 737–100, –200, –300, 

–400, and –500 Series Airplanes 

For Groups 2 and 3 airplanes identified in 

Boeing Alert Service Bulletin 737–53A1240, 

Revision 1, dated June 29, 2010: Before the 

accumulation of 15,000 total flight cycles, or 

within 4,500 flight cycles after the effective 

date of this AD, whichever occurs later, do 

HFEC and surface eddy current inspections 

for cracking of the frame, HFEC inspections 

for cracking of the reinforcement angle and 

shear web, and a detailed inspection for 

cracking of the STA 348.2 frame outer chord, 

inner chord, and reinforcement angle, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–53A1240, Revision 1, dated June 29, 

2010, except as required by paragraph (r) of 

this AD. If any crack is found during any 

inspection required by this paragraph, before 

further flight, do all applicable corrective 

actions in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1240, Revision 1, 

dated June 29, 2010, except as required by 

paragraph (r) of this AD, and except where 

that service bulletin specifies to contact 

Boeing, before further flight, repair using a 

method approved in accordance with the 

procedures specified in paragraph (t) of this 

AD. Repeat the inspections thereafter at 

intervals not to exceed 6,000 flight cycles. 

(r) New Exceptions to Boeing Alert Service 

Bulletins 737–53A1204 and 737–53A1240 

(1) Note 1 of paragraph 3.A of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–53A1240, Revision 1, 

dated June 29, 2010, is to be disregarded 

when accomplishing the actions required by 

this AD. 

(2) The access and restoration instructions 

identified in the Work Instructions of Boeing 

Alert Service Bulletin 737–53A1204, 

Revision 2, dated June 24, 2010; and Boeing 

Alert Service Bulletin 737–53A1240, 

Revision 1, dated June 29, 2010; are not 

required by this AD. Operators may perform 

those actions in accordance with approved 

maintenance procedures. 

(3) The use of Boeing Drawing 65–88700 is 

not allowed when accomplishing the actions 

required by this AD in accordance with the 

Work Instructions of Boeing Alert Service 

Bulletin 737–53A1204, Revision 2, dated 

June 24, 2010; and Boeing Alert Service 

Bulletin 737–53A1240, Revision 1, dated 

June 29, 2010. 

(s) New Initial and Repetitive Inspections of 

the S–15L Aft Intercostal and Cargo Barrier 

Net Fitting for Model 737–200C Series 

Airplanes 

For Group 2 airplanes identified in Boeing 

Alert Service Bulletin 737–53A1204, 

Revision 2, dated June 24, 2010: Before the 

accumulation of 15,000 total flight cycles, or 

within 4,500 flight cycles after the effective 

date of this AD, whichever occurs later, do 

initial detailed and HFEC inspections for 

cracking of the S–15L aft intercostal between 

BS 348.2 and BS 360, and do a detailed 

inspection of the cargo barrier net fitting at 

the intercostal, in accordance with Figure 3 

of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 737–53A1204, 

Revision 2, dated June 24, 2010. If any 

cracking is found, before further flight repair 

using a method approved in accordance with 

the procedures specified in paragraph (t) of 

this AD. Repeat the inspections thereafter at 

intervals not to exceed 6,000 flight cycles. 

(t) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle ACO, 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, it may be emailed 

to: 9-ANM-Seattle-ACO-AMOCRequests@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. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle ACO 

to make those findings. For a repair method 

to be approved, the repair must meet the 

certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(4) AMOCs approved previously in 

accordance with AD 2004–09–09, 

Amendment 39–13598 (69 FR 23646, April 

30, 2004), are approved as AMOCs for the 

corresponding requirements of this AD. 

(5) AMOCs approved previously in 

accordance with AD 2005–20–03, 

Amendment 39–14296 (70 FR 56361, 

September 27, 2005), are approved as 

AMOCs for the corresponding requirements 

of this AD, provided the repetitive inspection 

intervals (if any) do not exceed 6,000 flight 

cycles. 

