42024 Federal Register / Vol. 76, No. 137 / Monday, July 18, 2011 / Rules and Regulations 

applicant must establish by test, 

analysis, or a combination of both, that 

each rotor will not burst when operated 

in the engine for 5 minutes at whichever 

of the conditions defined in paragraph 

(b) of this section is the most critical 

with respect to the integrity of such a 

rotor. 

(1) Test rotors used to demonstrate 

compliance with this section that do not 

have the most adverse combination of 

material properties and dimensional 

tolerances must be tested at conditions 

which have been adjusted to ensure the 

minimum specification rotor possesses 

the required overspeed capability. This 

can be accomplished by increasing test 

speed, temperature, and/or loads. 

(2) When an engine test is being used 

to demonstrate compliance with the 

overspeed conditions listed in 

paragraph (b)(3) or (b)(4) of this section 

and the failure of a component or 

system is sudden and transient, it may 

not be possible to operate the engine for 

5 minutes after the failure. Under these 

circumstances, the actual overspeed 

duration is acceptable if the required 

maximum overspeed is achieved. 

(b) When determining the maximum 

overspeed condition applicable to each 

rotor in order to comply with 

paragraphs (a) and (c) of this section, the 

applicant must evaluate the following 

rotor speeds taking into consideration 

the part’s operating temperatures and 

temperature gradients throughout the 

engine’s operating envelope: 

(1) 120 percent of the maximum 

permissible rotor speed associated with 

any of the engine ratings except oneengine-inoperative (OEI) ratings of less 

than 21⁄2 minutes. 

(2) 115 percent of the maximum 

permissible rotor speed associated with 

any OEI ratings of less than 21⁄2 minutes. 

(3) 105 percent of the highest rotor 

speed that would result from either: 

(i) The failure of the component or 

system which, in a representative 

installation of the engine, is the most 

critical with respect to overspeed when 

operating at any rating condition except 

OEI ratings of less than 21⁄2 minutes, or 

(ii) The failure of any component or 

system in a representative installation of 

the engine, in combination with any 

other failure of a component or system 

that would not normally be detected 

during a routine pre-flight check or 

during normal flight operation, that is 

the most critical with respect to 

overspeed, except as provided by 

paragraph (c) of this section, when 

operating at any rating condition except 

OEI ratings of less than 21⁄2 minutes. 

(4) 100 percent of the highest rotor 

speed that would result from the failure 

of the component or system which, in 

a representative installation of the 

engine, is the most critical with respect 

to overspeed when operating at any OEI 

rating of less than 21⁄2 minutes. 

(c) The highest overspeed that results 

from a complete loss of load on a 

turbine rotor, except as provided by 

paragraph (f) of this section, must be 

included in the overspeed conditions 

considered by paragraphs (b)(3)(i), 

(b)(3)(ii), and (b)(4) of this section, 

regardless of whether that overspeed 

results from a failure within the engine 

or external to the engine. The overspeed 

resulting from any other single failure 

must be considered when selecting the 

most limiting overspeed conditions 

applicable to each rotor. Overspeeds 

resulting from combinations of failures 

must also be considered unless the 

applicant can show that the probability 

of occurrence is not greater than 

extremely remote (probability range of 

10¥7 to 10¥9 per engine flight hour). 

(d) In addition, the applicant must 

demonstrate that each fan, compressor, 

turbine, and turbosupercharger rotor 

complies with paragraphs (d)(1) and 

(d)(2) of this section for the maximum 

overspeed achieved when subjected to 

the conditions specified in paragraphs 

(b)(3) and (b)(4) of this section. The 

applicant must use the approach in 

paragraph (a) of this section which 

specifies the required test conditions. 

(1) Rotor Growth must not cause the 

engine to: 

(i) Catch fire, 

(ii) Release high-energy debris 

through the engine casing or result in a 

hazardous failure of the engine casing, 

(iii) Generate loads greater than those 

ultimate loads specified in § 33.23(a), or 

(iv) Lose the capability of being shut 

down. 

