532 Federal Register / Vol. 79, No. 3 / Monday, January 6, 2014 / Rules and Regulations 

students and recent graduates by 

allowing talented employees to 

participate in Government internships 

and similar programs. Similarly, 

eligibility to enroll in health benefits is 

a valuable tool that can be used as part 

of an overall plan to attract students and 

recent graduates interested in Federal 

careers and to successfully recruit and 

retain them. Accordingly, OPM is 

proposing to amend the existing Federal 

regulations to clarify that eligible 

employees in the Pathways Programs 

are eligible to elect FEDVIP benefits. 

Also, we are proposing to amend the 

FEHBP rules to clarify that Pathways 

Programs interns are eligible to elect 

FEHBP enrollment pursuant to 

authorities contained in Schedule D of 

the excepted service, a new schedule 

created by E.O. 13562 to make necessary 

exceptions to the competitive hiring 

rules. These changes can be found in 5 

CFR 894.302(f) and 5 CFR 890.303(e)(2). 

Waiver of Proposed Rulemaking 

OPM has determined that it would be 

impracticable, unnecessary, and 

contrary to the public interest to delay 

putting the provisions of this interim 

final regulation in place until a public 

notice and comment process has been 

completed. Under section 553(b) of the 

Administrative Procedure Act (APA) (5 

U.S.C. 551 et seq.), a general notice of 

proposed rulemaking is not required 

when an agency, for good cause, finds 

that notice and public comment thereon 

are impracticable, unnecessary, or 

contrary to the public interest. The 

expanded FEDVIP elections authorized 

by the Pathways Programs final rule 

require immediate implementation to 

protect available election opportunities 

for employees and their eligible 

dependents. 

Regulatory Flexibility Act 

I certify that this regulation will not 

have a significant economic impact on 

a substantial number of small entities 

because the regulation only affects 

health insurance benefits of Federal 

employees and retirees. 

Executive Order 12866, Regulatory 

Review 

This rule has been reviewed by the 

Office of Management and Budget in 

accordance with Executive Order 12866. 

List of Subjects in 5 CFR Parts 890 and 

894 

Administrative practice and 

procedure, Government employees, 

Health insurance, Retirement. 

U.S. Office of Personnel Management. 

Katherine Archuleta, 

Director. 

Accordingly, the Office of Personnel 

Management is amending 5 CFR chapter 

I as follows: 

PART 890—FEDERAL EMPLOYEES 

HEALTH BENEFITS PROGRAM 

■ 1. The authority citation for part 890 

continues to read as follows: 

Authority: 5 U.S.C. 8913; Sec. 890.301 

also issued under sec. 311 of Pub. L. 111–3, 

123 Stat. 64; Sec. 890.111 also issued under 

section 1622(b) of Pub. L. 104–106, 110 Stat. 

521; Sec. 890.112 also issued under section 

1 of Pub. L. 110–279, 122 Stat. 2604; Sec. 

890.803 also issued under 50 U.S.C. 403p, 22 

U.S.C. 4069c and 4069c–1; subpart L also 

issued under sec. 599C of Pub. L. 101–513, 

104 Stat. 2064, as amended; Sec. 890.102 also 

issued under sections 11202(f), 11232(e), 

11246(b) and (c) of Pub. L. 105–33, 111 Stat. 

251; and section 721 of Pub. L. 105–261, 112 

Stat. 2061. 

Subpart C—Enrollment 

■ 2. In § 890.303, revise paragraph (e)(2) 

to read as follows: 

§ 890.303 Continuation of enrollment. 

* * * * * 

(e) * * * 

(2) However, in the case of an 

employee who is employed under an 

OPM approved career-related workstudy program under Schedule D of at 

least one year’s duration and who is 

expected to be in a pay status during not 

less than one-third of the total period of 

time from the date of the first 

appointment to the completion of the 

work-study program, his/her enrollment 

continues while he/she is in nonpay 

status so long as he/she is participating 

in the work-study program. 

* * * * * 

PART 894—FEDERAL EMPLOYEES 

DENTAL AND VISION INSURANCE 

PROGRAM 

■ 3. The authority citation for part 894 

is revised to read as follows: 

Authority: 5 U.S.C. 8962; 5 U.S.C. 8992; 

Subpart C also issued under section 1 of Pub. 

L. 110–279, 122 Stat. 2604. 

Subpart C—Eligibility 

■ 4. In § 894.302, paragraph (f) is 

revised to read as follows: 

§ 894.302(f) What is an excluded position? 

