Federal Register / Vol. 77, No. 218 / Friday, November 9, 2012 / Rules and Regulations 67263 

number (P/N) 212–321–103, installed on 

Agusta S.p.A. Model AB412 and AB412EP 

and Bell Helicopter Textron, Inc. Model 

205A, 205A–1, 205B, 212, 412, 412CF, and 

412EP helicopters, certificated in any 

category. 

(b) Unsafe Condition 

This AD defines the unsafe condition as 

failure of the landing gear crosstube, which 

could result in collapse of the landing gear 

and subsequent loss of control of the 

helicopter. 

(c) Effective Date 

This AD becomes effective December 14, 

2012. 

(d) Compliance 

You are responsible for performing each 

action required by this AD within the 

specified compliance time unless it has 

already been accomplished prior to that time. 

(e) Required Actions 

(1) Within 50 hours time-in-service (TIS) 

after the effective date of this AD: 

(i) Create a component history card or 

equivalent record for the crosstube by 

following the Accomplishment Instructions, 

Part A, paragraph 1., of AAI Alert Service 

Bulletin No. AA–08055, Revision B, dated 

August 12, 2009 (ASB). 

(ii) Determine and record on the 

component history card or equivalent record 

the total number of landings for the 

crosstube. If the landing information is 

unavailable, estimate the number by 

multiplying the airframe hours TIS by 10. 

Continue to count and record the number of 

landings for the crosstube. For the purposes 

of this AD, a landing would be counted 

anytime the helicopter lifts off into the air 

and then lands again with any further 

reduction of the collective after the landing 

gear touches the ground. 

(2) Within 50 hours TIS after the effective 

date of this AD or before reaching a total of 

7,500 landings on any crosstube, whichever 

occurs later: 

(i) Prepare the crosstube inspection areas 

as described in the Accomplishment 

Instructions, Part B, paragraphs 1. through 5. 

and Figure 1, of the ASB. 

(ii) Using a 10X or higher power 

magnifying glass and a bright light, visually 

inspect the prepared areas of the crosstube 

for a crack. If there is a crack, before further 

flight, replace the crosstube with an 

airworthy crosstube. 

(iii) If there is no crack, following the 

inspection, prime and paint the inspection 

areas by following the Accomplishment 

Instructions, Part B, paragraphs 7. and 8., of 

the ASB. If there is any corrosion or other 

damage, perform the replacement or repair 

required in paragraph (e)(5)(iv) of this AD 

before priming and painting the inspection 

areas. 

(3) Thereafter, at intervals not to exceed 

200 landings, clean the crosstube inspection 

areas by following the Accomplishment 

Instructions, Part C, paragraph 1., of the ASB. 

Using a 10X or higher power magnifying 

glass and a bright light, visually inspect the 

clear-coated areas of the crosstube for a crack. 

If there is a crack, before further flight, 

replace the crosstube with an airworthy 

crosstube. 

(4) Within 30 days after the effective date 

of this AD or before reaching a total of 10,000 

landings on any crosstube, whichever occurs 

later, and thereafter at intervals not to exceed 

2,500 landings or 12 months, whichever 

occurs first, determine the horizontal 

deflection of the crosstube from the 

centerline of the helicopter (BL 0.0) to the 

outside of the skid tubes by following the 

Accomplishment Instructions, Part D, 

paragraphs 1. and 2., of the ASB. If the 

crosstube measures outside any of the limits 

depicted in Figure 2 of the ASB, before 

further flight, replace the crosstube with an 

airworthy crosstube. 

(5) Within 3 months after the effective date 

of this AD or before reaching a total of 12,500 

landings on any crosstube, whichever occurs 

later, and thereafter at intervals not to exceed 

5,000 landings: 

(i) Remove and disassemble the landing 

gear assembly and crosstube to prepare for a 

fluorescent penetrant inspection (FPI) by 

following the Accomplishment Instructions, 

Part E.1, paragraphs 1. through 6., of the 

ASB. 