(2) Following an overspeed event and 

after continued operation, the rotor may 

not exhibit conditions such as cracking 

or distortion which preclude continued 

safe operation. 

(e) The design and functioning of 

engine control systems, instruments, 

and other methods not covered under 

§ 33.28 must ensure that the engine 

operating limitations that affect turbine, 

compressor, fan, and turbosupercharger 

rotor structural integrity will not be 

exceeded in service. 

(f) Failure of a shaft section may be 

excluded from consideration in 

determining the highest overspeed that 

would result from a complete loss of 

load on a turbine rotor if the applicant: 

(1) Identifies the shaft as an engine 

life-limited-part and complies with 

§ 33.70. 

(2) Uses material and design features 

that are well understood and that can be 

analyzed by well-established and 

validated stress analysis techniques. 

(3) Determines, based on an 

assessment of the environment 

surrounding the shaft section, that 

environmental influences are unlikely 

to cause a shaft failure. This assessment 

must include complexity of design, 

corrosion, wear, vibration, fire, contact 

with adjacent components or structure, 

overheating, and secondary effects from 

other failures or combination of failures. 

(4) Identifies and declares, in 

accordance with § 33.5, any 

assumptions regarding the engine 

installation in making the assessment 

described above in paragraph (f)(3) of 

this section. 

(5) Assesses, and considers as 

appropriate, experience with shaft 

sections of similar design. 

(6) Does not exclude the entire shaft. 

(g) If analysis is used to meet the 

overspeed requirements, then the 

analytical tool must be validated to 

prior overspeed test results of a similar 

rotor. The tool must be validated for 

each material. The rotor being certified 

must not exceed the boundaries of the 

rotors being used to validate the 

analytical tool in terms of geometric 

shape, operating stress, and 

temperature. Validation includes the 

ability to accurately predict rotor 

dimensional growth and the burst 

speed. The predictions must also show 

that the rotor being certified does not 

have lower burst and growth margins 

than rotors used to validate the tool. 

Issued in Washington, DC, on June 30, 

2011. 

J. Randolph Babbitt, 

Administrator. 

[FR Doc. 2011–18002 Filed 7–15–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0257; Directorate 

Identifier 2010–NM–122–AD; Amendment 

39–16741; AD 2011–14–06] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A318, A319, A320, and A321 Series 

Airplanes 

AGENCY: Department of Transportation 

(DOT), Federal Aviation Administration 

(FAA). 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) 

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Federal Register / Vol. 76, No. 137 / Monday, July 18, 2011 / Rules and Regulations 42025 

that applies to 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 issue 10 of Airbus A318/A319/A320/ 

A321 ALI [Airworthiness Limitation Items] 

Document and issue 2 of Airbus A319 

Corporate Jet ALI Document introduce more 

restrictive maintenance requirements/ 

airworthiness limitations. Failure to comply 

with this issue 10 constitutes an unsafe 

condition. 

* * * * * 

The unsafe condition is fatigue cracking, 

accidental damage, or corrosion in 

principal structural elements and 

possible failure of certain life limited 

parts, which could result in reduced 

structural integrity of the airplane. We 

are issuing this AD to require actions to 

correct the unsafe condition on these 

products. 

DATES: This AD becomes effective 

August 22, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of August 22, 2011. 

The Director of the Federal Register 

previously approved the incorporation 

by reference of certain other 

publications, listed in this AD as of 

November 7, 2007 (72 FR 56262, 

October 3, 2007). 

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: Tim 

Dulin, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–2141; 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 March 24, 2011 (76 FR 

16582), and proposed to supersede AD 

2007–20–05, Amendment 39–15215 (72 

FR 56262, October 3, 2007). 

Since we issued AD 2007–20–05, we 

have determined that more restrictive 

limitations are necessary. We have also 

added Model A318–121 and –122 

airplanes to the applicability. The 

European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2010–0071R1, 

dated May 28, 2010 (referred to after 

this as ‘‘the MCAI’’), to correct an unsafe 

condition for the specified products. 

