Federal Register / Vol. 78, No. 171 / Wednesday, September 4, 2013 / Rules and Regulations 54377 

1821(d)(15)(D), and paragraph (d) of this 

section shall be satisfied if the transferee 

agrees that it will not destroy such 

records for at least six years from the 

date the FDIC was appointed as receiver 

of such failed insured depository 

institution unless otherwise notified in 

writing by the FDIC. 

(f) Policies and procedures. The FDIC 

may establish policies and procedures 

with respect to the retention and 

destruction of records that are 

consistent with this section. 

Dated at Washington, DC, this 28th day of 

August, 2013. 

By order of the Board of Directors. 

Federal Deposit Insurance Corporation. 

Robert E. Feldman, 

Executive Secretary. 

[FR Doc. 2013–21389 Filed 9–3–13; 8:45 am] 

BILLING CODE P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0094; Directorate 

Identifier 2012–NM–160–AD; Amendment 

39–17573; AD 2013–17–09] 

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 reports that certain 

trimmable horizontal stabilizer actuators 

(THSA) were found with corrosion that 

affected the ballscrew lower splines 

between the tie-bar and screw-jack. This 

AD requires repetitive inspections of the 

THSA; ballscrew integrity tests, if 

necessary; and replacement of affected 

THSAs. We are issuing this AD to detect 

and correct corrosion in the ballscrew 

lower splines, which, if the ballscrew 

ruptured, could lead to transmission of 

THSA torque loads from the ballscrew 

to the tie-bar, prompting THSA 

blowback, and possible loss of control of 

the airplane. 

DATES: This AD becomes effective 

October 9, 2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of October 9, 2013. 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov or in person at the 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue SE., 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

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

fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. The 

NPRM was published in the Federal 

Register on February 26, 2013 (78 FR 

12988). The NPRM proposed to correct 

an unsafe condition for the specified 

products. The European Aviation Safety 

Agency (EASA), which is the aviation 

authority for the Member States of the 

European Community, has issued EASA 

Airworthiness Directive 2012–0175, 

dated September 7, 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: 

Some Trimmable Horizontal Stabilizer 

Actuators (THSA), Part Number (P/N) 47147– 

500 fitted on A330/A340 aeroplanes have 

been found with corrosion, affecting the 

ballscrew lower splines between the tie bar 

and the screw-jack. The affected ballscrew is 

made of steel and anti-corrosion protection is 

ensured, except on both extremities (upper 

and lower splines) where Molykote is 

applied. 

The results of the technical investigations 

have identified that the corrosion was caused 

by a combination of: 

—contact/friction between the tie bar and the 

inner surface of the ballscrew leading to 

the removal of Molykote (corrosion 

protection) at the level of the tie bar 

splines, 

—humidity ingress initiating surface 

oxidation starting from areas where 

Molykote is removed, and 

—water retention in THSA lower part leading 

to corrosion spread out and to the creation 

of a brown deposit (iron oxide). 

The results of the technical investigations 

have also concluded that A320 family THSA 

P/N 47145–XXX (where XXX stands for any 

numerical value) ballscrews might be 

affected by this corrosion issue. 

This condition, if not detected and 

corrected, may lead, in case of ballscrew 

rupture, to loss of transmission of THSA 

torque loads from the ballscrew to the tie-bar, 

prompting THSA blowback, possibly 

resulting in loss of control of the aeroplane. 

For the reasons described above, this 

[EASA] AD requires repetitive detailed 

inspections of the ballscrew lower splines of 

THSAs having P/N 47145–XXX to detect 

corrosion and, depending on findings, the 

accomplishment of applicable corrective 

actions. 

The required actions are repetitive 

detailed inspections of the gaps between 

the ballscrew shaft and tie-rod splines of 

the affected THSAs to determine the 

corrosion category. Depending on the 

corrosion category, additional actions 

include a ballscrew shaft integrity test 

and replacing the THSA if necessary. 

You may obtain further information by 

examining the MCAI in the AD docket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received. 