(6) AMOCs approved previously in 

accordance with AD 2009–16–14, 

Amendment 39–15987 (74 FR 38901, August 

5, 2009), are approved as AMOCs for the 

corresponding requirements of this AD. 

(u) Related Information 

For more information about this AD, 

contact Alan Pohl, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

ACO, 1601 Lind Avenue SW., Renton, 

Washington 98057–3356; phone (425) 917– 

6450; fax (425) 917–6590; email: 

Alan.Pohl@faa.gov. 

(v) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) under 5 U.S.C. 552(a) and 1 CFR part 

51. 

(2) You must use the following service 

information to do the actions required by this 

AD, unless the AD specifies otherwise. 

(3) The following service information was 

approved for IBR on July 23, 2012. 

(i) Boeing Alert Service Bulletin 737– 

53A1240, Revision 1, dated June 29, 2010. 

(ii) Boeing Alert Service Bulletin 737– 

53A1204, Revision 2, dated June 24, 2010. 

(4) The following service information was 

approved for IBR on September 9, 2009 (74 

FR 38901, August 5, 2009). 

(i) Boeing Alert Service Bulletin 737– 

53A1204, Revision 1, dated March 26, 2007. 

(5) The following service information was 

approved for IBR on November 1, 2005 (70 

FR 56361, September 27, 2005). 

(i) Boeing Special Attention Service 

Bulletin 737–53–1204, dated June 19, 2003. 

(6) The following service information was 

approved for IBR on June 4, 2004 (69 FR 

23646, April 30, 2004). 

(i) Boeing Alert Service Bulletin 737– 

53A1240, dated April 10, 2003. 

(7) 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; Internet https:// 

www.myboeingfleet.com. 

(8) 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. 

(9) 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/ 

cfr/ibr_locations.html. 

Issued in Renton, Washington, on June 4, 

2012. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–14373 Filed 6–15–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1415; Directorate 

Identifier 2011–NM–145–AD; Amendment 

39–17089; AD 2012–12–09] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all The 

Boeing Company Model 717–200 

airplanes. This AD was prompted by 

reports of cracks found on the center 

section ribs of the horizontal stabilizers. 

This AD requires repetitive inspections 

for cracking of the aft face of the left and 

right rib hinge bearing lugs of the center 


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36144 Federal Register / Vol. 77, No. 117 / Monday, June 18, 2012 / Rules and Regulations 

section of the horizontal stabilizer; and 

crack measurement, repairs, post-repair 

repetitive inspections, and installation 

of a new center section rib if necessary. 

We are issuing this AD to detect and 

correct cracking in the left and right 

bearing lugs of the rib hinge spreading 

at the same time, which could result in 

failure of both hinge bearing lugs. 

Failure of the hinge bearing lugs could 

result in the inability of the horizontal 

stabilizer to sustain flight loads and 

thereby reduce the controllability of the 

airplane. 

DATES: This AD is effective July 23, 

2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of July 23, 2012. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, 3855 

Lakewood Boulevard, MC D800–0019, 

Long Beach, California 90846–0001; 

phone: 206–544–5000, extension 2; fax: 

206–766–5683; 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 AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (phone: 800–647–5527) is 

Document Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

George Garrido, Aerospace Engineer, 

Airframe Branch, ANM–120L, FAA, Los 

Angeles Aircraft Certification Office 

(ACO), 3960 Paramount Boulevard, 

Lakewood, California 90712–4137; 

phone: 562–627–5357; fax: 562–627– 

5210; email: George.Garrido@faa.gov. 

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 published in the Federal 

Register on January 19, 2012 (77 FR 

2664). That NPRM proposed to require 

repetitive eddy current high frequency 

(ETHF) inspections for cracks on the aft 

face on the left and right rib hinge 

bearing lugs of the center section of the 

horizontal stabilizer; and crack 

measurement, repairs, post-repair 

repetitive inspections, and installation 

of a new center section rib if necessary. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (77 FR 2664, 

January 19, 2012), and the FAA’s 

response to each comment. 