The MCAI states: 

The airworthiness limitations are currently 

included in Airbus A318/A319/A320/A321 

Airworthiness Limitations Section (ALS). 

The airworthiness limitations applicable to 

the Damage Tolerant Airworthiness 

Limitation Items (DT ALI) are currently given 

in Airbus A318/A319/A320/A321 ALI 

Document reference AI/SE–M4/95A.0252/96 

and Airbus A319 Corporate Jet ALI 

Document reference AI/SE–M2/95A.1038/99, 

which are approved by the European 

Aviation Safety Agency (EASA) and 

referenced in Airbus Airworthiness 

Limitations Section (ALS) Part 2. 

The issue 10 of Airbus A318/A319/A320/ 

A321 ALI Document and issue 2 of Airbus 

A319 Corporate Jet ALI Document introduce 

more restrictive maintenance requirements/ 

airworthiness limitations. Failure to comply 

with this issue 10 constitutes an unsafe 

condition. 

EASA AD 2010–0071 retains the 

requirements of EASA AD 2006–0165, which 

is superseded, and requires the 

implementation of more restrictive 

maintenance requirements/airworthiness 

limitations as specified in Airbus A318/ 

A319/A320/A321 ALI Document reference 

AI/SE–M4/95A.0252/96 issue 10 and Airbus 

A319 Corporate Jet ALI Document reference 

AI/SE–M2/95A.1038/99. 

This [EASA] AD has been revised to clarify 

the special compliance times defined in 

Table 1 of this [EASA] AD. 

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 

received no comments on the NPRM or 

on the determination of the cost to the 

public. 

Revision to Airworthiness Limitation 

Items Document 

Airbus has issued A318/A319/A320/ 

A321 Airworthiness Limitation Items, 

Document AI/SE–M4/95A.0252/96, 

Issue 11, dated September 2010. Issue 

11 of Airbus A318/A319/A320/A321 

Airworthiness Limitation Items, 

Document AI/SE–M4/95A.0252/96 does 

not add any additional burden on the 

operator. We have revised paragraphs (j) 

and (k), table 1, and Note 3, in this final 

rule to require compliance in 

accordance with Airbus A318/A319/ 

A320/A321 Airworthiness Limitation 

Items, Document AI/SE–M4/95A.0252/ 

96, Issue 10, dated October 2009; or 

Issue 11, dated September 2010. 

Conclusion 

We reviewed the available data 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 

about 729 products of U.S. registry. 

The actions that are required by AD 

2007–20–05 and retained in this AD 

take about 1 work-hour per product, at 

an average labor rate of $85 per work 

hour. Based on these figures, the 

estimated cost of the currently required 

actions is $85 per product. 

We estimate that it will take about 1 

work-hour per product to comply with 

the new basic requirements of this AD. 

The average labor rate is $85 per workhour. Based on these figures, we 

estimate the cost of the AD on U.S. 

operators to be $61,965, or $85 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 

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42026 Federal Register / Vol. 76, No. 137 / Monday, July 18, 2011 / Rules and Regulations 

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 

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 

removing Amendment 39–15215 (72 FR 

56262, October 3, 2007) and adding the 

following new AD: 

2011–14–06 Airbus: Amendment 39–16741. 

Docket No. FAA–2011–0257; Directorate 

Identifier 2010–NM–122–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective August 22, 2011. 

Affected ADs 

(b) This AD supersedes AD 2007–20–05, 

Amendment 39–15215. 

Applicability 

(c) This AD applies to all Airbus Model 

A318–111, –112, –121, and –122 airplanes; 

Model A319–111, –112, –113, –114, –115, 

–131, –132, and –133 airplanes; Model 

A320–111, –211, –212, –214, –231, –232, and 

–233 airplanes; and Model A321–111, –112, 

–131, –211, –212, –213, –231, and –232 

airplanes; certificated in any category. 