(ii) Clean and prepare the crosstube by 

removing the sealant and paint as described 

in the Accomplishment Instructions, Part E.2, 

paragraphs 1. through 3. and Figure 3, of the 

ASB. 

(iii) Perform an FPI of the crosstube in the 

areas depicted in Figure 3 of the ASB for a 

crack, any corrosion, a nick, scratch, dent, or 

any other damage by following the 

Accomplishment Instructions, Part E.3, 

paragraph 1., of the ASB. If there is a crack, 

before further flight, replace the crosstube 

with an airworthy crosstube. 

(iv) If there is any corrosion or a nick, 

scratch, dent, or any other damage, before 

further flight, repair the crosstube to an 

airworthy configuration if the damage is 

within the maximum repair damage limits or 

replace the crosstube with an airworthy 

crosstube. Chapter 3.5 Repair, Table 1. and 

Figure 3 of the AAI Instructions for 

Continued Airworthiness for Crosstubes, 

Report No. AA–01136, Revision K, dated 

February 15, 2012, contains the maximum 

repair damage limits and repair procedures. 

(f) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Rotorcraft Certification 

Office, FAA, may approve AMOCs for this 

AD. Send your proposal to: Michael Kohner, 

Aviation Safety Engineer, Rotorcraft 

Certification Office, Rotorcraft Directorate, 

FAA, 2601 Meacham Blvd., Fort Worth, TX 

76137; telephone (817) 222–5170; email 7- 

avs-asw-170@faa.gov. 

(2) For operations conducted under a 14 

CFR part 119 operating certificate or under 

14 CFR part 91, subpart K, we suggest that 

you notify your principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office or 

certificate holding district office before 

operating any aircraft complying with this 

AD through an AMOC. 

(g) Subject 

Joint Aircraft Service Component (JASC) 

Code: 3213: Main Landing Gear Strut/Axle/ 

Truck. 

(h) 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) Aeronautical Accessories Inc. Alert 

Service Bulletin No. AA–08055, Revision B, 

dated August 12, 2009. 

(ii) Aeronautical Accessories Inc. 

Instructions for Continued Airworthiness for 

Crosstubes, Report No. AA–01136, Revision 

K, dated February 15, 2012. 

(3) For service information identified in 

this AD, contact Aeronautical Accessories, 

Inc., P.O. Box 3689, Bristol, TN 37625–3689, 

telephone (423) 538–5151 or (800) 251–7094, 

fax (423) 538–8469, or at http://www.aeroaccess.com. 

(4) You may view this service information 

at the FAA, Office of the Regional Counsel, 

Southwest Region, 2601 Meacham Blvd., 

Room 663, Fort Worth, Texas 76137. 

(5) You may also view this service 

information 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/ibr-locations.html. 

Issued in Fort Worth, Texas, on October 24, 

2012. 

Lance T. Gant, 

Acting Directorate Manager, Rotorcraft 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–26901 Filed 11–8–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0428; Directorate 

Identifier 2011–NM–078–AD; Amendment 

39–17248; AD 2012–22–12] 

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 A330–243, –243F, –341, 

–342, and –343 airplanes. This AD was 

prompted by reports of cracking of air 

intake cowls on Rolls-Royce Trent 

engines, worn and detached attachment 


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links, and fractured thermal anti-ice 

(TAI) piccolo tubes. This AD requires 

inspecting piccolo tubes, piccolo tube 

mount links, the aft side of the forward 

bulkhead, and outer boundary angles 

(OBA) for cracks, fractures, and broken 

links, and corrective actions if 

necessary. We are issuing this AD to 

prevent degraded structural integrity of 

the engine nose cowl in case of forward 

bulkhead damage in conjunction with a 

broken piccolo tube, and damage to the 

engine due to operation in icing 

conditions with reduced TAI 

performance. 

DATES: This AD becomes effective 

December 14, 2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of December 14, 2012. 