* * * * * 

(f) Expected to work fewer than six 

months in each year. Exception: you are 

eligible if you receive an appointment of 

at least one year’s duration as an Intern 

under § 213.3402(a) of this chapter. To 

qualify, you must be expected to be in 

a pay status for at least one-third of the 

total period of time from the date of the 

first appointment to the completion of 

the work-study program. 

* * * * * 

[FR Doc. 2013–31506 Filed 1–3–14; 8:45 am] 

BILLING CODE 6325–39–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0208; Directorate 

Identifier 2012–NM–204–AD; Amendment 

39–17702; AD 2013–25–06] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

Airbus Model A318, A319, A320, and 

A321 series airplanes. This AD was 

prompted by a determination that 

certain maintenance activities, such as 

repairs or the accumulation of paint 

layers, might cause the weight of an 

elevator to exceed the certified limits. 

This AD requires checking the weight of 

certain elevators, and corrective action 

if necessary; and re-identifying the 

elevators. We are issuing this AD to 

detect and correct elevators that exceed 

the certified weight limits, which could 

result in reduced control of the airplane. 

DATES: This AD becomes effective 

February 10, 2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of February 10, 2014. 

ADDRESSES: You may examine the AD 

on the Internet at http://

www.regulations.gov/

#!docketDetail;D=FAA-2013-0208; 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 service information identified in 

this AD, contact Airbus, Airworthiness 

Office—EIAS, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

telephone +33 5 61 93 36 96; fax +33 5 

61 93 44 51; email account.airwortheas@airbus.com; Internet http://

www.airbus.com. You may view this 


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Federal Register / Vol. 79, No. 3 / Monday, January 6, 2014 / Rules and Regulations 533 

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. 

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. The 

NPRM was published in the Federal 

Register on March 11, 2013 (78 FR 

15335). The NPRM proposed to correct 

an unsafe condition for the specified 

products. 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2012–0221, 

dated October 23, 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: 

It has been identified that maintenance 

activities, such as repairs or the 

accumulation of paint layers, may cause the 

weight of an elevator to exceed the certified 

limits. 

This condition, if not detected and corrected, 

could result in reduced control of the 

aeroplane. 

For the reasons described above, this [EASA] 

AD requires a onetime weight check of both 

left-hand (LH) and right-hand (RH) elevators, 

accomplishment of corrective actions, as 

applicable, depending on findings, and reidentification of the elevators. 

The monitoring of elevator weight evolution 

after having complied with this [EASA] AD 

is ensured by Airbus A318/A319/A320/A321 

ALS Part 2 CDCCL (Critical Design 

Configuration Control Limitations), 

compliance with which is currently required 

by EASA AD 2010–0071R1 (http://

ad.easa.europa.eu/blob/easa_ad_2010_0071_

R1.pdf/AD_2010-0071R1_1), [which 

corresponds to FAA AD 2011–14–06, 

Amendment 39–16741 (76 FR 42024, July 18, 

2011)]. 

Corrective action includes removing the 

paint from the elevator surface and 

repainting, or replacing the elevator 

with a serviceable elevator if the weight 

estimate is over the certified weight 

limit; and repairing the elevator. You 

may examine the MCAI in the AD 

docket on the Internet at http://

www.regulations.gov/

#!documentDetail;D=FAA-2013-0208- 

0002. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received. 

Support for the NPRM (78 FR 15335, 

March 11, 2013) 

US Airways stated it agrees with the 

NPRM (78 FR 15335, March 11, 2013) to 

ensure safety and has been actively 

weighing and applying new part 

numbers for over a year. 

Request To Change Compliance Time 

Stipulation 

Airbus requested we change 

paragraph (i) of the NPRM (78 FR 15335, 

March 11, 2013) to specify that the 

corrective action for an overweight 

elevator is required before further flight 

for that elevator and not for the airplane. 

We agree with the commenter’s 

request because the intent of the final 

rule is to prohibit flight with elevators 

that exceed the weight limit established 

in accordance with Airbus Service 

Bulletin A320–55–1034, including 

Appendices 1 and 2, dated August 19, 

2011. We have changed paragraph (i) in 

this final rule to state ‘‘. . . Before 

further flight with an elevator that 

exceeds the weight limits established in 

Airbus Service Bulletin A320–55–1034, 

including Appendices 1 and 2, dated 

August 19, 2011, repair . . . .’’ 