Note 1: This AD requires revisions to 

certain operator maintenance documents to 

include new inspections. Compliance with 

these inspections is required by 14 CFR 

91.403(c). For airplanes that have been 

previously modified, altered, or repaired in 

the areas addressed by these inspections, the 

operator may not be able to accomplish the 

inspections described in the revisions. In this 

situation, to comply with 14 CFR 91.403(c), 

the operator must request approval for an 

alternative method of compliance according 

to paragraph (n) of this AD. The request 

should include a description of changes to 

the required inspections that will ensure the 

continued damage tolerance of the affected 

structure. The FAA has provided guidance 

for this determination in Advisory Circular 

(AC) 25.1529–1. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 05: Wings. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

* * * * * 

The issue 10 of Airbus A318/A319/A320/ 

A321 ALI [Airworthiness Limitation Items] 

Document and issue 2 of Airbus A319 

Corporate Jet ALI Document introduce more 

restrictive maintenance requirements/ 

airworthiness limitations. Failure to comply 

with this issue 10 constitutes an unsafe 

condition. 

* * * * * 

The unsafe condition is fatigue cracking, 

accidental damage, or corrosion in principal 

structural elements and possible failure of 

certain life limited parts, which could result 

in reduced structural integrity of the 

airplane. 

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. 

Restatement of Requirements of AD 2007– 

20–05: Revise Airworthiness Limitations 

Section (ALS) To Incorporate Safe Life ALIs 

(g) For Model A318–111 and –112 

airplanes; Model A319–111, –112, –113, 

–114, –115, –131, –132, and –133 airplanes; 

Model A320–111, –211, –212, –214, –231, 

–232, and –233 airplanes; and Model A321– 

111, –112, –131, –211, –212, –213, –231, and 

–232 airplanes: Within 3 months after 

November 7, 2007 (the effective date of AD 

2007–20–05), revise the ALS of the 

Instructions for Continued Airworthiness to 

incorporate Sub-part 1–2, ‘‘Life Limits,’’ and 

Sub-part 1–3, ‘‘Demonstrated Fatigue Lives,’’ 

of Airbus A318/A319/A320/A321 ALS Part 

1—Safe Life Airworthiness Limitation Items, 

dated February 28, 2006. Accomplish the 

actions in Sub-part 1–2, ‘‘Life Limits,’’ and 

Sub-part 1–3, ‘‘Demonstrated Fatigue Lives,’’ 

of Airbus A318/A319/A320/A321 ALS Part 

1—Safe Life Airworthiness Limitation Items, 

dated February 28, 2006, at the times 

specified in Sub-part 1–2, ‘‘Life Limits,’’ and 

Sub-part 1–3, ‘‘Demonstrated Fatigue Lives,’’ 

of Airbus A318/A319/A320/A321 ALS Part 

1—Safe Life Airworthiness Limitation Items, 

dated February 28, 2006, except as provided 

by paragraph (i) of this AD. 

Revise ALS To Incorporate Damage-Tolerant 

ALIs 

(h) For Model A318–111 and –112 

airplanes; Model A319–111, –112, –113, 

–114, –115, –131, –132, and –133 airplanes; 

Model A320–111, –211, –212, –214, –231, 

–232, and –233 airplanes; and Model A321– 

111, –112, –131, –211, –212, –213, –231, and 

–232 airplanes; except Model A319 airplanes 

on which Airbus Modifications 28238, 

28162, and 28342 have been incorporated in 

production: Within 14 days after November 

7, 2007, revise the ALS of the Instructions for 

Continued Airworthiness to incorporate 

Airbus A318/A319/A320/A321 

Airworthiness Limitation Items, Document 

AI/SE–M4/95A.0252/96, Issue 7, dated 

December 2005 (approved by the EASA on 

February 7, 2006); Issue 08, dated March 

2006 (approved by the EASA on January 4, 

2007); or Issue 09, dated November 2006 

(approved by the EASA on May 21, 2007). 