Requests To Allow Replacement of a 

THSA With a Part That Is Not New 

Delta Airlines (DAL) and United 

Airlines (UAL) requested that paragraph 

(i) of the NPRM (78 FR 12988, February 

26, 2013) be revised to delete the word 

‘‘new’’ so a part other than a new part 

could be used to replace an affected 

THSA. DAL requested that the 

replacement requirements be changed to 

allow for the installation of a THSA unit 

overhauled using the instructions in the 

applicable Goodrich component 

maintenance manual instead of a new 

THSA part. DAL stated that if Type I or 

Type II corrosion is found on an affected 

THSA, the corroded ballscrew and claw 

(end stop) could be easily replaced if the 

guidance in the applicable Goodrich 

component maintenance manual is 

followed. DAL suggested that replacing 

the ballscrew and the claw would 

restore the integrity and the level of 

safety of the assembly. DAL also pointed 

out that obtaining a new THSA may be 

difficult because demand may outpace 

supply and airplanes might be grounded 

while waiting for parts. 

UAL stated that it is not necessary to 

replace an affected THSA with a brand 

new THSA and that any THSA 

inspected in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–27–1214, 

including Appendix 01, dated February 

23, 2012, that is determined to have 

Type I corrosion (i.e., no corrosion), 

should be acceptable as a replacement 

part. 

We agree with both commenters’ 

statements that affected THSAs do not 

need to be replaced with new parts. Our 

intent is that an affected THSA is 

replaced with a part that meets the 


sroberts on DSK5SPTVN1PROD with RULES
54378 Federal Register / Vol. 78, No. 171 / Wednesday, September 4, 2013 / Rules and Regulations 

criteria specified in paragraph (l) of this 

final rule. We revised paragraphs (i)(1), 

(i)(2), and (i)(3) of this final rule to 

remove the word ‘‘new’’ and to state to 

replace an affected THSA with a THSA 

that meets the criteria specified in 

paragraph (l) of this final rule. 

We do not agree with DAL’s request 

to allow for the installation of a THSA 

unit that was overhauled using the 

applicable Goodrich component 

maintenance manual. We do not have a 

way to determine if an overhauled 

THSA is airworthy. We also disagree 

with UAL’s recommendation that any 

THSA inspected in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–27–1214, 

including Appendix 01, dated February 

23, 2012, that is determined to have 

Type I corrosion, should be acceptable 

as a replacement part. In addition to the 

inspection requirement in paragraph (h) 

of this final rule, we must ensure that 

a THSA utilized as a replacement part 

meets the applicable requirements in 

paragraphs (l)(1) and (l)(2) of this AD. 

No change was made to this final rule 

in this regard. However, we have 

revised paragraph (l) of this final rule to 

provide clarification of the criteria for 

parts installation. 

Request To Reference Revised Vendor 

Service Information 

Airbus requested that paragraphs (g), 

(h), and (i) of the NPRM (78 FR 12988, 

February 26, 2013) be revised to 

reference the current revision of the 

Goodrich service information. Goodrich 

has issued Service Bulletin 47145–27– 

16, Revision 2, dated January 7, 2013. 

Airbus noted that the definition of 

THSA first flight was changed in 

Revision 2 of Goodrich Service Bulletin 

47145–27–16, dated January 7, 2013, 

and requested that paragraph (g) of the 

NPRM be revised to include this 

definition. Airbus also requested that 

credit be given for actions that were 

accomplished before the effective date 

of this final rule using Goodrich Service 

Bulletin 47145–27–16, dated November 

7, 2011; and Revision 1, dated August 

1, 2012. 

We agree with the commenter’s 

requests and have revised paragraphs 

(g), (h), and (i) of this final rule to 

reference Goodrich Service Bulletin 

47145–27–16, Revision 2, dated January 

7, 2013. We have also revised the 

definition of THSA first flight in 

paragraph (g) of this final rule to include 

the information provided in Goodrich 

Service Bulletin 47145–27–16, Revision 

2, dated January 7, 2013. In addition, we 

included a new paragraph (m) to 

provide credit for actions done prior to 

the effective date of this AD using 

Goodrich Service Bulletin 47145–27–16, 

dated November 7, 2011; or Revision 1, 

dated August 1, 2012; and reidentified 

the subsequent paragraphs accordingly. 

Request To Clarify When Repetitive 

Inspections of THSAs Should Start 

UAL stated that the intent of 

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

12988, February 26, 2013) should be 

clarified to indicate that only THSAs 

with more than 20 years accumulated 

since first flight need to be inspected as 

required by paragraph (h) of the NPRM. 

