Federal Register / Vol. 78, No. 231 / Monday, December 2, 2013 / Rules and Regulations 71989 

adjudicatory officers in the Federal 

service. OPM wishes to clarify that this 

rule only concerns the licensure status 

of incumbent ALJs (including 

reemployed annuitants) who, as noted 

above, are employed in the competitive 

service subject to uniform qualification 

standards. Members of the 

administrative judiciary who are not 

ALJs typically are classified as 

attorneys, and as such are appointed in 

the excepted service. See 5 CFR 

302.101(c)(9). The excepted service by 

its nature consists of positions where 

qualification requirements may differ 

based on the requirements of each 

agency. 

A final concern involved the integrity 

and objectivity of the administrative 

judiciary. The commenter believes that 

without an ‘‘active’’ license to practice 

law, ALJs would abandon their integrity 

and objectivity when certain parties 

appear before them. The commenter did 

not provide evidence of a causal link 

between active bar licensure and the 

ability to impartially and objectively 

adjudicate cases under the 

Administrative Procedure Act. OPM 

believes that the risk described by the 

commenter is speculative and remote. 

Executive Order 13563 and Executive 

Order 12866 

The Office of Management and Budget 

has reviewed this rule in accordance 

with E.O. 13563 and 12866. 

Regulatory Flexibility Act 

I certify that these regulations would 

not have a significant economic impact 

on a substantial number of small entities 

(including small businesses, small 

organizational units, and small 

governmental jurisdictions) because 

they would affect only Federal agencies 

and employees. 

List of Subjects in 5 CFR Part 930 

Administrative practice and 

procedure, Computer technology, 

Government employees, Motor vehicles. 

U.S. Office of Personnel Management. 

Katherine Archuleta, 

Director. 

Accordingly, OPM is revising 5 CFR 

part 930 as follows: 

PART 930—PROGRAMS FOR 

SPECIFIC POSITIONS AND 

EXAMINATIONS (MISCELLANEOUS) 

Subpart B—Administrative Law Judge 

Program 

■ 1. The authority citation for subpart B 

continues to read as follows: 

Authority: 5 U.S.C. 1104(a), 1302(a), 1305, 

3105, 3301, 3304, 3323(b), 3344, 4301(2)(D), 

5372, 7521, and E.O. 10577, 3 CFR, 1954– 

1958 Comp., p. 219. 

■ 2. Revise § 930.204(b) to read as 

follows: 

§ 930.204 Appointments and conditions of 

employment. 

* * * * * 

(b) Licensure. At the time of 

application and any new appointment, 

the individual must possess a 

professional license to practice law and 

be authorized to practice law under the 

laws of a State, the District of Columbia, 

the Commonwealth of Puerto Rico, or 

any territorial court established under 

the United States Constitution. Judicial 

status is acceptable in lieu of ‘‘active’’ 

status in States that prohibit sitting 

judges from maintaining ‘‘active’’ status 

to practice law. Being in ‘‘good 

standing’’ is also acceptable in lieu of 

‘‘active’’ status in States where the 

licensing authority considers ‘‘good 

standing’’ as having a current license to 

practice law. 

* * * * * 

[FR Doc. 2013–28289 Filed 11–29–13; 8:45 am] 

BILLING CODE P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0976; Directorate 

Identifier 2013–NM–198–AD; Amendment 

39–17686; AD 2013–24–12] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all The 

Boeing Company Model 747–8 and 747– 

8F series airplanes. This AD requires 

repetitive ultrasonic or dye penetrant 

inspections for cracking of the barrel 

nuts and bolts, as applicable, on each 

forward engine mount, and related 

investigative and corrective actions if 

necessary. This AD was prompted by a 

report of cracked barrel nuts found on 

a forward engine mount. We are issuing 

this AD to detect and correct cracked 

barrel nuts on a forward engine mount, 

which could result in reduced load 

capacity of the forward engine mount, 

and could result in separation of an 

engine under power from the airplane, 

and consequent loss of control of the 

airplane. 

DATES: This AD is effective December 

17, 2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of December 17, 2013. 

We must receive comments on this 

AD by January 16, 2014. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P. O. Box 3707, MC 2H– 

65, Seattle, WA 98124–2207; telephone 

206–544–5000, extension 1; fax 206– 

766–5680; Internet https://

www.myboeingfleet.com. You may view 

this 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 street address for 

the Docket Office (phone: 800–647– 

5527) is in the ADDRESSES section. 

Comments will be available in the AD 

docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT: Bill 

Ashforth, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

phone: (425) 917–6432; fax: (425) 917– 

6590; email: bill.ashforth@faa.gov. 