Request To Allow Maintenance Record 

Check To Identify Affected Elevators 

Delta Airlines (DAL) requested we 

revise the NPRM (78 FR 15335, March 

11, 2013) to allow omitting the elevator 

weight check if a review of the airplane 

maintenance records shows that an 

affected elevator is not installed on the 

airplane. 

We disagree with the commenter’s 

request. This final rule does not specify 

a particular method of determining if an 

affected elevator is installed. Paragraph 

(c) of this final rule identifies the 

affected airplanes, and table 1 to 

paragraph (g) of this AD lists the 

affected elevator part numbers. Once an 

operator determines an affected elevator 

part number is not installed on an 

airplane in its fleet, the operator may 

record compliance with this AD for 

those airplanes and elevator part 

numbers. However, the operator is still 

subject to paragraph (l) of this AD, 

which prohibits installing the elevator 

part numbers listed in table 1 to 

paragraph (g) of this AD, unless the 

actions required by this AD are 

accomplished on the elevator before 

installation. We have not changed this 

final rule in this regard. 

Request To Omit the Elevator Weight 

Check Under Certain Conditions 

DAL requested we add a note to the 

NPRM (78 FR 15335, March 11, 2013) 

similar to a note in paragraph 1.E., 

‘‘Compliance,’’ of Airbus Service 

Bulletin A320–55–1034, including 

Appendices 1 and 2, dated August 19, 

2011. DAL stated that elevator 

installation requires compliance with a 

critical design configuration control 

limitation (CDCCL) that requires 

weighing the elevator. DAL commented 

that the note states it is not necessary to 

weigh the elevator again if an elevator 

has previously been weighed for the 

CDCCL requirement and, since the 

elevator was weighed, no maintenance 

actions were carried out on it that could 

have led to an elevator weight increase. 

We disagree with the commenter’s 

request to add a note to this final rule. 

Paragraph (g)(1) of this AD already 

allows a records review if the elevator 

weight can be conclusively determined 

from review of maintenance records. We 

have not changed this final rule in this 

regard. 

Request To Change Applicability 

US Airways requested we change the 

applicability of the NPRM (78 FR 15335, 

March 11, 2013) from airplanes to all 

part numbers of affected elevators. US 

Airways stated that the NPRM should be 

a component AD, as the elevators are 

interchanged among the fleet, and AD 

applicability by manufacturer serial 

number (MSN) of the airplane could be 

confusing. 

We disagree with the commenter’s 

request. The FAA risk assessment was 

performed to determine corrective 

action(s) for mitigating the unsafe 

condition at an airplane level. Since the 

elevator parts are interchanged among 

the fleet, this final rule applicability at 

an airplane level will ensure discrepant 

elevator parts are identified and 

corrected. We have not changed this 

final rule in this regard. 

Request for Clarification of 

Applicability 

US Airways requested clarification as 

to why elevators having ‘‘MPN 

D55280002002 & D55280002003’’ are 

not included in the NPRM (78 FR 

15335, March 11, 2013). US Airways 

stated that these elevators have a 

requirement for a weight check after any 

repair according to Component 

Maintenance Manual Manufacturer 55– 

21–15, Revision 13, dated January 1, 

2013. 


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534 Federal Register / Vol. 79, No. 3 / Monday, January 6, 2014 / Rules and Regulations 

We agree to clarify. The purpose of 

this AD is to perform a one-time weight 

check of all elevators that are in service 

with no record of weight at the time of 

production. Airbus Modification 150390 

installs a placard with the elevator 

weight during production. The two part 

numbers referenced by US Airways are 

installed in production by Airbus 

Modification 150390, and the 

configuration is maintained by CDCCL 

in Airbus A318/A319/A320/A321 

Airworthiness Limitations Section Part 

2—Damage-Tolerant Airworthiness 

Limitation Items. Therefore, the two 

part numbers are not included in this 

final rule. We have not changed this 

final rule in this regard. 

Request To Approve Alternative Paints 

US Airways requested we change the 

corrective actions in the NPRM (78 FR 

15335, March 11, 2013) to reflect that 

primer paints called out in Structural 

Repair Manual 51–23–11, Page 10, Table 

6, Sheet 3 (F1 area), are approved as 

alternate paints to apply to elevators 

that need to be re-painted. US Airways 

stated that Appendix 1, step (5)(b) and 

step (6) of Airbus Service Bulletin 

A320–55–1034, including Appendices 1 

and 2, dated August 19, 2011, requires 

an external paint scheme and the primer 

materials called out in this service 

information are not readily available. 