Accomplish the actions in Airbus A318/ 

A319/A320/A321 Airworthiness Limitation 

Items, Document AI/SE–M4/95A.0252/96, 

Issue 7, dated December 2005; Issue 08, dated 

March 2006; or Issue 09, dated November 

2006; at the times specified in Airbus A318/ 

A319/A320/A321 Airworthiness Limitation 

Items, Document AI/SE–M4/95A.0252/96, 

Issue 7, dated December 2005; Issue 08, dated 

March 2006; or Issue 09, dated November 

2006; as applicable; except as provided by 

paragraph (i) of this AD. Doing the actions 

required by paragraph (j) of this AD 

terminates the requirements of this 

paragraph. 

Grace Period for New or More Restrictive 

Actions 

(i) For Model A318–111 and –112 

airplanes; Model A319–111, –112, –113, 

–114, –115, –131, –132, and –133 airplanes; 

Model A320–111, –211, –212, –214, –231, 

–232, and –233 airplanes; and Model A321– 

111, –112, –131, –211, –212, –213, –231, and 

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Federal Register / Vol. 76, No. 137 / Monday, July 18, 2011 / Rules and Regulations 42027 

–232 airplanes: For any new or more 

restrictive life limit introduced with Sub-part 

1–2, ‘‘Life Limits,’’ and Sub-part 1–3, 

‘‘Demonstrated Fatigue Lives,’’ of Airbus 

A318/A319/A320/A321 ALS Part 1—Safe 

Life Airworthiness Limitation Items, dated 

February 28, 2006, replace the part at the 

time specified in Sub-part 1–2, ‘‘Life Limits,’’ 

and Sub-part 1–3, ‘‘Demonstrated Fatigue 

Lives,’’ of Airbus A318/A319/A320/A321 

ALS Part 1—Safe Life Airworthiness 

Limitation Items, dated February 28, 2006, or 

within 6 months after November 7, 2007, 

whichever is later. For any new or more 

restrictive inspection introduced with Airbus 

A318/A319/A320/A321 Airworthiness 

Limitation Items, Document AI/SE–M4/ 

95A.0252/96, Issue 7, dated December 2005; 

Issue 08, dated March 2006; or Issue 09, 

dated November 2006; do the inspection at 

the time specified in Airbus A318/A319/ 

A320/A321 Airworthiness Limitation Items, 

Document AI/SE–M4/95A.0252/96, Issue 7, 

dated December 2005; Issue 08, dated March 

2006; or Issue 09, dated November 2006; as 

applicable; or within 6 months after 

November 7, 2007, whichever is later. 

New Requirements of This AD: Revise ALS 

To Incorporate Damage-Tolerant ALIs With 

Revised Compliance Times 

(j) Within 9 months after the effective date 

of this AD: Revise the maintenance program 

by incorporating all maintenance 

requirements and associated airworthiness 

limitations specified in the Airbus A318/ 

A319/A320/A321 Airworthiness Limitation 

Items, Document AI/SE–M4/95A.0252/96, 

Issue 10, dated October 2009; or Issue 11, 

dated September 2010. Comply with all 

applicable maintenance requirements and 

associated airworthiness limitations included 

in Airbus A318/A319/A320/A321 

Airworthiness Limitation Items, Document 

AI/SE–M4/95A.0252/96, Issue 10, dated 

October 2009; or Issue 11, dated September 

2010; except as provided by paragraph (k) of 

this AD. Doing the actions required by this 

paragraph terminates the requirements of 

paragraph (h) of this AD. 

Special Compliance Times for Certain Tasks 

(k) For new and more restrictive tasks 

introduced with Airbus A318/A319/A320/ 

A321 Airworthiness Limitation Items, 

Document AI/SE–M4/95A.0252/96, Issue 10, 

dated October 2009; or Issue 11, dated 

September 2010; as specified in table 1 of 

this AD: The initial compliance time for 

doing the tasks is specified in table 1 of this 

AD. 

TABLE 1—COMPLIANCE TIMES FOR NEW TASKS

Task Applicability 

(as specified in the applicability column 

of the task).

Compliance time, whichever occurs later 

545102–01–6 .......... Group 19–1A CFM, Group 19–1B 

CFM, and Model A320–200 airplanes with CFM Industrial (CFM)/ 

International Aero Engine (IAE) engines.