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: 

Vladimir Ulyanov, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone (425) 227–1138; 

fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

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. That 

NPRM was published in the Federal 

Register on May 8, 2012 (77 FR 26998). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

During shop visit, several primary 

assembly structures of A330 aeroplanes Trent 

700 [engine] air intake cowl have been found 

with cracks in the forward bulkhead web, 

web stiffeners and outer boundary angles. 

Several attachment links have been found 

severely worn, and some had become 

detached. In 2 cases, the Thermal Anti Ice 

(TAI) Piccolo tube was found fractured. 

Investigations are still ongoing to determine 

the root cause(s). 

If not detected and corrected, a broken 

Piccolo tube in conjunction with forward 

bulkhead damage could ultimately lead to in 

flight detachment of the outer barrel, which 

would constitute an unsafe condition. 

For the reasons described above, this 

[European Aviation Safety Agency (EASA)] 

AD requires to perform inspections of RR 

[Rolls-Royce] Trent 700 [engine] nose cowls 

and, depending on findings, to do the 

applicable corrective action(s). These 

inspections include internal inspection of 

Piccolo tube, detailed inspection of Piccolo 

tube mount links, [boroscope] inspection of 

aft side of forward bulkhead and outer 

boundary angle [for cracks, fractures, and 

broken links]. 

We are issuing this AD to prevent 

degraded structural integrity of the 

engine nose cowl in case of forward 

bulkhead damage in conjunction with a 

broken piccolo tube and damage to the 

engine due to operation in icing 

conditions with reduced TAI 

performance. The corrective action is 

replacing the affected engine air intake 

cowl with a new or serviceable cowl. 

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. 

Request To Delete Completion of 

Reporting Form 

US Airways requested that we delete 

the requirement to complete Appendix 

01 of Airbus Mandatory Service Bulletin 

A330–71–3025, dated January 10, 2011, 

which is the form for reporting 

inspection results to Airbus. US 

Airways stated that accomplishing this 

reporting is burdensome and does not 

improve the safety aspects of the inlet 

cowl inspections. 

We agree because reporting is 

voluntary. Airbus has concurred that 

EASA AD 2011–0062, dated April 4, 

2011, does not require reporting of the 

inspection findings and that it is 

Airbus’s intent that reporting should be 

done on a voluntary basis. We have 

changed the final rule throughout to 

exclude Appendix 01 when referring to 

Airbus Mandatory Service Bulletin 

A330–71–3025, dated January 10, 2011. 

Request To Change Piccolo Tube Link 

Inspection 

US Airways requested that the piccolo 

tube link inspection be completely 

independent for each inlet cowl, and 

that a conservative approach could be 

incorporated in the NPRM (77 FR 

26998, May 8, 2012) to allow only one 

broken piccolo tube link on an inlet 

cowl if the cowl remains in service on 

an airplane. US Airways stated that 

more than one broken piccolo tube link 

would mandate removal of the cowl 

prior to further flight. US Airways 

explained that the inspection results tie 

the serviceability of cowl being 

inspected to the condition of the inlet 

cowl installed on the other engine of the 

airplane. US Airways asserted that this 

will require a difficult and 

unnecessarily complicated management 

plan by an operator. US Airways 

reasoned that the serviceability of the 

inlet cowl being inspected should be 

determined independently of the inlet 

cowl installed on the other engine, and 

that Table 3 ‘‘Detailed Inspection of the 

Broken Piccolo Tubes Links’’ of 

Paragraph 1.E., ‘‘Compliance,’’ of Airbus 

Mandatory Service Bulletin A330–71– 

3025, dated January 10, 2011, contains 

20 different scenarios related to the 

number of broken piccolo tube links in 

both the left and right inlet cowls and 

flight cycles achieved on each inlet 

cowl. US Airways stated that the left 

and right engines and nacelles are 

completely separate and designed to 

individually provide continued 

propulsion to the airplane in the event 

of failure of one engine; and that this is 

the basis of the FAA extended 

operations (ETOPS) rules. 

