27872 Federal Register / Vol. 76, No. 93 / Friday, May 13, 2011 / Rules and Regulations 

(9) Reinstall the seat on the seat rail. 

(i) Lift the seat into the airplane and place 

on the seat rail. 

(ii) Hold seat latches disengaged and slide 

the seat aft and then forward to re-engage 

rollers. 

(iii) Lower vertical adjusting seats to a 

comfortable height. 

(iv) Reattach seat belt/shoulder harness to 

the seat, if previously attached to the seat. 

(v) Reinstall the seat stops. 

(10) Lift up the forward edge of each seat 

to eliminate vertical play of the seat locking 

pin in the engagement hole, and from this 

position, inspect the depth of engagement of 

each seat locking pin (see figure 2). If the rail 

is worn, this depth is measured from the 

worn surface, not the manufactured surface. 

(i) If engagement of any of the seat locking 

pins measures less than 0.15 of an inch, 

before further flight, replace or repair any 

seat components necessary to achieve a seat 

pin engagement of a minimum of 0.15 of an 

inch. 

(ii) Repair or replacement of necessary seat 

components does not terminate the repetitive 

actions required in paragraph (g) of this AD. 

Paperwork Reduction Act Burden Statement 

(h) 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. 

Alternative Methods of Compliance 

(AMOCs) 

(i)(1) The Manager, Wichita Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in the 

Related Information section of this AD. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(3) AMOCs approved for AD 87–20–03 R2 

are approved for this AD. 

Related Information 

(j) For more information about this AD, 

contact Gary Park, Aerospace Engineer, ACE– 

118W, Wichita Aircraft Certification Office 

(ACO), 1801 Airport Road, Room 100, 

Wichita, Kansas 67209; telephone: (316) 946– 

4123; fax: (316) 946–4107; e-mail: 

gary.park@faa.gov. 

Issued in Kansas City, Missouri, on April 

27, 2011. 

John Colomy, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–10988 Filed 5–12–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0468; Directorate 

Identifier 2011–CE–013–AD; Amendment 

39–16697; AD 2011–10–16] 

RIN 2120–AA64 

Airworthiness Directives; PIAGGIO 

AERO INDUSTRIES S.p.A Model P–180 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 


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Federal Register / Vol. 76, No. 93 / Friday, May 13, 2011 / Rules and Regulations 27873 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above that will 

supersede an existing AD. This 

emergency AD was sent previously to 

all known U.S. owners and operators of 

PIAGGIO AERO INDUSTRIES S.p.A 

(Piaggio) Model PIAGGIO P–180 

airplanes. This AD results from 

mandatory continuing airworthiness 

information (MCAI) issued by the 

aviation authority of another country to 

identify and correct an unsafe condition 

on an aviation product. The MCAI 

describes the unsafe condition as: 

Prompted by reports of water accumulated 

in the lower part of the fuselage on a number 

of Piaggio Model P.180 aeroplanes, which 

resulted in jamming of the flight controls, on 

17 December 2010, the Federal Aviation 

Administration (FAA), the authority of the 

State of Registry of the affected aeroplanes, 

issued Emergency AD 2011–01–51 to require 

an immediate functional test of the fuselage 

drain holes and a report of the results to the 

FAA. That AD was later superseded, on 20 

December 2010, by FAA Emergency AD 

2011–01–53. 

This condition, if not detected and 

corrected, could, when the aeroplane reaches 

and holds an altitude where the temperature 

is below the freezing point, cause the flight 

controls to freeze and jam, possibly resulting 

in loss of control of the aeroplane. 

Since these AD actions were taken, Piaggio 

Aero Industries, the type design approval 

holder and manufacturer of these aeroplanes, 

have published Alert Service Bulletin (SB) 

80–0324, which describes the same 

inspection, testing and correction 

instructions as contained in the FAA 

Emergency AD. EASA AD 2010–0269–E 

required the inspection and functional 

testing of the fuselage drain holes, corrective 

actions depending on findings, and reporting 

of the findings to Piaggio Aero Industries. 

