Federal Register / Vol. 78, No. 250 / Monday, December 30, 2013 / Rules and Regulations 79289 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new AD: 

2013–26–02 Bombardier, Inc.: Amendment 

39–17711. Docket No. FAA–2013–0370; 

Directorate Identifier 2013–NM–034–AD. 

(a) Effective Date 

This airworthiness directive (AD) becomes 

effective February 3, 2014. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Bombardier, Inc. Model 

CL–600–2C10 (Regional Jet Series 700, 701, 

& 702) airplanes, serial numbers 10002 

through 10265 inclusive; and Model CL–600– 

2D15 (Regional Jet Series 705) and CL–600– 

2D24 (Regional Jet Series 900) airplanes, 

serial numbers 15002 through 15153 

inclusive, 15156, and 15157; certificated in 

any category. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 35, Oxygen. 

(e) Reason 

This AD was prompted by a report that 

traces of oil could be found in the crew 

oxygen system due to the use of incorrect 

pressure testing procedures during 

manufacturing. We are issuing this AD to 

detect and correct oil contaminants, which 

could cause an ignition and result in a fire 

in the oxygen system. 

(f) Compliance 

You are responsible for having the actions 

required by this AD performed within the 

compliance times specified, unless the 

actions have already been done. 

(g) Actions 

Within 6,600 flight hours or 36 months 

after the effective date of this AD, whichever 

occurs first: Clean the crew oxygen system, 

in accordance with the Accomplishment 

Instructions of Bombardier Service Bulletin 

670BA–35–012, Revision B, including 

Appendix A, dated May 6, 2013. 

(h) Credit for Previous Actions 

This paragraph provides credit for actions 

required by paragraph (g) of this AD, if those 

actions were performed before the effective 

date of this AD using Bombardier Service 

Bulletin 670BA–35–012, dated August 3, 

2012; or Bombardier Service Bulletin 670BA– 

35–012, Revision A, dated November 26, 

2012; which are not incorporated by 

reference in this AD. 

(i) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, New York Aircraft 

Certification Office (ACO), ANE–170, 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 New York ACO, send it to 

ATTN: Program Manager, Continuing 

Operational Safety, FAA, New York ACO, 

1600 Stewart Avenue, Suite 410, Westbury, 

NY 11590; telephone 516–228–7300; fax 

516–794–5531. 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 FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(j) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) Canadian 

Airworthiness Directive CF–2013–01, dated 

January 22, 2013, for related information. 

You may examine the MCAI in the AD 

docket on the Internet at http://

www.regulations.gov/

#!documentDetail;D=FAA-2013-0370-0002. 

(2) Service information identified in this 

AD that is not incorporated by reference may 

be obtained at the addresses specified in 

paragraphs (k)(3) and (k)(4) of this AD. 

(k) 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 this AD specifies otherwise. 

(i) Bombardier Service Bulletin 670BA–35– 

012, Revision B, including Appendix A, 

dated May 6, 2013. 

(ii) Reserved. 

(3) For service information identified in 

this AD, Bombardier, Inc., 400 Coˆte-Vertu 

Road West, Dorval, Que ́bec H4S 1Y9, 

Canada; telephone 514–855–5000; fax 514– 

855–7401; email thd.crj@

aero.bombardier.com; Internet http://

www.bombardier.com. 

(4) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., Renton, 

WA. 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 

December 11, 2013. 

John P. Piccola, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–30288 Filed 12–27–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0304; Directorate 

Identifier 2013–NM–005–AD; Amendment 

39–17713; AD 2013–26–04] 

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 747–400, 

–400D, and –400F series airplanes. This 

AD was prompted by a report of water 

leakage into the main deck cargo wire 

integration unit (WIU). The water 

flowed from the main deck floor panels, 

through disbonded seams in the aft 

main equipment center (MEC) drip 

shield gutter, then onto the WIU. This 

AD requires cleaning the aft MEC drip 

shield gutter; and doing a one-time 

general visual inspection for disbonded 

seams, and repair if necessary. This AD 

also requires installing a fiberglass 

reinforcement overcoat to the underside 

of the bonded seams of the aft MEC drip 

shield gutters. We are issuing this AD to 

prevent water penetration into the MEC, 

which could result in the loss of flight 

critical systems. 

DATES: This AD is effective February 3, 

2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of February 3, 2014. 