We disagree with the commenter’s 

request. The commenter did not provide 

substantiation for an equivalent 

alternative to the primer material 

referenced in the service information in 

this final rule. The operator may apply 

for approval of an alternative method of 

compliance under the provisions of 

paragraph (m) of this final rule to use 

different primer material. We have not 

changed this final rule in this regard. 

Request To Correct Typographical 

Error 

DAL noted an error in paragraph 

(h)(2) of the NPRM (78 FR 15335, March 

11, 2013), which should state ‘‘than’’ 

instead of ‘‘that.’’ 

Paragraph (h)(2) of the NPRM (78 FR 

15335, March 11, 2013) stated ‘‘For 

elevators other that those identified in 

. . . .’’ We agree with the commenter’s 

request and have changed paragraph 

(h)(2) of this final rule to state ‘‘For 

elevators other than those . . . .’’ 

Request To Revise Certain Terminology 

Airbus requested we revise paragraph 

(i) of the NPRM (78 FR 15335, March 11, 

2013) to use the word ‘‘restore’’ in lieu 

of ‘‘repair.’’ Airbus stated it considers 

the word ‘‘restore’’ to be more 

appropriate for the required actions (i.e., 

removal of paint layers). 

We disagree with the commenter’s 

request. The intent of word ‘‘repair’’ is 

to restore the structure/part to its 

original type design configuration. 

Therefore, replacing the word ‘‘repair’’ 

with ‘‘restore’’ may be misinterpreted. 

We have not changed this final rule in 

this regard. 

Change to This Final Rule 

We have changed the first compliance 

time specified in paragraph (i) of this 

AD from ‘‘before further flight’’ to 

‘‘within the applicable time specified in 

paragraph (h)(1) or (h)(2) of this AD.’’ 

We have determined that this change 

will provide sufficient time to 

adequately address the identified unsafe 

condition. 

Conclusion 

We reviewed the available data, 

including the comments received, and 

determined that air safety and the 

public interest require adopting this AD 

with the changes described previously 

and minor editorial changes. We have 

determined that these changes: 

• Are consistent with the intent that 

was proposed in the NPRM (78 FR 

15335, March 11, 2013) for correcting 

the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (78 FR 15335, 

March 11, 2013). 

Costs of Compliance 

We estimate that this AD affects 755 

products of U.S. registry. We estimate 

that it will take about 45 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 

this AD to the U.S. operators to be 

$2,887,875, or $3,825 per product. 

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 

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 the 

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. 

Examining the AD Docket 

You may examine the MCAI in the 

AD docket on the Internet at http://

www.regulations.gov/#!documentDetail;

D=FAA-2013-0208-0002; 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 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. 

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 AD: 


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Federal Register / Vol. 79, No. 3 / Monday, January 6, 2014 / Rules and Regulations 535 

2013–25–06 Airbus: Amendment 39–17702. 

Docket No. FAA–2013–0208; Directorate 

Identifier 2012–NM–204–AD. 

(a) Effective Date 

This airworthiness directive (AD) becomes 

effective February 10, 2014. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to the Airbus airplanes, 

certificated in any category, listed in 

paragraphs (c)(1) through (c)(4) of this AD, all 

serial numbers. 

(1) Model A318–111, –112, –121, and –122 

airplanes. 

(2) Model A319–111, –112, –113, –114, 

–115, –131, –132, and –133 airplanes. 

(3) Model A320–111, –211, –212, –214, 

–231, –232, and –233 airplanes. 

(4) Model A321–111, –112, –131, –211, 

–212, –213, –231, and –232 airplanes. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 55, Stabilizers. 

(e) Reason 

This AD was prompted by a determination 

that certain maintenance activities, such as 

repairs or the accumulation of paint layers, 

might cause the weight of an elevator to 

exceed the certified limits. We are issuing 

this AD to detect and correct elevators that 

exceed certified weight limits, which could 

result in reduced control of the airplane. 

(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) Weight Check 

At the applicable time specified in 

paragraph (h)(1) or (h)(2) of this AD: Do a 

weight check on the elevators identified in 

table 1 to paragraph (g) of this AD. Do the 

weight check in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–55–1034, including 

Appendices 1 and 2, dated August 19, 2011, 

except as specified in paragraphs (g)(1), 

(g)(2), and (g)(3) of this AD. 

