22172 Federal Register / Vol. 78, No. 72 / Monday, April 15, 2013 / Rules and Regulations 

2622 26780; email: office@diamond-air.at; 

Internet: http://www.diamond-air.at. 

(4) You may view this service information 

at FAA, FAA, Small Airplane Directorate, 

901 Locust, Kansas City, Missouri 64106. For 

information on the availability of this 

material at the FAA, call (816) 329–4148. 

(5) You may view this 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/ibrlocations.html. 

Issued in Kansas City, Missouri, on March 

22, 2013. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2013–07500 Filed 4–12–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1094; Directorate 

Identifier 2011–NM–070–AD; Amendment 

39–17412; AD 2013–07–08] 

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 certain 

The Boeing Company Model 757 

airplanes. This AD was prompted by 

reports that inspections of the wing 

center section revealed defective, 

misapplied, or missing secondary fuel 

vapor barriers on the center fuel tank. 

This AD requires inspecting for 

discrepancies and insufficient coverage 

of the secondary fuel barrier, 

determining the thickness of the 

secondary fuel barrier, and corrective 

actions if necessary. We are issuing this 

AD to detect and correct defective 

surfaces and insufficient thickness of 

the secondary fuel barrier, which could 

allow fuel leaks or fumes into the 

pressurized cabin, and allow fuel or fuel 

vapors to come in contact with an 

ignition source, which could result in a 

fire or an explosion. 

DATES: This AD is effective May 20, 

2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of May 20, 2013. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; 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: 

Kevin Nguyen, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, 

Seattle Aircraft Certification Office 

(ACO), 1601 Lind Avenue SW., Renton, 

WA 98057–3356; phone: (425) 917– 

6501; fax: (425) 917–6590; email: 

kevin.nguyen@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 October 26, 2011 (76 FR 

66200). That NPRM proposed to require 

inspecting for discrepancies and 

insufficient coverage of the secondary 

fuel barrier, determining the thickness 

of the secondary fuel barrier, and 

corrective actions if necessary. 

Actions Since NPRM (76 FR 66200, 

October 26, 2011) Was Issued 

The NPRM (76 FR 66200, October 26, 

2011) referred to Boeing Service 

Bulletin 757–57–0060, Revision 2, dated 

May 24, 2007; and Boeing Service 

Bulletin 757–57–0061, Revision 1, dated 

May 24, 2007; as the appropriate 

sources of service information for 

accomplishing the proposed actions. 

Since we issued the NPRM (76 FR 

66200, October 26, 2011), we have 

reviewed Boeing Service Bulletin 757– 

57–0060, Revision 4, dated December 7, 

2012; and Boeing Service Bulletin 757– 

57–0061, Revision 3, dated December 7, 

2012. We also reviewed Boeing Service 

Bulletin 757–57–0060, Revision 3, dated 

May 9, 2012; and Boeing Service 

Bulletin 757–57–0061, Revision 2, dated 

May 4, 2012. Among other things, these 

service bulletins eliminate a reference to 

the ‘‘upper panel’’ from certain steps of 

the Accomplishment Instructions. 

Boeing Service Bulletin 757–57–0061, 

Revision 2, dated May 4, 2012, also 

removed references to Group 2 airplanes 

from certain parts of the 

Accomplishment Instructions. 

This final rule has been revised to 

reference the latest revisions of this 

service information. In addition, the 

reference to ‘‘upper panel’’ has been 

removed from paragraph (h) of this AD. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (76 FR 66200, 

October 26, 2011) and the FAA’s 

response to each comment. Boeing 

supported the NPRM. FedEx had no 

technical objections to the NPRM. 

Request To Extend the Compliance 

Time 

American Airlines (AA) requested 

that we revise the NPRM (76 FR 66200, 

October 26, 2011) to extend the 

compliance time specified in paragraph 

(g) of the NPRM from 60 months to 72 

months to align with the regular heavy 

check interval for Model 757 airplanes. 