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 view this referenced service 

information at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue 

SW., Renton, WA. For information on 

the availability of this material at the 

FAA, call 425–227–1221. 


wreier-aviles on DSK5TPTVN1PROD with RULES
79290 Federal Register / Vol. 78, No. 250 / Monday, December 30, 2013 / Rules and Regulations 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2013-0304; 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 Docket 

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: 

Francis Smith, Aerospace Engineer, 

Cabin Safety and Environmental 

Systems Branch, ANM–150S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; phone: (425) 917–6596; 

fax: (425) 917–6590; email 

francis.smith@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to the specified products. The 

NPRM published in the Federal 

Register on April 11, 2013 (78 FR 

21571). The NPRM proposed to require 

removing the cargo liner support; 

cleaning the aft MEC drip shield gutter; 

and doing a one-time general visual 

inspection for disbonded seams, and 

repair if necessary. The NPRM also 

proposed to require installing a 

fiberglass reinforcement overcoat to the 

top surface of the aft MEC drip shield 

gutters and installing the cargo liner 

support. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (78 FR 21571, 

April 11, 2013) and the FAA’s response 

to each comment. 

Request To Clarify Area for Installing 

Fiberglass Reinforcement Overcoat 

United Airlines (UAL), British 

Airways (BAB), and Boeing asked that 

the area for installing the fiberglass 

reinforcement overcoat, as specified in 

paragraph (g)(2) of the NPRM (78 FR 

21571, April 11, 2013), be changed for 

clarification. Boeing stated that the 

description of the area is not accurate. 

UAL stated that the location for 

installing the fiberglass reinforcement 

overcoat ‘‘to the top surface’’ of the aft 

main equipment center (MEC) drip 

shield gutters, as specified in paragraph 

(g)(2) of the NPRM, is different than the 

area specified in Boeing Alert Service 

Bulletin 747–25A3613, dated June 22, 

2012. UAL noted that the referenced 

service information specifies installing 

the fiberglass reinforcement overcoat ‘‘to 

the underside surface’’ of the aft MEC 

drip shield gutters. BAB stated that 

Figure 4, Sheets 2 and 3 of Boeing Alert 

Service Bulletin 747–25A3613, dated 

June 22, 2012, show the installation 

from underneath the aft MEC drip 

shield gutter; and added that Figure 4, 

Step 3, Note (c) specifies to ‘‘Install the 

prepared BMS 9–3 fiberglass 

impregnated fabric to the underside of 

the bonded seams.’’ 

We agree with the commenters’ 

requests to clarify the location for 

installing the fiberglass reinforcement 

overcoat. Figure 4, Sheets 2 and 3 of 

Boeing Alert Service Bulletin 747– 

25A3613, dated June 22, 2012, provide 

clarity. Therefore, we have changed the 

SUMMARY section and paragraph (g)(2) of 

this final rule to specify the location in 

Figure 4, Step 3, Note (c) for installation 

of the fiberglass reinforcement overcoat 

to ‘‘the underside of the bonded seams.’’ 

Request To Clarify the Unsafe 

Condition 

Boeing asked that we clarify the 

second sentence of the reason for the 

unsafe condition, as specified in the 

SUMMARY section and paragraph (e) of 

the NPRM (78 FR 21571, April 11, 

2013), from ‘‘The water flowed from the 

drip shield through disbonded floor 

seams into the aft . . .’’ to ‘‘The water 

flowed from the main deck floor panels, 

through disbonded seams in the aft 

. . ..’’ Boeing stated that, as specified, 

the description is not accurate based on 

reports received from operators. 

We agree with the commenter’s 

request for the reason provided. We 

have clarified the reason for the unsafe 

condition in the SUMMARY section and 

paragraph (e) of this final rule 

accordingly. 

Request To Add a Note Allowing 

Different Access for Different Structural 

Configurations 

UAL asked that we include a note 

specifying that accessing certain areas to 

accomplish the actions proposed in the 

NPRM (78 FR 21571, April 11, 2013) 

may vary due to configuration 

differences. UAL stated that including 

such a note would save operators a lot 

of time dealing with variances in the 

quantity of fasteners called out in the 

service information versus those on the 

airplane. UAL noted that for AD 2012– 

15–10, Amendment 39–17139 (77 FR 

46943, August 7, 2012), regarding the 

MEC drip shield, it already has six 

alternative methods of compliance 

(AMOCs) due to these variances. 