SUPPLEMENTARY INFORMATION: 


sroberts on DSK5SPTVN1PROD with RULES
71990 Federal Register / Vol. 78, No. 231 / Monday, December 2, 2013 / Rules and Regulations 

Discussion 

We received a report that during the 

replacement of the No. 2 engine, an 

operator conducted a non-destructive 

test (NDT) inspection of the barrel nuts 

on the forward engine mount and found 

cracks on two of the four barrel nuts. 

The operator also discovered one 

cracked barrel nut on the No. 1 engine. 

Boeing did a NDT on the No. 2 engine 

of a flight test airplane and discovered 

two barrel nuts with cracks. The barrel 

nuts are located at the forward end of 

the strut box and are used to fasten the 

forward engine mount to the strut. A 

barrel nut with a crack on one side is 

still able to carry ultimate load. A crack 

on both sides of a barrel nut will cause 

complete failure of the barrel nut. 

Complete failure of two or more barrel 

nuts on the same forward engine mount 

reduces the load capacity of the forward 

engine mount and could result in 

separation of an engine from the 

airplane. Cracked barrel nuts on a 

forward engine mount, if not detected 

and corrected, could result in reduced 

load capacity of the forward engine 

mount, and could result in separation of 

an engine under power from the 

airplane, and consequent loss of control 

of the airplane. 

Relevant Service Information 

We reviewed Boeing Alert Service 

Bulletin 747–71A2329, dated September 

27, 2013. For information on the 

procedures and compliance times, see 

this service information at http://

www.regulations.gov by searching for 

Docket No. FAA–2013–0976. 

FAA’s Determination 

We are issuing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 

AD Requirements 

This AD requires accomplishing the 

actions specified in the service 

information described previously. This 

AD also requires sending the inspection 

results and any cracked bolts and barrel 

nuts to the manufacturer. The root cause 

of the cracking has not been determined 

and inspection data from the fleet needs 

to be gathered and analyzed. 

The FAA worked in conjunction with 

industry, under the Airworthiness 

Directives Implementation Aviation 

Rulemaking Committee, to enhance the 

AD system. One enhancement was a 

new process for annotating which steps 

in the service information are required 

for compliance with an AD. 

Differentiating these steps from other 

tasks in the service information is 

expected to improve an owner’s/

operator’s understanding of crucial AD 

requirements and help provide 

consistent judgment in AD compliance. 

The actions specified in the service 

information described previously 

include steps that are labeled as ‘‘RC’’ 

(required for compliance) because these 

steps have a direct effect on detecting, 

preventing, resolving, or eliminating an 

identified unsafe condition. 

As noted in the specified service 

information, steps labeled as ‘‘RC’’ must 

be done to comply with the AD. 

However, steps that are not labeled as 

‘‘RC’’ are recommended. Those steps 

that are not labeled as ‘‘RC’’ may be 

deviated from, done as part of other 

actions, or done using accepted methods 

different from those identified in the 

service information without obtaining 

approval of an alternative method of 

compliance (AMOC), provided the steps 

labeled as ‘‘RC’’ can be done and the 

airplane can be put back in a serviceable 

condition. Any substitutions or changes 

to steps labeled as ‘‘RC’’ will require 

approval of an AMOC. 

The phrase ‘‘related investigative 

actions’’ is used in this AD. ‘‘Related 

investigative actions’’ are follow-on 

actions that (1) are related to the 

primary actions, and (2) further 

investigate the nature of any condition 

found. Related investigative actions in 

an AD could include, for example, 

inspections. 

In addition, the phrase ‘‘corrective 

actions’’ is used in this AD. ‘‘Corrective 

actions’’ are actions that correct or 

address any condition found. Corrective 

actions in an AD could include, for 

example, repairs. 

Interim Action 

This AD is considered to be interim 

action. The inspection reports and 

return of cracked parts that are required 

by this AD will enable the manufacturer 

to obtain better insight into the nature, 

cause, and extent of the cracking, and 

eventually to develop final action to 

address the unsafe condition. Once final 

action has been identified, we might 

consider further rulemaking. 

FAA’s Justification and Determination 

of the Effective Date 

An unsafe condition exists that 

requires the immediate adoption of this 

AD. The FAA has found that the risk to 

the flying public justifies waiving notice 

and comment prior to adoption of this 

rule because cracked barrel nuts on a 

forward engine mount could result in 

reduced load capacity of the forward 

engine mount, and could result in 

separation of an engine under power 

from the airplane and consequent loss of 

the control of the airplane. Therefore, 

we find that notice and opportunity for 

prior public comment are impracticable 

and that good cause exists for making 

this amendment effective in less than 30 

days. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety and 

was not preceded by notice and an 

opportunity for public comment. 