The threshold as defined in Airbus 

A318/A319/A320/A321 Airworthiness 

Limitation Items, Document AI/SE– 

M4/95A.0252/96, Issue 10, dated 

October 2009; or Issue 11, dated 

September 2010.

Within 2,000 flight cycles or 5,500 

flight hours, after the effective date 

of this AD, whichever occurs first. 

545102–01–7 .......... Model A320–100 .................................. The threshold as defined in Airbus 

A318/A319/A320/A321 Airworthiness 

Limitation Items, Document AI/SE– 

M4/95A.0252/96, Issue 10, dated 

October 2009; or Issue 11, dated 

September 2010.

Within 2,000 flight cycles or 2,000 

flight hours, after the effective date 

of this AD, whichever occurs first. 

572050–01–1 or alternative task 

572050–02–1.

Group 19–1A and Group 19–1B .......... At the time of the next due accomplishment of any one of the tasks 

572004, 572020, or 572053 as currently described in the Airbus A318/ 

A319/A320/A321 Airworthiness Limitation Items, Document AI/SE–M4/ 

95A.0252/96, Issue 7, dated December 2005; Issue 08, dated March 

2006; or Issue 09, dated November 

2006.

Within 6 months after the effective 

date of this AD. 

572050–01–4 or alternative task 

572050–02–4.

Model A320–200 .................................. At the time of the next due accomplishment of any one of the tasks 

572004, 572020, or 572053 as currently described in the Airbus A318/ 

A319/A320/A321 Airworthiness Limitation Items, Document AI/SE–M4/ 

95A.0252/96, Issue 7, dated December 2005; Issue 08, dated March 

2006; or Issue 09, dated November 

2006.

Within 6 months after the effective 

date of this AD. 

572050–01–5 or alternative task 

572050–02–5.

Group 21–1A ........................................ At the time of the next due accomplishment of any one of the tasks 

572004, 572020, or 572053 as currently described in the Airbus A318/ 

A319/A320/A321 Airworthiness Limitation Items, Document AI/SE–M4/ 

95A.0252/96, Issue 7, dated December 2005; Issue 08, dated March 

2006; or Issue 09, dated November 

2006.

Within 6 months after the effective 

date of this AD. 

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42028 Federal Register / Vol. 76, No. 137 / Monday, July 18, 2011 / Rules and Regulations 

TABLE 1—COMPLIANCE TIMES FOR NEW TASKS—Continued 

572050–01–7 or alternative task 

572050–02–7.

Model A320–100 .................................. At the time of the next due accomplishment of any one of the tasks 

572004, 572020, or 572053 as currently described in the Airbus A318/ 

A319/A320/A321 Airworthiness Limitation Items, Document AI/SE–M4/ 

95A.0252/96, Issue 7, dated December 2005; Issue 08, dated March 

2006; or Issue 09, dated November 

2006.

Within 6 months after the effective 

date of this AD. 

534132–01–1 .......... Model A320 PRE 30748 ...................... The threshold/interval as defined in 

Airbus A318/A319/A320/A321 Airworthiness Limitation Items, Document AI/SE–M4/95A.0252/96, Issue 

10, dated October 2009; or Issue 

11, dated September 2010.

Within 100 days after the effective 

date of this AD, without exceeding 

the previous threshold/interval as 

defined in Airbus A318/A319/A320/ 

A321 Airworthiness Limitation Items, 

Document AI/SE–M4/95A.0252/96, 

Issue 7, dated December 2005; 

Issue 08, dated March 2006; or 

Issue 09, dated November 2006. 

531118–01–1 .......... Model A318 (except (A318–121 and 

–122), Group 19–1A, Group 19–1B, 

Model A320, A321.

The threshold/interval as defined in 

Airbus A318/A319/A320/A321 Airworthiness Limitation Items, Document AI/SE–M4/95A.0252/96, Issue 

10, dated October 2009; or Issue 

11, dated September 2010.