AA added that, based on current 

findings and the design of the vapor 

barrier, safety of flight is not affected by 

extending the compliance time. 

We agree with extending the 

compliance time to 72 months. The 

purpose of the secondary fuel barrier on 

Model 757 airplanes is to contain leaks 

due to fastener failures, primary tank 

sealant failures, and/or structural 

cracking of the center fuel tank. Model 

757 airplanes have not had a history of 

those failures, thus extending the 

compliance time from 60 months to 72 

months is acceptable for operators to 

accomplish the inspections during a 

regularly scheduled heavy maintenance 

check. We revised paragraphs (g), (h), 

(i), and (j) of this AD accordingly. 

Request To Provide Credit for Previous 

Actions 

British Airways PLc requested that we 

revise the NPRM (76 FR 66200, October 

26, 2011) to provide credit for Groups 1, 

2, and 3 airplanes for accomplishing the 

actions specified in Boeing Service 

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Federal Register / Vol. 78, No. 72 / Monday, April 15, 2013 / Rules and Regulations 22173 

Bulletin 757–57–0060, dated January 9, 

2003; or Boeing Service Bulletin 757– 

57–0060, Revision 1, dated April 10, 

2003. European Air Transport Leipzig 

GmbH/DHL Air Ltd. also requested that 

the NPRM be amended to provide credit 

for previous actions performed using 

Boeing Service Bulletin 757–57–0060, 

Revision 1, dated April 10, 2003. British 

Airways PLc indicated that not 

providing credit for previous actions 

would represent an unnecessary cost to 

the aviation industry that would 

provide no safety benefit. Both 

commenters stated that unless credit is 

provided, operators that choose to 

accomplish the actions proactively 

using those earlier revisions of this 

service bulletin would be penalized. 

We partially agree. We agree to 

provide credit for the actions for Model 

757–200 airplanes identified as Group 3 

airplanes. We have added paragraph 

(k)(1) of this AD to provide credit for 

Group 3 airplanes if those actions were 

performed using Boeing Service Bulletin 

757–57–0060, Revision 1, dated April 

10, 2003; or Boeing Service Bulletin 

757–57–0060, dated January 9, 2003. 

However, we disagree to provide 

credit for any Model 757–200 airplane 

group other than Group 3. As discussed 

in the NPRM (76 FR 66200, October 26, 

2011), Boeing Service Bulletin 757–57– 

0060, Revision 2, dated May 24, 2007, 

contains further detailed inspection 

requirements for the secondary fuel 

barrier for Model 757–200 airplanes 

identified as Group 1 and Group 4, 

Configuration 1; and for Model 757– 

200CB and 757–200PF airplanes 

identified as Group 2. Boeing Service 

Bulletin 757–57–0060, Revision 2, dated 

May 24, 2007, had additional 

requirements that were not included in 

earlier revisions. These additional 

requirements are inspection for air 

bubbles or blister-like areas, solid 

metallic particles, and defective surfaces 

that are found in the secondary fuel 

barrier, not just found between the 

secondary fuel barrier and the structure. 

Also, Boeing Service Bulletin 757–57– 

0060, Revision 2, dated May 24, 2007, 

provides procedures for thickness 

measurements for Model 757–200 

airplanes identified as Group 4, 

Configuration 1; and Group 4, 

Configuration 2 airplanes. 

In addition, we have determined that 

it is also appropriate to provide credit 

for actions done for Model 757–300 

airplanes identified as Group 2 

airplanes. We have added paragraph 

(k)(4) of this AD to provide credit for 

Model 757–300 airplanes identified as 

Group 2 airplanes if those actions were 

performed using Boeing Service Bulletin 

757–57–0061, dated February 6, 2003, 

before the effective date of this AD. 