We disagree with changing the 

piccolo tube link inspection 

requirements, and allowing one piccolo 

tube link broken on each inlet cowl. The 

criteria and corrective actions specified 

in Airbus Mandatory Service Bulletin 

A330–71–3025, dated January 10, 2011, 

represent the conditions for the safe 

operation of the airplane. Only one 

piccolo tube link broken on the airplane 

is allowed. The commenter did not 

provide sufficient data to substantiate 

that its request would provide an 

acceptable level of safety. Once we issue 

this AD, any person may request 

approval of an alternate methods of 

compliance (AMOC) under the 

provisions of paragraph (k) of this AD. 

We have not changed the AD in this 

regard. 

Request To Change OBA and Forward 

Bulkhead Inspection Criteria 

US Airways recommended a change 

in the OBA and forward bulkhead 

inspection criteria, as follows. 

• Cracks up to 9 inches in length on 

the OBA would be acceptable. 

• Cracks up to 2 inches in length on 

the forward bulkhead would be 

acceptable. 

• Re-inspection of the OBA and 

forward bulkhead would be required at 

subsequent intervals not to exceed 2,500 

flight cycles. 

• Replace the inlet cowl for any OBA 

crack of 22 inches or greater or any 

forward bulkhead crack of 13 inches or 

greater, would be required prior to 

further flight. 

• Replace the inlet cowl for an OBA 

crack greater than 15 inches, but less 

than 22 inches, or any forward bulkhead 

crack greater than 9 inches, but less than 

13 inches, within 100 flight cycles. 


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We disagree because Airbus 

Mandatory Service Bulletin A330–71– 

3025, dated January 10, 2011, which 

references Rolls-Royce Service Bulletin 

RB.211–71–AG416, dated September 3, 

2010, provides the inspection criteria 

and allowable conditions for the safe 

operation of the airplane. The 

commenter did not present sufficient 

data to substantiate that the crack 

lengths in its first and second 

recommendations would provide an 

acceptable level of safety. Actions 

suggested by the commenter in its third, 

fourth, and fifth recommendations are 

already reflected in paragraphs (i)(1)(ii), 

(i)(2)(i), and (i)(2)(ii) of this AD. 

However, operators may request 

approval of an AMOC under the 

provisions of paragraph (k) of this AD if 

sufficient data are submitted to 

substantiate that the change would 

provide a acceptable level of safety. We 

have not changed the AD in this regard. 

Request To Change Engine Inlet Cowl 

Inspection 

US Airways recommended a simpler 

re-inspection management plan of 

inspecting any engine inlet cowl that 

has achieved more than 5,000 flight 

cycles since new at repeat intervals not 

to exceed 2,500 flight cycles. US 

Airways stated that the engine inlet 

cowl inspection should follow Airbus 

Mandatory Service Bulletin A330–71– 

3025, dated January 10, 2011; and RollsRoyce Service Bulletin RB.211–71– 

AG416, dated September 3, 2010; 

regarding the inspection schedule of the 

piccolo tube, the piccolo tube links, the 

OBA, and the forward bulkhead. 

We disagree because Airbus 

Mandatory Service Bulletin A330–71– 

3025, dated January 10, 2011, which 

references Rolls-Royce Service Bulletin 

RB.211–71–AG416, dated September 3, 

2010, specifies the repetitive inspection 

intervals for the safe operation of the 

airplane, which depend on the crack 

size. If the crack is within allowable 

limits, the inspection interval may be 

greater or less than 2,500 flight cycles as 

recommended by the commenter. 

Insufficient justification was submitted 

to substantiate a 2,500-flight-cycle 

inspection interval. However, under the 

provisions of paragraph (k) of this AD 

we will consider requests for an AMOC 

if sufficient data is submitted to justify 

an extended inspection interval for 

certain limits. We have not changed the 

AD in this regard. 