However, we invite you to send any 

written data, views, or arguments about 

this AD. Send your comments to an 

address listed under the ADDRESSES

section. Include the docket number 

FAA–2013–0976 and Directorate 

Identifier 2013–NM–198–AD at the 

beginning of your comments. We 

specifically invite comments on the 

overall regulatory, economic, 

environmental, and energy aspects of 

this AD. We will consider all comments 

received by the closing date and may 

amend this AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this AD. 

Costs of Compliance 

We estimate that this AD affects 8 

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 

Inspections ................. Up to 24 work-hours × $85 per hour = 

$2,040 per inspection cycle.

None .......................... Up to $2,040 per inspection cycle.Up to $16,320 per inspection cycle. 


sroberts on DSK5SPTVN1PROD with RULES
Federal Register / Vol. 78, No. 231 / Monday, December 2, 2013 / Rules and Regulations 71991 

We estimate the following costs to do 

any necessary replacements 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 replacements: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per product 

Replacement of barrel nuts 

and bolts.

16 × $85 per hour = $1,360 .......................................... Up to $480 ......................... Up to $1,840. 

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. 

Paperwork Reduction Act 

A federal agency may not conduct or 

sponsor, and a person is not required to 

respond to, nor shall a person be subject 

to penalty for failure to comply with a 

collection of information subject to the 

requirements of the Paperwork 

Reduction Act unless that collection of 

information displays a current valid 

OMB control number. The control 

number for the collection of information 

required by this AD is 2120–0056. The 

paperwork cost associated with this AD 

has been detailed in the Costs of 

Compliance section of this document 

and includes time for reviewing 

instructions, as well as completing and 

reviewing the collection of information. 

Therefore, all reporting associated with 

this AD is mandatory. Comments 

concerning the accuracy of this burden 

and suggestions for reducing the burden 

should be directed to the FAA at 800 

Independence Ave. SW., Washington, 

DC 20591. ATTN: Information 

Collection Clearance Officer, AES–200. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701: 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

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): 

2013–24–12 The Boeing Company: 

Amendment 39–17686; Docket No. 

FAA–2013–0976; Directorate Identifier 

2013–NM–198–AD. 

(a) Effective Date 

This AD is effective December 17, 2013. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all The Boeing 

Company Model 747–8 and 747–8F series 

airplanes, certificated in any category. 

(d) Subject 

Joint Aircraft System Component (JASC)/

Air Transport Association (ATA) of America 

Code 71, Powerplant. 

(e) Unsafe Condition 

This AD was prompted by a report of 

cracked barrel nuts found on a forward 

engine mount. We are issuing this AD to 

detect and correct cracked barrel nuts on a 

forward engine mount, which could result in 

reduced load capacity of the forward engine 

mount, and could result in separation of an 

engine under power from the airplane, and 

consequent loss of control of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Repetitive Inspections and Corrective 

Actions 

Except as required by paragraph (h)(1) of 

this AD, at the time specified in paragraph 

1.E., ‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 747–71A2329, dated September 27, 

2013: Do the inspection specified in 

paragraph (g)(1) or (g)(2) of this AD, and do 

all applicable related investigative and 

corrective actions, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–71A2329, dated 

September 27, 2013. Do all applicable related 

investigative and corrective actions before 

further flight. Repeat the inspection 

thereafter at the times specified in paragraph 

1.E., ‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 747–71A2329, dated September 27, 

2013. 

(1) Ultrasonic inspection for cracking of the 

barrel nuts on each forward engine mount, 

except as required by paragraph (h)(2) of this 

AD. 

(2) Dye penetrant inspection for cracking of 

the bolts and barrel nuts. Whenever a dye 

penetrant inspection is done, all the bolts 

and barrel nuts on that engine mount must 

be removed and replaced with new or 

serviceable parts. 

(h) Exceptions to Service Information 

Specifications 

(1) Where Boeing Alert Service Bulletin 

747–71A2329, dated September 27, 2013, 

specifies a compliance time ‘‘after the 

original issue date of this service bulletin,’’ 

this AD requires compliance within the 

specified compliance time after the effective 

date of this AD. 


sroberts on DSK5SPTVN1PROD with RULES
71992 Federal Register / Vol. 78, No. 231 / Monday, December 2, 2013 / Rules and Regulations 

(2) Where Appendix B of Boeing Alert 

Service Bulletin 747–71A2329, dated 

September 27, 2013, states alternate 

instruments and transducers can be used, 

this AD requires that only equivalent 

instruments and transducers can be used. 

(3) Where Appendix A of Boeing Alert 

Service Bulletin 747–71A2329, dated 

September 27, 2013, states to record flight 

hours and flight cycles, record the flight 

hours and flight cycles on the airplane and 

the flight hours and flight cycles for each 

engine since change or removal. 