Within 100 days after the effective 

date of this AD, without exceeding 

the previous threshold/interval as 

defined in Airbus A318/A319/A320/ 

A321 Airworthiness Limitation Items, 

Document AI/SE–M4/95A.0252/96, 

Issue 7, dated December 2005; 

Issue 08, dated March 2006; or 

Issue 09, dated November 2006. 

531118–01–1 .......... Model A318–121 and –122 airplanes .. The threshold/interval as defined in 

Airbus A318/A319/A320/A321 Airworthiness Limitation Items, Document AI/SE–M4/95A.0252/96, Issue 

10, dated October 2009; or Issue 

11, dated September 2010.

Within 100 days after the effective 

date of this AD. 

Note 2: New ALI Task 572050 refers to the 

outer wing dry bay and is comprised of 

extracts from three ALI Tasks: 572004, 

572020 and 572053. The threshold of ALI 

Task 572050 for the whole dry bay area is 

that of the lowest threshold of the source ALI 

tasks, i.e., that of ALI Task 572053. 

No Alternative Life Limits, Inspections, or 

Inspection Intervals 

(l) After the actions specified in paragraphs 

(g) and (h) of this AD have been 

accomplished, no alternative life limits, 

inspections, or inspection intervals may be 

used, except as provided by paragraphs (i) 

and (m) of this AD, and except as required 

by paragraph (j) of this AD. 

(m) After the actions specified in paragraph 

(j) of this AD have been accomplished, no 

alternative life limits, inspections, or 

inspection intervals may be used. 

FAA AD Differences 

Note 3: This AD differs from the MCAI 

and/or service information as follows: 

European Aviation Safety Agency (EASA) AD 

2010–0071R1, dated May 28, 2010, requires 

operators to comply with the limitations 

specified in Airbus A318/A319/A320/A321 

Airworthiness Limitation Items, Document 

AI/SE–M4/95A.0252/96, Issue 10, dated 

October 2009; or Airbus A319 Corporate Jet 

Airworthiness Limitation Items, Document 

AI/SE–M2/95A.1038/99, Issue 02, dated 

March 2009; as applicable. This AD requires 

incorporating Airbus A318/A319/A320/A321 

Airworthiness Limitation Items, Document 

AI/SE–M4/95A.0252/96, Issue 10, dated 

October 2009; or Issue 11, dated September 

2010. Additionally, this AD does not require 

incorporating Airbus A319 Corporate Jet 

Airworthiness Limitation Items, Document 

AI/SE–M2/95A.1038/99, Issue 02, dated 

March 2009, because that ALI only specifies 

compliance with the limitations specified in 

Airbus A318/A319/A320/A321 

Airworthiness Limitation Items, Document 

AI/SE–M4/95A.0252/96, Issue 10, dated 

October 2009; or Issue 11, dated September 

2010. 

Other FAA AD Provisions 

(n) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, 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: 

Tim Dulin, Aerospace Engineer, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA, 1601 Lind Avenue, SW., 

Renton, Washington 98057–3356; telephone 

(425) 227–2141; 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 

(o) Refer to MCAI EASA Airworthiness 

Directive 2010–0071R1, dated May 28, 2010; 

Airbus A318/A319/A320/A321 

Airworthiness Limitation Items, Document 

AI/SE–M4/95A.0252/96, Issue 7, dated 

December 2005; Airbus A318/A319/A320/ 

A321 Airworthiness Limitation Items, 

Document AI/SE–M4/95A.0252/96, Issue 08, 

dated March 2006; Airbus A318/A319/A320/ 

A321 Airworthiness Limitation Items, 

Document AI/SE–M4/95A.0252/96, Issue 09, 

dated November 2006; Airbus A318/A319/ 

A320/A321 Airworthiness Limitation Items, 

Document AI/SE–M4/95A.0252/96, Issue 10, 

dated October 2009; and Airbus A318/A319/ 

A320/A321 Airworthiness Limitation Items, 

Document AI/SE–M4/95A.0252/96, Issue 11, 

dated September 2010; for related 

information. 