Request To Change Wording in 

Paragraphs (h)(2) and (h)(3) of the 

NPRM (77 FR 26998, May 8, 2012) 

Airbus requested that we change the 

word ‘‘engine’’ to ‘‘aircraft’’ in 

paragraph (h)(2) of the NPRM (77 FR 

26998, May 8, 2012). 

US Airways requested that we clarify 

the instructions in paragraph (h)(3) of 

the NPRM (77 FR 26998, May 8, 2012) 

by revising ‘‘* * * and the opposite 

intake cowl of the same engine has 

* * *,’’ to state ‘‘* * * and the intake 

cowl of the opposite engine has * * *.’’ 

We agree to clarify paragraphs (h)(2) 

and (h)(3) of this AD. We changed the 

word ‘‘engine’’ to ‘‘airplane’’ in 

paragraphs (h)(2) and (h)(3) of the AD, 

since each engine has one inlet cowl. 

Request To Change Unsafe Condition 

Statement 

Airbus requested that we remove the 

information that a broken piccolo tube 

could lead to in-flight damage of the 

engine and reduced TAI performance 

from the unsafe condition statement in 

the NPRM (77 FR 26998, May 8, 2012). 

We agree with the commenter’s 

requested wording change of the unsafe 

condition statement in this AD. In 

addition, we have revised the unsafe 

condition statement in this AD to match 

the unsafe condition statement defined 

in Airbus Mandatory Service Bulletin 

A330–71–3025, dated January 10, 2011. 

We have changed the Summary and 

Discussion sections, and paragraph (e) 

of the AD. 

Request To Change Repetitive 

Inspection Interval 

Airbus requested that we lower the 

repetitive inspection interval for the 

OBA and forward bulkhead inspections 

from 450 flight cycles to 250 flight 

cycles, and from 400 flight cycles to 200 

flight cycles respectively. The 

commenter stated that these lower 

inspection intervals will be introduced 

in the forthcoming revisions of the 

Airbus and Rolls-Royce service 

information. 

We disagree to change the repetitive 

inspection intervals in this AD. We have 

determined that the compliance times 

required by this AD adequately address 

the identified unsafe condition. 

However, if additional data are 

presented that would justify a shorter 

compliance time, we might consider 

further rulemaking on this issue. New 

revisions of the service information 

referenced in this AD have not been 

released. We have not changed the AD 

in this regard. 

Conclusion 

We reviewed the available data, 

including the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously, 

except for minor editorial changes. We 

have determined that these changes: 

• Are consistent with the intent that 

was proposed in the NPRM (77 FR 

26998, May 8, 2012) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (77 FR 26998, 

May 8, 2012). 

Costs of Compliance 

Based on the service information, we 

estimate that this AD affects about 14 

products of U.S. registry. We also 

estimate that it takes about 10 workhours per engine 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 

$11,900 per engine, or $850 per engine. 

In addition, we estimate that any 

necessary follow-on actions would take 

about 16 work-hours per engine for a 

cost of $1,360 per engine. We have 

received no definitive data that would 

enable us to provide material cost 

estimates for the on-condition actions 

specified in this AD. We have no way 

of determining the number of products 

that might need these actions. 

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. 


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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 the NPRM (77 FR 26998, May 

8, 2012), the regulatory evaluation, any 

comments received, and other 

information. The street address for the 

Docket Operations office (telephone 

(800) 647–5527) is in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after receipt. 

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: 

2012–22–12 Airbus: Amendment 39–17248. 

Docket No. FAA–2012–0428; Directorate 

Identifier 2011–NM–078–AD. 

(a) Effective Date 

This airworthiness directive (AD) becomes 

effective December 14, 2012. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Airbus Model A330– 

243, –243F, –341, –342, and –343 airplanes, 

certificated in any category, all serial 

numbers. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 71, Powerplant. 