(i) Reporting and Sending Parts 

After any inspection required by paragraph 

(g) of this AD: Submit a report of the 

inspection results (both positive and 

negative), and return all cracked bolts and 

barrel nuts, at the applicable time specified 

in paragraph (i)(1) or (i)(2) of this AD. The 

report must include the information 

requested in Appendix A of Boeing Alert 

Service Bulletin 747–71A2329, dated 

September 27, 2013, except as required by 

paragraph (h)(3) of this AD. Both the report 

and all cracked bolts and barrel nuts must be 

sent to the address specified in Appendix A 

of Boeing Alert Service Bulletin 747– 

71A2329, dated September 27, 2013. 

(1) For airplanes on which an ultrasonic 

inspection was done and no cracking was 

found, do the required actions at the time 

specified in paragraph (i)(1)(i) or (i)(1)(ii) of 

this AD, as applicable. 

(i) If the inspection was done on or after 

the effective date of this AD: Submit the 

report within 10 days after the inspection. 

(ii) If the inspection was done before the 

effective date of this AD: Submit the report 

within 10 days after the effective date of this 

AD. 

(2) For airplanes on which a dye penetrant 

inspection was done, do the required actions 

at the time specified in paragraph (i)(2)(i) or 

(i)(2)(ii) of this AD, as applicable. 

(i) If the inspection was done on or after 

the effective date of this AD: Submit the 

report and return all cracked bolts and barrel 

nuts within 10 days after replacing the bolts 

and barrel nuts with new or serviceable bolt 

and barrel nuts in accordance with Part 2 of 

the Accomplishment Instructions of Boeing 

Alert Service Bulletin 747–71A2329, dated 

September 27, 2013. 

(ii) If the inspection was done before the 

effective date of this AD: Submit the report 

and return all cracked bolts and barrel nuts 

within 10 days after the effective date of this 

AD. 

(j) Paperwork Reduction Act Burden 

Statement 

A federal agency may not conduct or 

sponsor, and a person is not required to 

respond to, nor shall a person be subject to 

a penalty for failure to comply with a 

collection of information subject to the 

requirements of the Paperwork Reduction 

Act unless that collection of information 

displays a current valid OMB Control 

Number. The OMB Control Number for this 

information collection is 2120–0056. Public 

reporting for this collection of information is 

estimated to be approximately 5 minutes per 

response, including the time for reviewing 

instructions, completing and reviewing the 

collection of information. All responses to 

this collection of information are mandatory. 

Comments concerning the accuracy of this 

burden and suggestions for reducing the 

burden should be directed to the FAA at: 800 

Independence Ave. SW., Washington, DC 

20591, Attn: Information Collection 

Clearance Officer, AES–200. 

(k) 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 

paragraph (l) of this AD. Information 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) If the service information contains steps 

that are labeled as ‘‘RC’’ (Required for 

Compliance), those steps must be done to 

comply with this AD; any steps that are not 

labeled as ‘‘RC’’ are recommended. Those 

steps that are not labeled as ‘‘RC’’ may be 

deviated from, done as part of other actions, 

or done using accepted methods different 

from those identified in the specified service 

information without obtaining approval of an 

AMOC, provided the steps labeled as ‘‘RC’’ 

can be done and the airplane can be put back 

in a serviceable condition. Any substitutions 

or changes to steps labeled as ‘‘RC’’ require 

approval of an AMOC. 

(l) Related Information 

For more information about this AD, 

contact Bill Ashforth, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

phone: (425) 917–6432; fax: (425) 917–6590; 

email: bill.ashforth@faa.gov. 

(m) 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 Alert Service Bulletin 747– 

71A2329, dated September 27, 2013. 

(ii) Reserved. 

(3) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P. O. Box 3707, MC 2H–65, 

Seattle, WA 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 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 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 

November 19, 2013. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2013–28616 Filed 11–29–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0698; Directorate 

Identifier 2012–NM–136–AD; Amendment 

39–17682; AD 2013–24–08] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding 

airworthiness directive (AD) 2006–06– 

14 for certain Airbus Model A318–100 

and A319–100 series airplanes, A320– 

111 airplanes, A320–200 series 

airplanes, and A321–100 and A321–200 

series airplanes. AD 2006–06–14 

required operators to review the 

airplane’s maintenance records to 

determine the part numbers of the 

magnetic fuel level indicators (MFLIs) of 

the wing fuel tanks, and perform related 

investigative and corrective actions if 

necessary. This new AD also requires an 

inspection (improved method) to 

determine the part numbers of the 

MFLIs, and, if necessary, replacement of 

the MFLI or repair. This AD was 

prompted by information that the 

related investigative actions of AD 

2006–06–14 are not fully effective and 

that an affected MFLI could still be 

installed on airplanes on which the 


sroberts on DSK5SPTVN1PROD with RULES