Additional Changes Made to This AD 

As previously explained, since the 

NPRM (76 FR 66200, October 26, 2011) 

was issued, Boeing released Boeing 

Service Bulletin 757–57–0060, Revision 

4, dated December 7, 2012; and Boeing 

Service Bulletin 757–57–0061, Revision 

3, dated December 7, 2012. Therefore, 

we find it appropriate to provide credit 

in paragraph (k) of this final rule for 

Boeing Service Bulletin 757–57–0060, 

Revision 3, dated May 9, 2012; Boeing 

Service Bulletin 757–57–0060, Revision 

2, dated May 24, 2007; Boeing Service 

Bulletin 757–57–0061, Revision 2, dated 

May 4, 2012; and Boeing Service 

Bulletin 757–57–0061, Revision 1, dated 

May 24, 2007. 

Note 1 to paragraph (g) of the NPRM 

(76 FR 66200, October 26, 2011) defined 

a detailed inspection. We have removed 

that note in this final rule, since the 

appropriate service information 

contains the inspection definition. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously— 

and minor editorial changes. We have 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (76 FR 

66200, October 26, 2011) for correcting 

the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (76 FR 66200, 

October 26, 2011). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of the AD. 

Costs of Compliance 

We estimate that this AD affects 619 

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 

Access and inspect secondary fuel barrier .... 42 work-hours × $85 per hour = $3,570 per 

inspection.

$0 $3,570 $2,209,830 

We estimate the following costs to do 

any necessary repairs that would be 

required based on the results of the 

inspection. We have no way of 

determining the number of aircraft that 

might need these repairs: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Apply secondary fuel barrier ........................................ 7 work-hours × $85 per hour = $595 per secondary 

fuel barrier application.

$0 $595 

According to the manufacturer, some 

of the costs of this AD may be covered 

under warranty, thereby reducing the 

cost impact on affected individuals. We 

do not control warranty coverage for 

affected individuals. As a result, we 

have included all costs in our cost 

estimate. 

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. 

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22174 Federal Register / Vol. 78, No. 72 / Monday, April 15, 2013 / Rules and Regulations 

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): 

2013–07–08 The Boeing Company: 

Amendment 39–17412; Docket No. 

FAA–2011–1094; Directorate Identifier 

2011–NM–070–AD. 

(a) Effective Date 

This AD is effective May 20, 2013. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 757–200, 757–200PF, and 757–200CB 

series airplanes, certificated in any category, 

as identified in Boeing Service Bulletin 757– 

57–0060, Revision 4, dated December 7, 

2012; and Model 757–300 series airplanes, 

certificated in any category, as identified in 

Boeing Service Bulletin 757–57–0061, 

Revision 3, dated December 7, 2012. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 57: Wings. 

(e) Unsafe Condition 

This AD was prompted by reports that 

inspections of the wing center section 

revealed defective, misapplied, or missing 

secondary fuel vapor barriers on the center 

fuel tank. We are issuing this AD to detect 

and correct defective surfaces and 

insufficient thickness of the secondary fuel 

barrier, which could allow fuel leaks or 

fumes into the pressurized cabin, and allow 

fuel or fuel vapors to come in contact with 

an ignition source, which could result in a 

fire or an explosion. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Detailed Inspection 

For Group 1, Group 2, and Group 4, 

Configuration 1 airplanes, as identified in 

Boeing Service Bulletin 757–57–0060, 

Revision 4, dated December 7, 2012; and 

Group 1 and Group 3, Configuration 1 

airplanes, as identified in Boeing Service 

Bulletin 757–57–0061, Revision 3, dated 

December 7, 2012: Within 72 months after 

the effective date of this AD, do a detailed 

inspection to detect discrepancies of the 

secondary fuel barrier at the front spar and 

the upper panel of the wing center section, 

and if any discrepancy exists, repair before 

further flight; in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 757–57–0060, Revision 4, 

dated December 7, 2012; or Boeing Service 

Bulletin 757–57–0061, Revision 3, dated 

December 7, 2012; as applicable. 