We agree with the commenter’s 

request. Boeing Alert Service Bulletin 

747–25A3613, dated June 22, 2012, does 

not identify all possible structural 

configurations of the affected airplanes 

when gaining access to the repair area. 

The resulting AMOC requests and 

review of those requests creates a high 

volume of work and time, which 

impacts both operators and the FAA. 

These deviations do not directly impact 

the specified corrective actions. 

We have changed the language in the 

SUMMARY and Costs of Compliance 

sections, as well as paragraphs (g)(1) 

and (g)(2) of this final rule, to remove 

the reference to the cargo liner support. 

We have also added a sentence to the 

introductory text of paragraph (g) of this 

AD to specify that accomplishing 

paragraphs 3.B.1. and 3.B.4. of the 

Accomplishment Instructions of Boeing 

Alert Service Bulletin 747–25A3613, 

dated June 22, 2012, is optional. 

Request To Ground All Affected 

Airplanes 

One anonymous commenter reiterated 

the actions proposed by the NPRM (78 

FR 21571, April 11, 2013), and stated 

that he found it troubling that we are 

asking the public ‘‘(presumably 

experts)’’ to comment on a safety issue 

with a Boeing design, yet these 

airplanes have not been grounded until 

the notice and comment period ends. 

The commenter added that The Boeing 

Company must comply with strict FAA 

guidelines, as outlined by the Federal 

Aviation Act of 1958 (49 U.S.C. App. 

1301 et seq.). The commenter noted 

that, crucial to this particular 

airworthiness directive, the FAA 

encourages the development of ‘‘next 

wave’’ civil aeronautics, new aviation 

technology, and continued safety 

enhancements of all domestically flown 

commercial airplanes. The commenter 

also added that participation in the 

notice and comment period is in line 

with the FAA’s mission. The commenter 

concluded that Congress charges the 

FAA with promoting safe flight of civil 

airplanes in air commerce by 

prescribing regulations for practices, 

methods, and procedures. 

We infer that the commenter finds we 

lack sufficient information to determine 

a compliance time for correcting this 

unsafe condition before receiving public 

comment. We also infer the commenter 

concluded that affected airplanes are 

exposed to an unacceptably high risk 

requiring immediate action to remove 


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Federal Register / Vol. 78, No. 250 / Monday, December 30, 2013 / Rules and Regulations 79291 

them from service until more 

information is obtained through public 

comments. We do not agree. Before 

posting an NPRM for public comment, 

we must perform an investigative 

review of the subject concern or unsafe 

condition first obtained from operator 

reports. After gathering this information 

from operators and the manufacturer, 

we make a determination on the 

associated risk of the unsafe condition 

and coordinate with the manufacturer 

on a compliance time and corrective 

action for all affected airplanes. 

Airplanes are grounded in rare cases 

where it is determined that the unsafe 

condition has an immediate risk to 

public safety. The unsafe condition in 

this AD does not meet these criteria. 

Additionally, agencies welcome and 

consider all relevant rulemaking 

comments received from the public. The 

purpose of public participation is more 

to obtain comments from interested 

parties, not necessarily ‘‘experts’’ in the 

aviation industry. This is in line with 

the democratic, legal, and management 

principles behind good government and 

effective rulemaking. Further 

information on these principles can be 

found on the Internet at http://

www.regulations.gov, under ‘‘docs/

Factsheet_Public_Comments_Make_a_

Difference.pdf.’’ We have made no 

change to this final rule in this regard. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this AD 

with the changes described previously. 

We also determined that these changes 

will not increase the economic burden 

on any operator or increase the scope of 

this AD. 

Costs of Compliance 

We estimate that this AD affects 79 

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 

Clean gutter, inspect ....................................... 1 work-hour × $85 per hour = $85 ................. $0 $85 $6,715 

Install fiberglass reinforcement ....................... 1 work-hour × $85 per hour = $85 ................. 100 185 14,615 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition actions 

specified in this AD. 

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): 

2013–26–04 The Boeing Company: 

Amendment 39–17713; Docket No. 

FAA–2013–0304; Directorate Identifier 

2013–NM–005–AD. 

(a) Effective Date 

This AD is effective February 3, 2014. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 747–400, –400D, and –400F series 

airplanes, certificated in any category, as 

identified in Boeing Alert Service Bulletin 

747–25A3613, dated June 22, 2012. 

(d) Subject 

Joint Aircraft System Component (JASC)/

Air Transport Association (ATA) of America 

Code 25: Equipment/Furnishings. 