TABLE 1 TO PARAGRAPH (g) OF THIS

AD—AFFECTED PART NUMBERS (P/N) 

Part name P/N (first 12 

digits only) 

Left Hand Elevator ............. D55280001000 

Left Hand Elevator ............. D55280001002 

Left Hand Elevator ............. D55280001004 

Left Hand Elevator ............. D55280001008 

Left Hand Elevator ............. D55280001010 

Left Hand Elevator ............. D55280001012 

Left Hand Elevator ............. D55280002000 

Right Hand Elevator .......... D55280001001 

Right Hand Elevator .......... D55280001003 

Right Hand Elevator .......... D55280001005 

Right Hand Elevator .......... D55280001009 

Right Hand Elevator .......... D55280001011 

Right Hand Elevator .......... D55280001013 

TABLE 1 TO PARAGRAPH (g) OF THIS

AD—AFFECTED PART NUMBERS (P/ 

N)—Continued 

Part name P/N (first 12 

digits only) 

Right Hand Elevator .......... D55280002001 

(1) A review of the airplane maintenance 

records is acceptable in lieu of the weight 

check required by the introductory text of 

paragraph (g) of this AD, provided the 

elevator weight can be conclusively 

determined from that review. 

(2) The use of elevator weight data from 

production, as specified in Airbus Service 

Bulletin A320–55–1034, including 

Appendices 1 and 2, dated August 19, 2011, 

is acceptable in lieu of the weight check 

required by the introductory text of 

paragraph (g) of this AD, provided that the 

affected elevator has not been subjected to 

any maintenance action that could have 

modified the weight. 

(3) Airplanes on which Airbus 

Modification 150390 has been embodied in 

production are not required to do the actions 

specified in the introductory text of 

paragraph (g) of this AD, provided that no 

elevator having a part number specified in 

table 1 to paragraph (g) of this AD has been 

installed on that airplane since the airplane’s 

first flight. 

(h) Compliance Time for the Actions 

Specified in Paragraphs (g) and (i) of This 

AD 

(1) For an elevator for which, as of the 

effective date of this AD, the records show 

that no maintenance actions have been 

performed since first installation of the 

elevator on an airplane, which might have 

increased its weight: Within 72 months after 

the effective date of this AD. 

(2) For elevators other than those identified 

in paragraph (h)(1) of this AD: Within 48 

months after the effective date of this AD. 

(i) Corrective Actions 

If the elevator weight, determined as 

required by paragraph (g) of this AD, exceeds 

the weight limit specified in the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–55–1034, including 

Appendices 1 and 2, dated August 19, 2011: 

Within the applicable time specified in 

paragraph (h)(1) or (h)(2) of this AD, do the 

applicable corrective actions followed by a 

new weight check of the elevator, in 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A320– 

55–1034, including Appendices 1 and 2, 

dated August 19, 2011. If the elevator weight, 

determined as required by the new weight 

check, exceeds the weight limit specified in 

the Accomplishment Instructions of Airbus 

Service Bulletin A320–55–1034, including 

Appendices 1 and 2, dated August 19, 2011: 

Before further flight with an elevator that 

exceeds the weight limits established in 

Airbus Service Bulletin A320–55–1034, 

including Appendices 1 and 2, dated August 

19, 2011, repair the elevator using a method 

approved by either the Manager, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA; or the European 

Aviation Safety Agency (EASA) (or its 

delegated agent). 

(j) Elevator Re-Identification 

If the elevator weight, determined by the 

weight check specified in paragraph (g) or (i) 

of this AD, does not exceed the weight limit 

specified in the Accomplishment 

Instructions of Airbus Service Bulletin A320– 

55–1034, including Appendices 1 and 2, 

dated August 19, 2011: Within 72 months 

after the effective date of this AD, record the 

elevator weight and re-identify the elevator, 

in accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A320– 

55–1042, Revision 01, dated June 29, 2012. 

(k) Credit for Previous Actions 

This paragraph provides credit for actions 

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

actions were performed before the effective 

date of this AD using Airbus Service Bulletin 

A320–55–1042, dated August 19, 2011, 

which is not incorporated by reference in this 

AD. 

(l) Parts Installation Limitation 

As of the effective date of this AD, no 

person may install on any airplane an 

elevator with a part number listed in table 1 

to paragraph (g) of this AD, unless that 

elevator is in compliance with the 

requirements of this AD. 

(m) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

In accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the International Branch, send it to ATTN: 

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. Information may be emailed to: 9- 

ANM-116-AMOC-REQUESTS@faa.gov. 

Before using any approved AMOC, notify 

your appropriate principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office/

certificate holding district office. The AMOC 

approval letter must specifically reference 

this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered 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. 