UAL also asked if a THSA should 

accumulate 20 years since first flight 

before an operator must begin doing the 

repetitive inspections required by 

paragraph (h) of the NPRM. 

We agree that clarification is 

necessary. As discussed previously, we 

revised paragraph (l) of this final rule, 

in part, to clarify that only THSAs that 

have accumulated 20 years or more 

since first flight are required to be 

inspected repetitively, as required by 

paragraph (h) of this final rule. 

Paragraph (h) of this final rule requires 

an initial inspection of the THSAs 

within 22 years accumulated by the 

THSA since the THSA’s first flight, but 

no earlier than 20 years accumulated by 

the THSA since its first flight, or within 

three months after the effective date of 

this final rule, and subsequent repetitive 

inspections at intervals not to exceed 24 

months. 

Request To Revise Reporting 

Requirement 

UAL requested that the reporting 

requirement in paragraph (k) of the 

NPRM (78 FR 12988, February 26, 2013) 

be deleted if an inspection finding 

reveals that the THSA has Type I 

corrosion (i.e., no corrosion). UAL 

stated that only findings of Type II and 

Type III corrosion should be reported. 

We disagree that only findings of 

Type II and Type III corrosion should be 

reported. Airbus has not determined 

terminating action for the repetitive 

inspections required by this final rule, 

and reports of Type I corrosion will be 

a factor in Airbus’s decision. No change 

was made to this final rule. 

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 

12988, February 26, 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 12988, 

February 26, 2013). 

Costs of Compliance 

We estimate that this AD affects 755 

products of U.S. registry. We also 

estimate that it will take about 4 workhours 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 $256,700, or $340 per product. 

In addition, we estimate that any 

necessary follow-on actions would take 

about 15 work-hours and require parts 

costing $2,203, for a cost of $3,478 per 

product. We have no way of 

determining the number of products 

that may need these actions. 

Paperwork Reduction Act 

A federal agency may not conduct or 

sponsor, and a person is not required to 

respond to, nor shall a person be subject 

to penalty for failure to comply with a 

collection of information subject to the 

requirements of the Paperwork 

Reduction Act unless that collection of 

information displays a current valid 

OMB control number. The control 

number for the collection of information 

required by this AD is 2120–0056. The 

paperwork cost associated with this AD 

has been detailed in the Costs of 

Compliance section of this document 

and includes time for reviewing 

instructions, as well as completing and 

reviewing the collection of information. 

Therefore, all reporting associated with 

this AD is mandatory. Comments 

concerning the accuracy of this burden 

and suggestions for reducing the burden 

should be directed to the FAA at 800 

Independence Ave., SW., Washington, 

DC 20591. ATTN: Information 

Collection Clearance Officer, AES–200. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 


sroberts on DSK5SPTVN1PROD with RULES
Federal Register / Vol. 78, No. 171 / Wednesday, September 4, 2013 / Rules and Regulations 54379 

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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

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. 

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: 

2013–17–09 Airbus: Amendment 39–17573. 

Docket No. FAA–2013–0094; Directorate 

Identifier 2012–NM–160–AD. 

(a) Effective Date 

This airworthiness directive (AD) becomes 

effective October 9, 2013. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all Airbus Model A318– 

111, –112, –121, and –122 airplanes; Airbus 

Model A319–111, –112, –113, –114, –115, 

–131, –132, and –133 airplanes; Airbus 

Model A320–111, –211, –212, –214, –231, 

–232, and –233 airplanes; and Airbus Model 

A321–111, –112, –131, –211, –212, –213, 

–231, and –232 airplanes; certificated in any 

category. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 27, Flight controls. 

(e) Reason 

This AD was prompted by reports that 

certain trimmable horizontal stabilizer 

actuators (THSA) were found with corrosion 

that affected the ballscrew lower splines 

between the tie-bar and screw-jack. We are 

issuing this AD to detect and correct 

corrosion in the ballscrew lower splines, 

which, if the ballscrew ruptured, could lead 

to transmission of THSA torque loads from 

the ballscrew to the tie-bar, prompting THSA 

blowback, and possible loss of 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) Definition of THSA First Flight 

For the purposes of this AD, the definition 

of THSA first flight is the THSA ‘‘entry into 

service date,’’ which is the date of the first 

flight of the airplane on which the THSA was 

originally fitted in production. All entry into 

service dates are included in the table that 

appears after the Accomplishment 

Instructions in Goodrich Service Bulletin 

47145–27–16, Revision 2, dated January 7, 

2013. If the entry into service date is not 

included in this table, use the manufacturing 

date engraved on the THSA’s identification 

plate as the ‘‘entry into service date.’’ 