(h) Inspection of Minimum Application 

Coverage Area 

For Group 3 airplanes, as identified in 

Boeing Service Bulletin 757–57–0060, 

Revision 4, dated December 7, 2012; and 

Group 2 airplanes, as identified in Boeing 

Service Bulletin 757–57–0061, Revision 3, 

dated December 7, 2012: Within 72 months 

after the effective date of this AD, do a 

detailed inspection of the front spar to ensure 

the secondary fuel barrier application covers 

the minimum area specified in Boeing 

Service Bulletin 757–57–0060, Revision 4, 

dated December 7, 2012; or Boeing Service 

Bulletin 757–57–0061, Revision 3, dated 

December 7, 2012; as applicable. If the 

secondary fuel barrier does not cover the 

minimum specified area, apply more 

secondary fuel barrier before further flight, in 

accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 757– 

57–0060, Revision 4, dated December 7, 

2012; or Boeing Service Bulletin 757–57– 

0061, Revision 3, dated December 7, 2012; as 

applicable. 

(i) Measurement of Thickness of Secondary 

Fuel Barrier 

For Group 1, Group 2, and Group 4, 

Configuration 1, airplanes, as identified in 

Boeing Service Bulletin 757–57–0060, 

Revision 4, dated December 7, 2012; and for 

Group 1 and Group 3, Configuration 1, 

airplanes, as identified in Boeing Service 

Bulletin 757–57–0061, Revision 3, dated 

December 7, 2012: Within 72 months after 

the effective date of this AD, measure the 

thickness of the secondary fuel barrier. If the 

thickness is less than or more than the 

acceptable limits defined in Boeing Service 

Bulletin 757–57–0060, Revision 4, dated 

December 7, 2012; or Boeing Service Bulletin 

757–57–0061, Revision 3, dated December 7, 

2012; as applicable; apply more secondary 

fuel barrier or repair before further flight, in 

accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 757– 

57–0060, Revision 4, dated December 7, 

2012; or Boeing Service Bulletin 757–57– 

0061, Revision 3, dated December 7, 2012; as 

applicable. 

(j) Records Review or Measurement of 

Thickness of Secondary Fuel Barrier 

For Group 4, Configuration 2, airplanes, as 

identified in Boeing Service Bulletin 757–57– 

0060, Revision 4, dated December 7, 2012; 

and Group 3, Configuration 2, airplanes, as 

identified in Boeing Service Bulletin 757–57– 

0061, Revision 3, dated December 7, 2012: 

Within 72 months, review the maintenance 

records to determine if there was a minimum 

of 0.005 inch of new secondary fuel barrier 

applied, or if the thickness of the secondary 

fuel barrier cannot be determined from the 

maintenance records, measure the thickness 

of the secondary fuel barrier. If the thickness 

is less than or more than the acceptable 

limits specified in Boeing Service Bulletin 

757–57–0060, Revision 4, dated December 7, 

2012; or Boeing Service Bulletin 757–57– 

0061, Revision 3, dated December 7, 2012; as 

applicable; apply more secondary fuel barrier 

or repair before further flight, in accordance 

with the Accomplishment Instructions of 

Boeing Service Bulletin 757–57–0060, 

Revision 4, dated December 7, 2012; or 

Boeing Service Bulletin 757–57–0061, 

Revision 3, dated December 7, 2012; as 

applicable. 

(k) Credit for Previous Actions 

This paragraph provides credit for the 

actions required by paragraphs (g), (h), (i), 

and (j) of this AD, if those actions were 

performed before the effective date of this AD 

using the applicable service information 

specified in paragraphs (k)(1) through (k)(4) 

of this AD, which are not incorporated by 

reference in this AD. 

(1) For Group 3 airplanes, as identified in 

Boeing Service Bulletin 757–57–0060, 

Revision 4, dated December 7, 2012: Boeing 

Service Bulletin 757–57–0060, Revision 1, 

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dated April 10, 2003; or Boeing Service 

Bulletin 757–57–0060, dated January 9, 2003. 