(n) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA 

Airworthiness Directive 2012–0221, dated 


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536 Federal Register / Vol. 79, No. 3 / Monday, January 6, 2014 / Rules and Regulations 

October 23, 2012, for related information. 

You may examine the MCAI in the AD 

docket on the Internet at http://

www.regulations.gov/#!documentDetail;

D=FAA-2013-0208-0002. 

(2) Service information identified in this 

AD that is not incorporated by reference may 

be obtained at the addresses specified in 

paragraph (o)(3) and (o)(4) of this AD. 

(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) Airbus Service Bulletin A320–55–1034, 

including Appendices 1 and 2, dated August 

19, 2011. 

(ii) Airbus Service Bulletin A320–55–1042, 

Revision 01, dated June 29, 2012. 

(3) For service information identified in 

this AD, contact Airbus, Airworthiness 

Office—EIAS, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

telephone +33 5 61 93 36 96; fax +33 5 61 

93 44 51; email account.airworth-eas@

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

(4) You may view 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 4, 2013. 

John P. Piccola, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–31527 Filed 1–3–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0540; Directorate 

Identifier 2012–NM–185–AD; Amendment 

39–17721; AD 2013–26–12] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2009–14– 

02 for certain The Boeing Company 

Model 747–100, 747–100B, 747–100B 

SUD, 747–200B, 747–200C, 747–200F, 

747–300, 747–400, 747–400D, 747– 

400F, 747SR, and 747SP series 

airplanes. AD 2009–14–02 required 

repetitive inspections for wear damage 

and cracks of the fuselage skin in the 

interface area of the vertical stabilizer 

seal and fuselage skin, a detailed 

inspection for wear damage and cracks 

of the surface of any skin repair doubler 

in the area, and corrective actions if 

necessary. For airplanes on which the 

fuselage skin has been blended to 

remove wear damage, AD 2009–14–02 

also required repetitive external detailed 

inspections or high frequency eddy 

current inspections for cracks of the 

blended area of the fuselage skin, and 

corrective actions if necessary. This new 

AD reduces the repetitive inspection 

interval, changes certain corrective 

actions, and expands the applicability. 

This AD was prompted by a report of 

wear through the fuselage skin that 

occurred sooner than the previous 

repetitive inspection interval. We are 

issuing this AD to detect and correct 

wear damage and cracks of the fuselage 

skin in the interface area of the vertical 

stabilizer seal and fuselage skin in 

sections 46 and 48, which could cause 

in-flight depressurization of the 

airplane. 

DATES: This AD is effective February 10, 

2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of February 10, 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, 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, WA. 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 by searching for 

and locating Docket No. FAA–2013– 

0540; 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: Bill 

Ashforth, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office (ACO), 1601 

Lind Avenue SW., Renton, WA 98057– 

3356; phone: 425–917–6432; fax: 425– 

917–6590; email: Bill.Ashforth@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 2009–14–02, 

Amendment 39–15951 (74 FR 30919, 

June 29, 2009). AD 2009–14–02 applied 

to the specified products. The NPRM 

published in the Federal Register on 

July 3, 2013 (78 FR 40050). The NPRM 

proposed to continue to require 

repetitive inspections for wear damage 

and cracks of the fuselage skin in the 

interface area of the vertical stabilizer 

seal and fuselage skin, a detailed 

inspection for wear damage and cracks 

of the surface of any skin repair doubler 

in the area, and corrective actions if 

necessary. For airplanes on which the 

fuselage skin has been blended to 

remove wear damage, AD 2009–14–02 

also required repetitive external detailed 

inspections or high frequency eddy 

current inspections for cracks of the 

blended area of the fuselage skin, and 

corrective actions if necessary. That 

NPRM also proposed to reduce the 

repetitive inspection interval, change 

certain corrective actions, and expand 

the applicability. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (78 FR 40050, 

July 3, 2013) and the FAA’s response to 

each comment. 

Request To Modify Paragraph Title 

Boeing requested we revise the 

terminating action title of paragraph (i) 

of the NPRM (78 FR 40050, July 3, 2013) 

by removing the word ‘‘Optional.’’ 

Boeing stated that Boeing Alert Service 

Bulletin 747–53A2478, Revision 3, 

dated October 17, 2011, specifies that if 

any crack is found or if wear damage is 

greater than the limit allowed, rub strips 

must be installed in accordance with 

Boeing Service Bulletin 747–53–2721, 

Revision 2, dated March 17, 2011. 

Boeing commented that in this case, the 

terminating action is not optional. 


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