Following issuance of EASA AD, another 

event of in-flight blockage of flight controls 

was reported by an operator. The aeroplane 

was already compliant with EASA AD 2010– 

0269–E, and during accomplishment of the 

AD required inspection no discrepancies had 

been noted, nor water or ice accumulation 

were reported. As a consequence, additional 

drain holes were not drilled. 

This AD requires actions that are 

intended to address the unsafe 

condition described in the MCAI. 

DATES: This AD is effective May 31, 

2011 to all persons except those persons 

to whom it was made immediately 

effective by Emergency AD 2011–09–51, 

issued on April 26, 2011, which 

contained the requirements of this 

amendment. 

On May 31, 2011, the Director of the 

Federal Register approved the 

incorporation by reference of certain 

publications listed in this AD. 

We must receive comments on this 

AD by June 27, 2011. 

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: 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 Piaggio Aero Industries 

S.p.A–Airworthiness Office; Via Luigi 

Cibrario, 4—16154 Genova—Italy; 

telephone: +39 010 6481353; fax: +39 

010 6481881; E-mail: 

airworthiness@piaggioaero.it. You may 

review copies of the referenced service 

information at the 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. 

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 (telephone (800) 647– 

5527) is in the ADDRESSES section. 

Comments will be available in the AD 

docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Mike Kiesov, Aerospace Engineer, 901 

Locust, Room 301, Kansas City, 

Missouri 64106; telephone: (816) 329– 

4144; fax: (816) 329–4090. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The FAA received information on two 

incidents where Piaggio Model P–180 

airplanes had water accumulation in the 

belly of the fuselage that froze and 

caused the flight controls to jam. On 

December 20, 2010, we issued 

Emergency AD 2011–01–53, amendment 

39–16582 (76 FR 4056, January 24, 

2011) to require an immediate 

functional test of the fuselage drain 

holes and a report of the results to the 

FAA. It also allows, with noted 

exceptions, for the return/position of the 

airplane to a home base, hangar, 

maintenance facility, etc. 

Since we issued AD 2011–01–53, 

another Piaggio P–180 airplane 

experienced jamming of the flight 

control cables also due to water 

accumulating and freezing in the lower 

fuselage area. This event happened after 

this airplane had complied with AD 

2011–01–53, noting no problems with 

the fuselage drain system. 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued AD No.: 2011– 

0074–E, dated April 22, 2011 (referred 

to after this as ‘‘the MCAI′′), to correct 

an unsafe condition for the specified 

products. The MCAI states: 

* * * another event of in-flight blockage of 

flight controls was reported by an operator. 

The aeroplane was already compliant with 

EASA AD 2010–0269–E, and during 

accomplishment of the AD required 

inspection no discrepancies had been noted, 

nor water or ice accumulation were reported. 

As a consequence, additional drain holes 

were not drilled. 

For the reasons described above, this AD, 

which supersedes EASA AD 2010–0269–E, 

requires, in order to improve efficiency of the 

drainage system, to cut the rubber flap of the 

2 aft flapper valves, to inspect the flapper 

valves for proper functioning and the 

subsequent accomplishment of a functional 

test of the fuselage drain holes. 

Furthermore, for those MSN not compliant 

with Piaggio Aero Industries Service Bulletin 

(SB) 80–0291 and where no additional drain 

holes had been drilled in accordance with 

the accomplishment instructions of Piaggio 

Aero Industries Alert Service Bulletin ASB– 

80–0324, step 5, this AD requires drilling 

additional drain holes. 

It is finally required to report the 

inspection results to Piaggio Aero industries. 

You may obtain further information 

by examining the MCAI in the AD 

docket. 

Relevant Service Information 

PIAGGIO AERO INDUSTRIES S.p.A 

has issued Service Bulletin (Mandatory) 

N.: 80–0330, dated April 21, 2011. The 

actions described in this service 

information are intended to correct the 

unsafe condition identified in the 

MCAI. 

FAA’s Determination and Requirements 

of the AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with this State of 

Design Authority, they have notified us 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are issuing this 

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27874 Federal Register / Vol. 76, No. 93 / Friday, May 13, 2011 / Rules and Regulations 

AD because we evaluated all 

information provided by the State of 

Design Authority and determined the 

unsafe condition exists and is likely to 

exist or develop on other products of the 

same type design. 