(e) Reason 

This AD was prompted by reports of 

cracking of air intake cowls on Rolls-Royce 

Trent engines, worn and detached 

attachment links, and fractured thermal antiice (TAI) piccolo tubes. We are issuing this 

AD to prevent degraded structural integrity of 

the engine nose cowl in case of forward 

bulkhead damage in conjunction with a 

broken piccolo tube, and damage to the 

engine due to operation in icing conditions 

with reduced TAI performance. 

(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) Piccolo Tube Inspection 

At the applicable time specified in 

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

boroscope inspection of each air intake cowl 

assembly of each engine to detect cracked or 

fractured piccolo tubes, in accordance with 

the Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A330–71–3025, 

excluding Appendices 01 and 02, dated 

January 10, 2011. If any cracked or fractured 

piccolo tube is found: Before further flight, 

replace the affected engine air intake cowl 

with a new or serviceable engine air intake 

cowl, in accordance with the 

Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A330–71–3025, 

excluding Appendices 01 and 02, dated 

January 10, 2011. 

(1) For any engine air intake cowl that has 

accumulated fewer than 5,000 flight cycles 

since its first installation on an airplane as 

of the effective date of this AD: Inspect 

within 24 months after the engine air intake 

cowl has accumulated 5,000 total flight 

cycles. 

(2) For any engine air intake cowl that has 

accumulated 5,000 or more flight cycles since 

its first installation on an airplane as of the 

effective date of this AD: Inspect within 24 

months after the effective date of this AD. 

(h) Piccolo Link Inspection 

If the inspection findings of paragraph (g) 

of this AD indicate no cracked or fractured 

piccolo tube: Before further flight, do a 

boroscope inspection of the piccolo tube 

links to detect broken links, in accordance 

with the Accomplishment Instructions of 

Airbus Mandatory Service Bulletin A330–71– 

3025, excluding Appendices 01 and 02, dated 

January 10, 2011. If no broken links are 

found: Before further flight, do the actions 

required by paragraph (i) of this AD. 

(1) If four or more broken piccolo tube 

links are found: Before further flight, replace 

the affected engine air intake cowl with a 

new or serviceable engine air intake cowl, in 

accordance with the Accomplishment 

Instructions of Airbus Mandatory Service 

Bulletin A330–71–3025, excluding 

Appendices 01 and 02, dated January 10, 

2011. 

(2) If three or fewer broken piccolo tube 

links are found, and the opposite engine air 

intake cowl of the same airplane has 

accumulated 5,000 flight cycles or less since 

the engine air intake cowl was first installed 

on an airplane: Before further flight, do the 

actions in Figure A–FBBAA-Sheet 03, Flow 

Chart, of Airbus Mandatory Service Bulletin 

A330–71–3025, excluding Appendices 01 

and 02, dated January 10, 2011, as required 

by paragraph (i) of this AD. 

(3) If three or fewer broken piccolo tube 

links are found, and the opposite engine air 

intake cowl of the same airplane has 

accumulated more than 5,000 flight cycles 

since the engine air intake cowl was first 

installed on an airplane: Before further flight, 

do a boroscope inspection of the piccolo tube 

links of the opposite engine air intake cowl 

side to detect broken links, in accordance 

with the Accomplishment Instructions of 

Airbus Mandatory Service Bulletin A330–71– 

3025, excluding Appendices 01 and 02, dated 

January 10, 2011. 

(i) If the inspection findings of the piccolo 

tube links of the opposite engine air intake 

cowl side indicate no broken piccolo tube 

links: Before further flight, do the actions 

required by paragraph (i) of this AD. 