(e) Unsafe Condition 

This AD was prompted by a report of water 

leakage into the main deck cargo wire 

integration unit (WIU). The water flowed 

from the main deck floor panels, through 

disbonded seams in the aft main equipment 

center (MEC) drip shield gutter, then onto the 

WIU. We are issuing this AD to prevent water 

penetration into the MEC, which could result 

in the loss of flight critical systems. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Removal/Cleaning/Inspection/Repair if 

Necessary/Installations 

Within 24 months after the effective date 

of this AD: Do the actions specified in 

paragraphs (g)(1) and (g)(2) of this AD, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–25A3613, dated June 22, 2012. 

Accomplishing paragraphs 3.B.1. and 3.B.4. 

of the Accomplishment Instructions of 

Boeing Alert Service Bulletin 747–25A3613, 

dated June 22, 2012, is optional. 


wreier-aviles on DSK5TPTVN1PROD with RULES
79292 Federal Register / Vol. 78, No. 250 / Monday, December 30, 2013 / Rules and Regulations 

(1) Clean the aft MEC drip shield gutter, 

and do a general visual inspection for 

disbonded seams; repair before further flight 

if any seam disbonding is found. 

(2) Install a fiberglass reinforcement 

overcoat to the underside of the bonded 

seams of the aft MEC drip shield gutters. 

(h) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle Aircraft 

Certification Office (ACO), 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 (i) 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. 

(i) Related Information 

For more information about this AD, 

contact Francis Smith, Aerospace Engineer, 

Cabin Safety and Environmental Systems 

Branch, ANM–150S, FAA, Seattle Aircraft 

Certification Office, 1601 Lind Avenue SW., 

Renton, WA 98057–3356; phone: (425) 917– 

6596; fax: (425) 917–6590; email 

francis.smith@faa.gov. 

(j) 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– 

25A3613, dated June 22, 2012. 

(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 the FAA, Transport Airplane Directorate, 

1601 Lind Avenue SW., Renton, WA. 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 

December 13, 2013. 

John P. Piccola, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–30469 Filed 12–27–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–1030; Directorate 

Identifier 2012–NM–193–AD; Amendment 

39–17712; AD 2013–26–03] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are superseding 

airworthiness directive (AD) 2011–24– 

09 which applied to certain Airbus 

Model A340–200 and A340–300 series 

airplanes. AD 2011–24–09 requires 

inspections to verify electrical bonding 

for the water drain system and 

ventilation intake system, and 

modification if necessary. This new AD 

requires revising the maintenance 

program to incorporate certain 

maintenance requirements and 

airworthiness limitations, and adds 

additional airplanes to the applicability. 

This AD was prompted by a 

determination that existing maintenance 

requirements are not adequate to 

address the unsafe condition. We are 

issuing this AD to prevent the potential 

of ignition sources inside fuel tanks, 

which, in combination with flammable 

fuel vapors, could result in fuel tank 

explosions and consequent loss of the 

airplane. 

DATES: This AD becomes effective 

January 14, 2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of January 14, 2014. 

We must receive comments on this 

AD by February 13, 2014. 

ADDRESSES: You may send comments 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: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this AD, contact Airbus SAS— 

Airworthiness Office—EAL, 1 Rond 

Point Maurice Bellonte, 31707 Blagnac 

Cedex, France; telephone +33 5 61 93 36 

96; fax +33 5 61 93 45 80; email 

airworthiness.A330-A340@airbus.com; 

Internet http://www.airbus.com. 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. 

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 this AD, the MCAI, 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. 

FOR FURTHER INFORMATION CONTACT: 

Vladimir Ulyanov, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone 425–227–1138; 

fax 425–227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The European Aviation Safety Agency 

(EASA), which is the technical agent for 

the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2012–0168, 

dated August 31, 2012 (referred to after 

this as the Mandatory Continuing 

Airworthiness Information or ‘‘the 

(MCAI’’), to correct an unsafe condition 

for the specified products. The MCAI 

states: 

Prompted by an accident [involving a fuel 

tank system explosion in flight] * * * the 

FAA published Special Federal Aviation 

Regulation (SFAR) 88 (http://rgl.faa.gov/

Regulatory_and_Guidance_

Library%5CrgFAR.nsf/0/EEFB3F94451

DC06286256C93004F5E07?OpenDocument), 

and the Joint Aviation Authorities (JAA) 


wreier-aviles on DSK5TPTVN1PROD with RULES