(2) For all airplanes, as identified in Boeing 

Service Bulletin 757–57–0060, Revision 4, 

dated December 7, 2012: Boeing Service 

Bulletin 757–57–0060, Revision 2, dated May 

24, 2007; or Boeing Service Bulletin 757–57– 

0060, Revision 3, dated May 9, 2012. 

(3) For all airplanes, as identified in Boeing 

Service Bulletin 757–57–0061, Revision 3, 

dated December 7, 2012: Boeing Service 

Bulletin 757–57–0061, Revision 1, dated May 

24, 2007; or Boeing Service Bulletin 757–57– 

0061, Revision 2, dated May 4, 2012. 

(4) For Group 2 airplanes, as identified in 

Boeing Service Bulletin 757–57–0061, 

Revision 3, dated December 7, 2012: Boeing 

Service Bulletin 757–57–0061, dated 

February 6, 2003. 

(l) No Reporting Requirement 

Although Boeing Service Bulletin 757–57– 

0060, Revision 4, dated December 7, 2012; 

and Boeing Service Bulletin 757–57–0061, 

Revision 3, dated December 7, 2012; specify 

to submit certain information to the 

manufacturer, this AD does not include that 

requirement. 

(m) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle 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. 

Information may be emailed to: -ANMSeattle-ACO-AMOC-REQUESTS@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. 

(n) Related Information 

(1) For more information about this AD, 

contact Kevin Nguyen, Aerospace Engineer, 

Propulsion Branch, ANM–140S, FAA, Seattle 

Aircraft Certification Office (ACO), 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

phone: (425) 917–6501; fax: (425) 917–6590; 

email: kevin.nguyen@faa.gov. 

(2) 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. 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. 

(o) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

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

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Boeing Service Bulletin 757–57–0060, 

Revision 4, dated December 7, 2012. 

(ii) Boeing Service Bulletin 757–57–0061, 

Revision 3, dated December 7, 2012. 

(3) 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. 

(4) You may view this 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 view copies of this 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/ibrlocations.html. 

Issued in Renton, Washington, on March 

29, 2013. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2013–08191 Filed 4–12–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–1036; Directorate 

Identifier 2011–NM–122–AD; Amendment 

39–17408; AD 2013–07–04] 

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 

certain Airbus Model A319, A320, and 

A321 series airplanes. That AD 

currently requires installing spacer 

assemblies at the attachment points of 

the YZ-latches of the cargo loading 

system (CLS) in the forward and aft 

cargo compartments, as applicable. This 

new AD also requires modifying the 

attachment points of fixed YZ-latches of 

the CLS lower deck cargo holds on those 

airplanes on which one or both lower 

deck cargo holds have not been 

modified, which terminates the existing 

requirements. This AD was prompted by 

results from tests that have shown that 

the attachment points of the YZ-latches 

of the cargo loading system (CLS) fail 

under maximum loads and reports that 

installation has been applied only on 

one of the lower deck cargo holds, 

instead of on both forward and aft cargo 

holds, and that some airplanes could 

have installed the affected YZ-latches 

through the instructions of the cargo 

conversion manual. We are issuing this 

AD to prevent failure of the attachment 

points of the YZ-latches, which could 

result in unrestrained cargo causing 

damage to the fire protection system, 

hydraulic system, electrical wiring, or 

other equipment located in the forward 

and aft cargo compartments. This 

damage could adversely affect the 

continued safe flight of the airplane. 

DATES: This AD becomes effective May 

20, 2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of May 20, 2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of April 12, 2007 (72 FR 

10348, March 8, 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: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone (425) 227–1405; 

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 October 4, 2012 (77 FR 

60653), and proposed to supersede AD 

2007–05–13, Amendment 39–14974 (72 

FR 10348, March 8, 2007). That NPRM 

proposed to correct an unsafe condition 

for the specified products. The 

Mandatory Continuing Airworthiness 

Information (MCAI) states: 

Investigation has revealed that the installed 

Tie Down Points of YZ latches on the Cargo 

Loading System (CLS) of Airbus A319, A320 

and A321 aeroplanes do not withstand the 

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