(h) Repetitive Inspections 

At the later of the times specified in 

paragraphs (h)(1) and (h)(2) of this AD: Do a 

detailed inspection of the gaps between the 

ballscrew shaft and tie-rod splines on any 

THSA having P/N 47145–XXX (where XXX 

stands for any numerical value) to determine 

if the corrosion category is Type I, Type II, 

or Type III, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–27–1214, including 

Appendix 01, dated February 23, 2012; and 

the Accomplishment Instructions and the 

flowchart following the Accomplishment 

Instructions of Goodrich Service Bulletin 

47145–27–16, Revision 2, dated January 7, 

2013. Repeat the inspection thereafter at 

intervals not to exceed 24 months. 

(1) Within 22 years accumulated by the 

THSA since the THSA’s first flight, but no 

earlier than 20 years accumulated by the 

THSA since its first flight. 

(2) Within three months after the effective 

date of this AD. 

(i) Ballscrew Integrity Test and Corrective 

Actions 

If, during any inspection required by 

paragraph (h) of this AD, it is determined that 

a THSA has Type II or Type III corrosion: 

Before further flight, do a ballscrew integrity 

test, in accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A320– 

27–1214, including Appendix 01, dated 

February 23, 2012; and the Accomplishment 

Instructions and the flowchart following the 

Accomplishment Instructions of Goodrich 

Service Bulletin 47145–27–16, Revision 2, 

dated January 7, 2013. If Type I corrosion is 

found, no action is required by this 

paragraph. 

(1) For THSAs having Type II or Type III 

corrosion and for which the results of the 

ballscrew integrity test are not correct, as 

specified in Airbus Service Bulletin A320– 

27–1214, including Appendix 01, dated 

February 23, 2012: Before further flight, 

replace the affected THSA with a THSA that 

meets the criteria specified in paragraph (l) 

of this AD, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–27–1214, including 

Appendix 01, dated February 23, 2012. 

(2) For THSAs having Type III corrosion 

and on which the results of the ballscrew 

integrity test are correct, as specified in 

Airbus Service Bulletin A320 27–1214, 

including Appendix 01, dated February 23, 

2012: Within 10 days after the most recent 

inspection, replace the THSA with a THSA 

that meets the criteria specified in paragraph 

(l) of this AD, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–27–1214, including 

Appendix 01, dated February 23, 2012. 

(3) For THSAs having Type II corrosion 

and on which the results of the ballscrew 

integrity test are correct, as specified in 

Airbus Service Bulletin A320 27–1214, 

including Appendix 01, dated February 23, 

2012: Within 24 months or 5,000 flight cycles 

after the most recent inspection, whichever 

occurs first, replace the THSA with a THSA 

that meets the criteria specified in paragraph 

(l) of this AD, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–27–1214, including 

Appendix 01, dated February 23, 2012. 

(j) Replacement of a THSA is not 

Terminating Action 

Replacement of a THSA, as required by 

paragraph (i) of this AD, does not constitute 

terminating action for the repetitive 

inspections required by paragraph (h) of this 

AD. 

(k) Reporting Requirement 

If any corrosion type is found during any 

inspection required by paragraph (h) of this 

AD, at the applicable time specified in 

paragraph (k)(1) or (k)(2) of this AD, report 

the findings to Airbus, Customer Services 


sroberts on DSK5SPTVN1PROD with RULES
54380 Federal Register / Vol. 78, No. 171 / Wednesday, September 4, 2013 / Rules and Regulations 

Engineering—SEEL5, Flight Control Systems 

A320 Family, 1 Rond Point Maurice Bellonte, 

31707 Blagnac Cedex, France; fax +33 5 61 

93 44 25. The report must include the 

information specified in Appendix 01 of 

Airbus Service Bulletin A320–27–1214. 

(1) If the inspection was done on or after 

the effective date of this AD: Within 90 days 

after that inspection. 