Support for NPRM (77 FR 2664, 

January 19, 2012) 

Boeing stated it supports the NPRM 

(77 FR 2664, January 19, 2012). 

Request To Decrease Inspection 

Interval 

Kristianna Sciarraa requested we 

change the repetitive inspection interval 

in the NPRM (77 FR 2664, January 19, 

2012) from every 10,500 flight cycles to 

every 18 months when no cracking is 

found after the initial inspection. The 

commenter stated that more frequent 

inspections would increase early 

detection of fatigue cracking and would 

be workable with operator schedules. 

The commenter also stated that the costs 

associated with the decreased 

inspection interval are minimal when 

compared to the cost to an operator if 

an accident occurs due to fatigue 

cracking. 

We disagree with changing the 

repetitive inspection interval because 

the repetitive inspection interval is 

based on damage tolerance (crack 

growth) analysis of the hinge bearing lug 

of the horizontal stabilizer center 

section. The analysis accounts for the 

loading and stress in the specific 

location and considers worse case crack 

growth from detectable to critical size 

and allows for multiple opportunities to 

detect a crack. We have not changed the 

final rule in this regard. 

Request To Require Reporting 

Kristianna Sciarraa requested we 

include mandatory reporting of 

inspection results in the NPRM (77 FR 

2664, January 19, 2012). The commenter 

stated that Boeing Alert Service Bulletin 

717–55A0011, dated May 17, 2011, 

specifies reporting and that providing 

the manufacturer with such information 

would foster an important exchange of 

information with an end goal of creating 

safe and reliable aircraft to ensure 

passenger and operator protection. 

We disagree with requiring mandatory 

reporting of inspection results. Boeing 

Alert Service Bulletin 717–55A0011, 

dated May 17, 2011, already specifies 

submitting information to the 

manufacturer. This final rule does not 

include that requirement because we 

understand the unsafe condition, and 

we do not want to add an additional 

burden on the operators. We require 

reporting of inspection reports if the 

unsafe condition is a result of quality 

control issues or if we are trying to 

understand the scope of the unsafe 

condition. We have not changed the 

final rule in this regard. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

Costs of Compliance 

We estimate that this AD affects 129 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. operators 

ETHF Inspection .................... 6 work-hours × $85 per hour 

= $510 per inspection cycle.

$0 $510 per inspection cycle ...... $65,790 per inspection cycle. 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition labor 

costs specified in this AD. The 

estimated parts cost for a replacement 

rib is $16,387. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 


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Federal Register / Vol. 77, No. 117 / Monday, June 18, 2012 / Rules and Regulations 36145 

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 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Is not a ‘‘significant rule’’ under 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 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): 

2012–12–09 The Boeing Company: 

Amendment 39–17089; Docket No. 

FAA–2011–1415; Directorate Identifier 

2011–NM–145–AD. 

(a) Effective Date 

This AD is effective July 23, 2012. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all The Boeing 

Company Model 717–200 airplanes, 

certificated in any category. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 5510, Horizontal Stabilizer Structure. 

(e) Unsafe Condition 

This AD was prompted by reports of cracks 

found on the center section ribs of the 

horizontal stabilizers. We are issuing this AD 

to detect and correct cracking in the left and 

right bearing lugs of the rib hinge spreading 

at the same time, which could result in 

failure of both hinge bearing lugs. Failure of 

the hinge bearing lugs could result in the 

inability of the horizontal stabilizer to sustain 

flight loads and thereby reduce the 

controllability of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Repetitive Eddy Current High Frequency 

(ETHF) Inspections 

Before the accumulation of 35,000 total 

flight cycles, or within 8,275 flight cycles 

after the effective date of this AD, whichever 

occurs later: Do an ETHF inspection for 

cracks of the aft face on the left and right rib 

hinge bearing lugs of the center section of the 

horizontal stabilizer, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 717–55A0011, dated May 

17, 2011. If no crack is found, repeat the 

inspection thereafter at intervals not to 

exceed 10,500 flight cycles. 