Material Incorporated by Reference 

(p) You must use the service information 

contained in Table 2 of this AD to do the 

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Federal Register / Vol. 76, No. 137 / Monday, July 18, 2011 / Rules and Regulations 42029 

actions required by this AD, unless the AD 

specifies otherwise. 

TABLE 2—ALL MATERIAL INCORPORATED BY REFERENCE

Document Revision Date 

Airbus A318/A319/A320/A321 ALS Part 1—Safe Life Airworthiness Limitation Items ........ Revision 00 ........................... February 28, 2006. 

Airbus A318/A319/A320/A321 Airworthiness Limitation Items, Document AI/SE–M4/ 

95A.0252/96.

Issue 7 .................................. December 2005. 

Airbus A318/A319/A320/A321 Airworthiness Limitation Items, Document AI/SE–M4/ 

95A.0252/96.

Issue 08 ................................ March 2006. 

Airbus A318/A319/A320/A321 Airworthiness Limitation Items, Document AI/SE–M4/ 

95A.0252/96.

Issue 09 ................................ November 2006. 

Airbus A318/A319/A320/A321 Airworthiness Limitation Items, Document AI/SE–M4/ 

95A.0252/96.

Issue 10 ................................ October 2009. 

Airbus A318/A319/A320/A321 Airworthiness Limitation Items, Document AI/SE–M4/ 

95A.0252/96.

Issue 11 ................................ September 2010. 

The issue level of Airbus A318/A319/A320/ 

A321 Airworthiness Limitation Items, 

Document AI/SE–M4/95A.0252/96, Issue 10, 

dated October 2009; and Issue 11, dated 

September 2010; is indicated only on the title 

page and in the Record of Revisions of these 

documents. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

Airbus A318/A319/A320/A321 

Airworthiness Limitation Items, Document 

AI/SE–M4/95A.0252/96, Issue 10, dated 

October 2009; and Airbus A318/A319/A320/ 

A321 Airworthiness Limitation Items, 

Document AI/SE–M4/95A.0252/96, Issue 11, 

dated September 2010; 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 the service information 

contained in table 3 of this AD on November 

7, 2007 (72 FR 56262, October 3, 2007). 

TABLE 3—MATERIAL PREVIOUSLY INCORPORATED BY REFERENCE

Document Revision Date 

Airbus A318/A319/A320/A321 ALS Part 1—Safe Life Airworthiness Limitation Items ........ Revision 00 ........................... February 28, 2006. 

Airbus A318/A319/A320/A321 Airworthiness Limitation Items, Document AI/SE–M4/ 

95A.0252/96.

Issue 7 .................................. December 2005. 

Airbus A318/A319/A320/A321 Airworthiness Limitation Items, Document AI/SE–M4/ 

95A.0252/96.

Issue 08 ................................ March 2006. 

Airbus A318/A319/A320/A321 Airworthiness Limitation Items, Document AI/SE–M4/ 

95A.0252/96.

Issue 09 ................................ November 2006. 

(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 June 24, 

2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–16559 Filed 7–15–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0309; Directorate 

Identifier 2010–NM–255–AD; Amendment 

39–16755; AD 2011–15–08] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300 B4–600, B4–600R, and F4–600R 

Series Airplanes, and Model A300 C4– 

605R Variant F Airplanes (Collectively 

Called A300–600 Series Airplanes); 

and Model A310 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: 

A specific failure case of the THSA 

[trimmable horizontal stabilizer actuator] 

upper primary attachment, which may result 

in a loading of the upper secondary 

attachment, has been identified by analysis. 

Primary load path failure can be caused by 

bearing migration from the upper attachment 

gimbal by failure or loss of a retention bolt. 

In case of failure of the THSA upper 

primary attachment, the THSA upper 

secondary attachment would engage. Because 

the upper attachment secondary load path 

can only withstand the loads for a limited 

period of time, the condition where it would 

be engaged could lead, if not detected, to the 

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 

August 22, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of August 22, 2011. 

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