(ii) If the inspection findings of the piccolo 

tube links of the opposite engine air intake 

cowl side indicate one or more broken 

piccolo tube links: Before further flight, do 

the actions specified in Note 01 of Figure A– 

FBBAA-Sheet 02, Flow Chart, of Airbus 

Mandatory Service Bulletin A330–71–3025, 

excluding Appendices 01 and 02, dated 

January 10, 2011, at the time specified in 

Note 01 of Figure A–FBBAA-Sheet 02, Flow 

Chart, of Airbus Mandatory Service Bulletin 

A330–71–3025, excluding Appendices 01 

and 02, dated January 10, 2011, except for the 

instructions to ‘‘See Sheet 03.’’ Where Note 

01 of Figure A–FBBAA-Sheet 02, Flow Chart, 

of Airbus Mandatory Service Bulletin A330– 

71–3025, excluding Appendices 01 and 02, 

dated January 10, 2011, specifies to ‘‘See 

Sheet 03’’ to do a detailed inspection of the 

OBA and bulkhead, as specified in RollsRoyce Service Bulletin RB.211–71–AG416, 

excluding Appendix 1, dated September 3, 

2010: This AD requires the detailed 

inspection specified in Figure A–FBBAASheet 03, Flow Chart, of Airbus Mandatory 

Service Bulletin A330–71–3025, excluding 

Appendices 01 and 02, dated January 10, 

2011, to be done in accordance with 

paragraph (i) of this AD. 

(i) Repetitive Outer Boundary Angle and 

Forward Bulkhead Inspection 

If the results of the inspection required by 

paragraph (h) of this AD indicate no broken 

piccolo tube links, or if the requirements in 

paragraph (h)(2) or (h)(3)(ii) of this AD 

specify to do the actions in Figure A– 

FBBAA-Sheet 03, Flow Chart, of Airbus 

Mandatory Service Bulletin A330–71–3025, 

excluding Appendices 01 and 02, dated 

January 10, 2011: Before further flight, do a 

boroscope inspection of the OBA and 

forward bulkhead to detect cracks or 

fractures, in accordance with the 

Accomplishment Instructions of Airbus 


wreier-aviles on DSK5TPTVN1PROD with 
Federal Register / Vol. 77, No. 218 / Friday, November 9, 2012 / Rules and Regulations 67267 

Mandatory Service Bulletin A330–71–3025, 

excluding Appendices 01 and 02, dated 

January 10, 2011; and the Accomplishment 

Instructions of Rolls-Royce Service Bulletin 

RB.211–71–AG416, excluding Appendix 1, 

dated September 3, 2010. 

(1) If the findings of the inspection are 

within the allowable damage limits, as 

specified in the Accomplishment 

Instructions of Rolls-Royce Service Bulletin 

RB.211–71–AG416, excluding Appendix 1, 

dated September 3, 2010: Do the actions in 

paragraphs (i)(1)(i) and (i)(1)(ii) of this AD. 

(i) Repeat the inspection of the OBA and 

forward bulkhead thereafter at the repeat 

interval specified in Part 3.B. of the 

Accomplishment Instructions of Rolls-Royce 

Service Bulletin RB.211–71–AG416, 

excluding Appendix 1, dated September 3, 

2010. 

(ii) Repeat the inspections specified in 

paragraphs (g) and (h) of this AD thereafter 

at intervals not to exceed 2,500 flight cycles. 

(2) If the findings of the inspection are not 

within the allowable damage limits, as 

specified in the Accomplishment 

Instructions of Rolls-Royce Service Bulletin 

RB.211–71–AG416, excluding Appendix 1, 

dated September 3, 2010: Do the actions in 

paragraphs (i)(2)(i) or (i)(2)(ii) of this AD, as 

applicable. 

(i) If any OBA crack is 22 inches or greater, 

or any forward bulkhead crack is 13 inches 

or greater: Before further flight, replace the 

affected engine air intake cowl with a new or 

serviceable engine air intake cowl, in 

accordance with the Accomplishment 

Instructions of Airbus Mandatory Service 

Bulletin A330–71–3025, excluding 

Appendices 01 and 02, dated January 10, 

2011. 

(ii) If any OBA crack is 15 inches or 

greater, but less than 22 inches, or any 

forward bulkhead crack is 9 inches or greater, 

but less than 13 inches: Within 100 flight 

cycles, replace the affected engine air intake 

cowl with a new or serviceable engine air 

intake cowl, in accordance with the 

Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A330–71–3025, 

excluding Appendices 01 and 02, dated 

January 10, 2011. 