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 have also required different 

actions in this AD from those in the 

MCAI in order to follow FAA policies. 

Any such differences are described in a 

separate paragraph of the AD. These 

requirements take precedence over 

those copied from the MCAI. 

FAA’s 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 water may accumulate in 

the belly of the fuselage and freeze, 

which may cause the flight controls to 

jam. This condition may lead to loss of 

control. Therefore, we determined that 

notice and opportunity for public 

comment before issuing this AD are 

impracticable and that good cause exists 

for making this amendment effective in 

fewer than 30 days. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety, and 

we did not precede it by notice and 

opportunity for public comment. We 

invite you to send any written relevant 

data, views, or arguments about this AD. 

Send your comments to an address 

listed under the ADDRESSES section. 

Include ‘‘Docket No. FAA–2011–0468; 

Directorate Identifier 2011–CE–013–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 will affect 

102 products of U.S. registry. We also 

estimate that it would take about 9 

work-hours per product to comply with 

the basic requirements of this AD. The 

average labor rate is $85 per work-hour. 

Based on these figures, we estimate 

the cost of the AD on U.S. operators to 

be $78,030, or $765 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 

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 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); 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. 

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 39–16582 (76 FR 

4056, January 24, 2011), and adding the 

following new AD: 

2011–09–51 Piaggio Aero Industries S.P.A.: 

Amendment 39–16697; Docket No. 

FAA–2011–0468; Directorate Identifier 

2011–CE–013–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective May 31, 2011. 

Affected ADs 

(b) This AD supersedes AD 2011–01–53, 

Amendment 39–16582. 

Applicability 

(c) This AD applies to Piaggio Aero 

Industries S.p.A. Models P–180 airplanes, all 

serial numbers, certified in any category. 

Subject 

(d) Air Transport Association of America 

(ATA) Code 53: Fuselage. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

* * * another event of in-flight blockage of 

flight controls was reported by an operator. 

The aeroplane was already compliant with 

EASA AD 2010–0269–E, and during 

accomplishment of the AD required 

inspection no discrepancies had been noted, 

nor water or ice accumulation were reported. 

As a consequence, additional drain holes 

were not drilled. 

For the reasons described above, this AD, 

which supersedes EASA AD 2010–0269–E, 

requires, in order to improve efficiency of the 

drainage system, to cut the rubber flap of the 

2 aft flapper valves, to inspect the flapper 

valves for proper functioning and the 

subsequent accomplishment of a functional 

test of the fuselage drain holes. 

Furthermore, for those MSN not compliant 

with Piaggio Aero Industries Service Bulletin 

(SB) 80–0291 and where no additional drain 

holes had been drilled in accordance with 

the accomplishment instructions of Piaggio 

Aero Industries Alert Service Bulletin ASB– 

80–0324, step 5, this AD requires drilling 

additional drain holes. 

It is finally required to report the 

inspection results to Piaggio Aero industries. 

Actions and Compliance 

(f) Unless already done, do the following 

actions: 

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Federal Register / Vol. 76, No. 93 / Friday, May 13, 2011 / Rules and Regulations 27875 

(1) Within the next 10 hours time-inservice (TIS) after May 31, 2011 (the effective 

date of this AD) or within the next 10 days 

after May 31, 2011 (the effective date of this 

AD), whichever occurs first, cut off the 

rubber flap of the two flapper valves near 

frame 36, inspect the flapper valves, and do 

the functional test of the valves and fuselage 

drainage holes following Part A of PIAGGIO 

AERO INDUSTRIES S.p.A. Service Bulletin 

(Mandatory) N.: 80–0330, dated April 21, 

2011. 

(2) If in the inspection and functional test 

required in paragraph (f)(1) of this AD the 

valves and drain holes are found to not drain 

properly, before further flight, take corrective 

action following Part A of PIAGGIO AERO 

INDUSTRIES S.p.A. Service Bulletin 

(Mandatory) N.: 80–0330, dated April 21, 

2011. 

(3) Within the next 165 hours TIS after 

May 31, 2011 (the effective date of this AD) 

or within the next 90 days after May 31, 2011 

(the effective date of this AD), whichever 

occurs first, add drain holes on keel beam 

webs connecting the lateral bays to the center 

bays following Part B of PIAGGIO AERO 

INDUSTRIES S.p.A. Service Bulletin 

(Mandatory) N.: 80–0330, dated April 21, 

2011; or PIAGGIO AERO INDUSTRIES S.p.A. 