(2) If the inspection was done before the 

effective date of this AD: Within 90 days after 

the effective date of this AD. 

(l) Parts Installation Limitations 

As of the effective date of this AD, no 

person may install a THSA having P/N 

47145–XXX (where XXX stands for any 

numerical value) on any airplane, unless that 

THSA meets the applicable criteria specified 

in paragraph (l)(1) or (l)(2) of this AD. 

(1) The THSA must not have accumulated 

20 years or more since the THSA’s first flight, 

and after installation must be inspected as 

required by paragraph (h) of this AD, at the 

later of the times specified in paragraphs 

(h)(1) and (h)(2) of this AD, and be inspected 

thereafter at intervals not to exceed 24 

months as required by paragraph (h) of this 

AD; and any applicable actions specified in 

paragraph (i) of this AD must be 

accomplished. 

(2) If the THSA has accumulated 20 years 

or more since the THSA’s first flight, it must 

have been inspected before installation as 

required by paragraph (h) of this AD and 

determined to have Type I corrosion (if the 

screw shaft lower splines thread condition 

does not meet the Type II or Type III 

condition), and be inspected thereafter at 

intervals not to exceed 24 months as required 

by paragraph (h) of this AD; and any 

applicable actions specified in paragraph (i) 

of this AD must be accomplished. 

(m) Credit for Previous Actions 

This paragraph provides credit for actions 

required by paragraphs (h) and (i) of this AD, 

if those actions were performed before the 

effective date of this AD using Goodrich 

Service Bulletin 47145–27–16, dated 

November 7, 2011; or Revision 1, dated 

August 1, 2012. 

(n) 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. 

(3) Reporting Requirements: 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. 

(o) Special Flight Permits 

Special flight permits may be issued in 

accordance with sections 21.197 and 21.199 

of the Federal Aviation Regulations (14 CFR 

21.197 and 21.199) to operate the airplane to 

a location where the airplane can be 

modified (if the operator elects to do so), 

provided that, if any THSA corrosion is 

found during any action required by 

paragraph (h) of this AD, that corrosion is 

classified as Type I or Type II, as defined in 

Goodrich Service Bulletin 47145–27–16, 

dated November 7, 2011; Revision 1, dated 

August 1, 2012; or Revision 2, dated January 

27, 2013. 

(p) Related Information 

Refer to Mandatory Continuing 

Airworthiness Information European 

Aviation Safety Agency Airworthiness 

Directive 2012–0175, dated September 7, 

2012, for related information, which can be 

found in the AD docket on the Internet at 

http://www.regulations.gov. 

(q) 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 A320–27–1214, 

including Appendix 01, dated February 23, 

2012. 

(ii) Goodrich Service Bulletin 47145–27– 

16, dated November 7, 2011. 

(iii) Goodrich Service Bulletin 47145–27– 

16, Revision 1, dated August 1, 2012. Pages 

1 through 4 of this document are identified 

as Revision 1, dated August 1, 2012. Pages 5 

through 117 of this document are dated 

November 7, 2011. 

(iv) Goodrich Service Bulletin 47145–27– 

16, Revision 2, dated January 7, 2013. Pages 

1, 2, and 4 of this document are identified 

as Revision 1, dated August 1, 2012. Page 3 

of this document is identified as Revision 2, 

dated January 7, 2013. Pages 5 through 117 

of this document are dated November 7, 

2011. 

(3) For Airbus 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. 

For Goodrich service information identified 

in this AD, contact Goodrich Corporation, 

Actuation Systems, Stafford Road, 

Fordhouses, Wolverhampton WV10 7EH, 

England; telephone +44 (0) 1902 624938; fax 

+44 (0) 1902 788100; email 

techpubs.wolverhampton@goodrich.com; 

Internet http://www.goodrich.com/TechPubs. 

(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 August 

23, 2013. 

Stephen P. Boyd, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–21071 Filed 9–3–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0240; Directorate 

Identifier 2011–SW–060–AD; Amendment 

39–17565; AD 2013–17–01] 

RIN 2120–AA64 

Airworthiness Directives; Eurocopter 

France Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Eurocopter France (Eurocopter) Model 

AS350 and AS355 helicopters. This AD 


sroberts on DSK5SPTVN1PROD with RULES