(h) Crack Measurement 

If any crack is found during any inspection 

required by paragraph (g) of this AD: Before 

further flight, measure the length of the 

crack, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 717–55A0011, dated May 

17, 2011. 

(i) Blend Out Repair, ETHF Inspections, and 

Corrective Action for Certain Crack Lengths 

For any crack that meets ‘‘Condition 2A’’ 

of Table 1 of 1.E., ‘‘Compliance,’’ of Boeing 

Alert Service Bulletin 717–55A0011, dated 

May 17, 2011: Do the actions in paragraphs 

(i)(1) and (i)(2) of this AD. 

(1) Before further flight, do a blend out 

repair, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 717–55A0011, dated May 

17, 2011. 

(2) Within 14,200 flight cycles after 

accomplishing the blend out repair required 

by paragraph (i)(1) of this AD: Do an ETHF 

inspection of the blend out repair area for 

cracking, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 717–55A0011, dated May 

17, 2011. If no cracking is found, repeat the 

inspection thereafter at intervals not to 

exceed 5,400 flight cycles. 

(i) If any crack is found during the ETHF 

inspection required by paragraph (i)(2) of this 

AD: Before further flight, remove the cracked 

center section rib of the horizontal stabilizer 

and install a new center section rib, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

717–55A0011, dated May 17, 2011. 

(ii) Within 35,000 flight cycles after the 

installation of the new center section rib, do 

the actions in paragraph (g) of this AD. 

(j) Corrective Action for Certain Crack 

Lengths 

For any crack that meets ‘‘Condition 2D’’ 

of Table 1 of 1.E., ‘‘Compliance,’’ of Boeing 

Alert Service Bulletin 717–55A0011, dated 

May 17, 2011: Before further flight, remove 

the cracked center section rib of the 

horizontal stabilizer and install a new center 

section rib, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 717–55A0011, dated May 

17, 2011. Within 35,000 flight cycles after the 

installation of the new rib, do the actions in 

paragraph (g) of this AD. 

(k) No Reporting Requirement 

Although Boeing Alert Service Bulletin 

717–55A0011, dated May 17, 2011, specifies 

to submit certain information to the 

manufacturer, this AD does not include that 

requirement. 

(l) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager Los Angeles Aircraft 

Certification Office (ACO), 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. 

(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. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Los Angeles 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(m) Related Information 

For more information about this AD, 

contact George Garrido, Aerospace Engineer, 

Airframe Branch, ANM–120L, FAA, Los 

Angeles Aircraft Certification Office (ACO), 

3960 Paramount Boulevard, Lakewood, 


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36146 Federal Register / Vol. 77, No. 117 / Monday, June 18, 2012 / Rules and Regulations 

California 90712–4137; phone: 562–627– 

5357; fax: 562–627–5210; email: 

George.Garrido@faa.gov. 

(n) Material Incorporated by Reference 

(1)You must use the following service 

information to do the actions required by this 

AD, unless the AD specifies otherwise. The 

Director of the Federal Register approved the 

incorporation by reference (IBR) of the 

following service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(i) Boeing Alert Service Bulletin 717– 

55A0011, dated May 17, 2011. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, 3855 Lakewood Boulevard, MC 

D800–0019, Long Beach, California 90846– 

0001; phone: 206–544–5000, extension 2; fax: 

206–766–5683; Internet: https:// 

www.myboeingfleet.com. 

(3) 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. 

(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/ 

cfr/ibr-locations.html. 