Service Bulletin (Mandatory) N.: 80–0291, 

dated November 29, 2010. 

(4) Within 10 days after complying with 

the actions required in paragraphs (f)(1), 

(f)(2), and (f)(3) of this AD or within 10 days 

after May 31, 2011 (the effective date of this 

AD), whichever occurs later, report the 

results (including no findings) using the 

Confirmation Slip attached to PIAGGIO 

AERO INDUSTRIES S.p.A. Service Bulletin 

(Mandatory) N.: 80–0330, dated April 21, 

2011. Send the report to Piaggio at one of the 

addresses (facsimile, email) referenced in the 

Related Information section, paragraph (i)(2) 

of this AD. 

FAA AD Differences 

Note: This AD differs from the MCAI and/ 

or service information as follows: No 

differences. 

Other FAA AD Provisions 

(g) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, Standards Office, 

FAA, has the authority to approve AMOCs 

for this AD, if requested using the procedures 

found in 14 CFR 39.19. Send information to 

ATTN: Mike Kiesov, Aerospace Engineer, 

FAA, Small Airplane Directorate, 901 Locust, 

Room 301, Kansas City, Missouri 64106; 

telephone: (816) 329–4144; fax: (816) 329– 

4090. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your appropriate principal inspector 

(PI) in the FAA Flight Standards District 

Office (FSDO), or lacking a PI, your local 

FSDO. 

(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. 

(3) Reporting Requirements: For the 

reporting requirement in this AD, 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. 

Related Information 

(h) Refer to EASA AD No.: 2011–0074–E, 

dated April 22, 2011; PIAGGIO AERO 

INDUSTRIES S.p.A. Service Bulletin 

(Mandatory) N.: 80–0330, dated April 21, 

2011; and PIAGGIO AERO INDUSTRIES 

S.p.A. Service Bulletin (Mandatory) N.: 80– 

0291, dated November 29, 2010 for related 

information. 

Material Incorporated by Reference 

(i) You must use PIAGGIO AERO 

INDUSTRIES S.p.A. Service Bulletin 

(Mandatory) N.: 80–0330, dated April 21, 

2011; and PIAGGIO AERO INDUSTRIES 

S.p.A. Service Bulletin (Mandatory) N.: 80– 

0291, dated November 29, 2010, to do the 

actions required by this AD, unless the AD 

specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Piaggio Aero Industries 

S.p.A–Airworthiness Office; Via Luigi 

Cibrario, 4—16154 Genova—Italy; telephone: 

+39 010 6481353; fax: +39 010 6481881; 

E-mail: airworthiness@piaggioaero.it. 

(3) You may review copies of the 

referenced service information at the 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. 

(4) You may also review copies of the 

service information incorporated by reference 

for this AD 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 Kansas City, Missouri, on May 4, 

2011. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2011–11330 Filed 5–12–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0030; Directorate 

Identifier 2009–NM–183–AD; Amendment 

39–16698; AD 2011–10–17] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300 and A310 Series Airplanes, and 

Model A300 B4–600, B4–600R, and F4– 

600R Series Airplanes, and Model C4– 

605R Variant F Airplanes (Collectively 

Called A300–600 Series Airplanes) 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding three 

existing airworthiness directives (ADs) 

that apply 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 airworthiness limitations applicable to 

the Damage Tolerant Airworthiness 

Limitation Items (DT ALI) are currently listed 

in Airbus ALI Documents, which are 

referenced in the A300, A310, and A300–600 

Airworthiness Limitations Section (ALS) Part 

2. Airbus has recently revised the ALI 

Documents, which have been approved by 

the European Aviation Safety Agency 

(EASA). 

* * * * * 

The actions contained in these revised 

documents, which introduce more restrictive 

maintenance requirements and/or 

airworthiness limitations, have been 

identified as mandatory actions for continued 

airworthiness. * * * 

The unsafe condition is fatigue 

cracking, damage, or corrosion in 

principal structural elements, 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 June 

17, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

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