(j) Repetitive Inspections for Replaced 

Engine Air Intake Cowls 

If any engine air intake cowl is replaced in 

accordance with the requirements of this AD 

with an engine air intake cowl that has less 

than 5,000 flight cycles since the engine air 

intake cowl was first installed on an airplane: 

Repeat the inspection required by paragraph 

(g) of this AD thereafter at the compliance 

time specified in paragraph (g)(1) of this AD. 

(1) If any engine air intake cowl is replaced 

in accordance with the requirements of this 

AD with an engine air intake cowl with 5,000 

flight cycles or more since the engine air 

intake cowl was first installed on an airplane: 

Repeat the inspections required by 

paragraphs (g) and (h) of this AD thereafter 

at intervals not to exceed 2,500 flight cycles. 

(2) If any engine air intake cowl is replaced 

in accordance with the requirements of this 

AD with an engine air intake cowl with 5,000 

flight cycles or more since the engine air 

intake cowl was first installed on an airplane: 

Repeat the inspections required by paragraph 

(i) of this AD thereafter at the intervals 

specified in the Accomplishment 

Instructions of Rolls-Royce Service Bulletin 

RB.211–71–AG416, excluding Appendix 1, 

dated September 3, 2010. 

(k) 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: 

Vladimir Ulyanov, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

telephone (425) 227–1138; fax (425) 227– 

1149. 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. 

(l) Related Information 

Refer to MCAI European Aviation Safety 

Agency Airworthiness Directive 2011–0062, 

dated April 4, 2011, and the service 

information specified in paragraphs (l)(1) and 

(l)(2) of this AD, for related information. 

(1) Airbus Mandatory Service Bulletin 

A330–71–3025, excluding Appendices 01 

and 02, dated January 10, 2011. 

(2) Rolls-Royce Service Bulletin RB.211– 

71–AG416, excluding Appendix 1, dated 

September 3, 2010. 

(m) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Airbus Mandatory Service Bulletin 

A330–71–3025, excluding Appendices 01 

and 02, dated January 10, 2011. 

(ii) Rolls-Royce Service Bulletin RB.211– 

71–AG416, excluding Appendix 1, dated 

September 3, 2010. 

(3) For Airbus service information 

identified in this AD, contact Airbus SAS— 

Airworthiness Office—EAL, 1 Rond Point 

Maurice Bellonte, 31707 Blagnac Cedex, 

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

5 61 93 45 80; email airworthiness.A330- 

A340@airbus.com; Internet http:// 

www.airbus.com. 

(4) For Rolls-Royce service information 

identified in this AD, contact Rolls-Royce 

Plc, Technical Publications, P.O. Box 31, 

Derby, DE24 8BJ, United Kingdom; telephone 

44 (0) 1332 245882; fax 44 (0) 1332 249936; 

Internet http://www.Rolls-Royce.com. 

(5) 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. 

(6) 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 October 

26, 2012. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–26892 Filed 11–8–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0679; Directorate 

Identifier 2012–NM–063–AD; Amendment 

39–17246; AD 2012–22–10] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Bombardier, Inc. Model CL–600–2C10 

(Regional Jet Series 700, 701, & 702) 

airplanes, Model CL–600–2D15 

(Regional Jet Series 705) airplanes, 

Model CL–600–2D24 (Regional Jet 

Series 900) airplanes, and Model CL– 

600–2E25 (Regional Jet Series 1000) 

airplanes. This AD was prompted by a 

report that certain wing-to-fuselage 

attachment nuts do not conform to the 

certification design requirements for 

dual locking features. This AD requires 

repetitive inspections to determine that 

cotter pins are installed at affected 

wing-to-fuselage attachment joints and 

replacement if necessary. We are issuing 

this AD to prevent loss of wing-tofuselage attachment joints, which could 

result in the loss of the wing. 


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