Issued in Renton, Washington, on June 7, 

2012. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–14542 Filed 6–15–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1170; Directorate 

Identifier 2010–NM–264–AD; Amendment 

39–17080; AD 2012–12–01] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) for 

all Airbus Model A300 B4–600, B4– 

600R and A300 F4–600R series 

airplanes, Model A300 C4–605R Variant 

F airplanes, and Model A310 series 

airplanes. That AD currently requires 

modifying the wiring in the right-hand 

electronics rack. This new AD requires 

replacing the cockpit multi-tank 

indicators (MTI), and for certain 

airplanes, replacing high-level, lowlevel, and overflow sensors and their 

harness connectors, and re-instating the 

low-level warning indication to the 

cockpit MTI. This AD was prompted by 

reports of failures of four fuel level 

sensor-amplifier and MTI units. This 

AD also adds Model A310 series 

airplanes to the applicability. We are 

issuing this AD to prevent degradation 

of the electrical insulation sleeves of the 

low-level indication lamps on the MTI, 

which could cause a short circuit that 

might result in high voltage being 

conveyed to the high- and low-level 

sensors in the wing tanks. This 

condition could cause the level sensor 

to heat above acceptable limits, possibly 

resulting in a fuel tank explosion, and 

consequent loss of the airplane. 

DATES: This AD becomes effective July 

23, 2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of July 23, 2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of March 27, 2009 (74 FR 

7792, February 20, 2009). 

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 November 7, 2011 (76 FR 

68671), and proposed to supersede AD 

2009–02–04, Amendment 39–15794 (74 

FR 7792, February 20, 2009). That 

NPRM proposed to correct an unsafe 

condition for the specified products. 

The MCAI states: 

One operator experienced failures of four 

Fuel Level Sensor-Amplifier (FLSA) and 

Multi Tank Indicators (MTI) units. FLSA and 

MTI failures have been identified as having 

been caused by incorrect connector sleeves 

materials fitted to the MTI units. 

Degradation of the electrical insulation 

sleeves of the Low-level indication lamps on 

the MTI of the flight deck can cause a short 

circuit that might result in high voltage being 

conveyed to the high and low level sensors 

in the wing tanks. This condition, if not 

corrected, could cause the level sensor to 

heat above acceptable limits, possibly 

resulting in fuel tank explosion, and 

consequent loss of the aeroplane. 

As an interim action, EASA AD 2008–0055 

[which corresponds to FAA AD 2009–02–04, 

Amendment 39–15794 (74 FR 7792, February 

20, 2009)], was issued requiring the 

accomplishment of wiring modifications to 

protect the FLSA and the Flight Warning 

Computers from 115V [volt] AC [alternating 

current] and 28V DC [direct current] short 

circuits within the cockpit MTI. 

EASA AD 2009–0144, which required the 

replacement of the affected sensors and their 

harness connectors with modified units in 

accordance with the instructions of Airbus 

Service Bulletin (SB) A300–28–6095 at 

original issue or SB A300–28–9013 at 

original issue, as applicable, was further on 

cancelled because the installation of the new 

inner tank fused low-level sensors was not 

possible, due to interference between some 

sensors and a fuel pipe at connector level. 

Airbus SB A300–28–6095 and SB A300– 

28–9013 have been revised to clear this 

interference. The replacement of the affected 

sensors and their harness connectors 

according to the instructions of these SBs is 

now possible. 

This [EASA] AD supersedes [EASA] AD 

2008–0055 and introduces the following 

actions: 

—Expanding of the applicability to A310 

aeroplanes; and 

—Replacement of the cockpit MTI with a 

MTI with silicone sleeves and to reinstate 

the low level warning indication to the 

cockpit MTI; and 

—Replacement of the affected sensors and 

their harness connectors by fused level 

sensor units for A300–600 and A300– 

600ST aeroplanes. 

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 

have considered the comments received. 

Requests for Extension of Compliance 

Time 

UPS requested that we extend the 

compliance time specified in paragraphs 

(h), (i), and (j) in the NPRM (76 FR 

68671, November 7, 2011) to 60 months. 

UPS explained that the requested 

extended compliance time is to reduce 

the potential for special maintenance 

visits of its airplanes, and that a 

compliance period of less than 60 

months will cause undue hardship on 

UPS and its operation, and result in 

significant negative economic impact. 


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