Federal Register / Vol. 66, No. 112 / Monday, June 11, 2001 / Rules and Regulations 31143

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To prevent excessive freeplay in the tab

control mechanism, which could result in

elevator tab flutter, and consequent loss of

controllability of the airplane, accomplish

the following:

Inspection and Corrective Actions

(a) Within 10 days after the effective date

of this AD, inspect the small jam nut on the

elevator tab control rods to detect inspection

putty and to determine its condition, per

paragraph III.B. of the Accomplishment

Instructions of Boeing Alert Service Bulletin

737–27A1245, dated April 23, 2001.

(1) If inspection putty is found and it is

intact, no further action is required by

paragraph (a) of this AD.

(2) If inspection putty is missing or

detached, prior to further flight, perform a

torque check of the small and large jam nuts

on the tab control rod, in accordance with

paragraph III.B. of the alert service bulletin.

Prior to further flight, perform corrective

actions (including performing a detailed

visual inspection of the threads on the rod

end bearing for wear, measuring the diameter

of the threads on the rod end bearing,

replacing the rod end bearing and the

threaded adjustment bushing, torquing the

jam nuts, and applying inspection putty), as

applicable, per paragraph III.B. of the alert

service bulletin. If the tab control rod is

disassembled and if no wear is found during

accomplishment of the detailed visual

inspection specified in this paragraph,

measuring the diameter of the threads on the

rod end bearing may be deferred until 250

flight cycles or 30 days after the effective date

of this AD, whichever occurs first.

Note 2: For the purposes of this AD, a

detailed visual inspection is defined as: ‘‘An

intensive visual examination of a specific

structural area, system, installation, or

assembly to detect damage, failure, or

irregularity. Available lighting is normally

supplemented with a direct source of good

lighting at intensity deemed appropriate by

the inspector. Inspection aids such as mirror,

magnifying lenses, etc., may be used. Surface

cleaning and elaborate access procedures

may be required.’’

(b) For any control rod jam nut on which

the putty was found and was intact, as

specified in paragraph (a)(1) of this AD:

Within 250 flight cycles or 30 days after the

effective date of this AD, whichever occurs

first, perform a one-time inspection for

torque of the small and large jam nuts on the

tab control rods, per paragraph III.C. of the

Accomplishment Instructions of Boeing Alert

Service Bulletin 737–27A1245, dated April

23, 2001. Prior to further flight, perform

corrective actions (including performing a

detailed visual inspection of the threads on

the rod end bearing for wear, measuring the

diameter of the threads on the rod end

bearing, replacing the rod end bearing and

the threaded adjustment bushing, torquing

the jam nuts, and applying inspection putty),

as applicable, per paragraph III.C. of the alert

service bulletin.

Reporting Requirement

(c) Within 15 days after accomplishing the

inspections required by paragraphs (a) and

(b) of this AD, submit a report of inspection

findings, positive or negative, to Boeing per

paragraph I.C. of the Planning Information of

Boeing Alert Service Bulletin 737–27A1245,

dated April 23, 2001. Information collection

requirements contained in this regulation

have been approved by the Office of

Management and Budget (OMB) under the

provisions of the Paperwork Reduction Act of

1980 (44 U.S.C. 3501 et seq.) and have been

assigned OMB Control Number 2120–0056.

Alternative Methods of Compliance

(d) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager, Seattle

Aircraft Certification Office (ACO), FAA.

Operators shall submit their requests through

an appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, Seattle ACO.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Seattle ACO.

Incorporation by Reference

(e) The actions shall be done in accordance

with Boeing Alert Service Bulletin 737–

27A1245, dated April 23, 2001. This

incorporation by reference was approved by

the Director of the Federal Register in

accordance with 5 U.S.C. 552(a) and 1 CFR

part 51. Copies may be obtained from Boeing

Commercial Airplane Group, P.O. Box 3707,

Seattle, Washington 98124–2207. Copies may

be inspected at the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW., Renton,

Washington; or at the Office of the Federal

Register, 800 North Capitol Street, NW., suite

700, Washington, DC.

Effective Date

(f) This amendment becomes effective on

June 18, 2001, to all persons except those

persons to whom it was made immediately

effective by emergency AD 2001–09–51,

issued on April 24, 2001, which contained

the requirements of this amendment.

Issued in Renton, Washington, on May 25,

2001.

Vi L. Lipski,

Manager, Transport Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 01–13997 Filed 6–8–01; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001–NM–135–AD; Amendment

39–12252; AD 2001–11–09]

RIN 2120–AA64

Airworthiness Directives; Airbus Model

A330 and A340 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to certain Airbus Model

A330 and A340 series airplanes. This

action requires repetitive inspections to

detect discrepancies of the transfer

tubes and the collar of the ball nut of the

trimmable horizontal stabilizer actuator

(THSA); and corrective action, if

necessary. This action is necessary to

prevent degraded operation of the THSA

due to the entrance of water into the ball

nut. Degraded operation could lead to

reduced controllability of the airplane.

This action is intended to address the

identified unsafe condition.

DATES: Effective June 26, 2001.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of June 26,

2001.

Comments for inclusion in the Rules

Docket must be received on or before

July 11, 2001.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 2001–NM–

135–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9:00 a.m. and 3:00

p.m., Monday through Friday, except

Federal holidays. Comments may be

submitted via fax to (425) 227–1232.

Comments may also be sent via the

Internet using the following address: 9-

anm-iarcomment@faa.gov. Comments

sent via fax or the Internet must contain

‘‘Docket No. 2001–NM–135–AD’’ in the

subject line and need not be submitted

in triplicate. Comments sent via the

Internet as attached electronic files must

be formatted in Microsoft Word 97 for

Windows or ASCII text.

The service information referenced in

this AD may be obtained from Airbus

Industrie, 1 Rond Point Maurice

Bellonte, 31707 Blagnac Cedex, France.

31144 Federal Register / Vol. 66, No. 112 / Monday, June 11, 2001 / Rules and Regulations

This information may be examined at

the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW.,

Renton, Washington; or at the Office of

the Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: Dan

Rodina, Aerospace Engineer,

International Branch, ANM–116, FAA,

Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2125;

fax (425) 227–1149.

SUPPLEMENTARY INFORMATION: The

Direction Ge ́ne ́rale de l’Aviation Civile

(DGAC), which is the airworthiness

authority for France, recently notified

the FAA that an unsafe condition may

exist on certain Airbus Model A330 and

A340 series airplanes. The DGAC

advises that four cases of transfer tube

disconnection from the ball nut of the

trimmable horizontal stabilizer actuator

(THSA) have been detected during

greasing of in-service Model A330 and

A340 series airplanes. The cause was

found to be water entering the ball nut

of the THSA, resulting in jamming of

the ball transfer path when the water

froze. There are three independent

circuits of balls. The loss of one or two

circuits does not impact the THSA

operation, as it continues to operate on

the remaining circuits. If three circuits

are lost, then the THSA operates on the

fail-safe nut. Due to the high friction

between the fail-safe nut and the screw,

THSA operation will be inefficient and

it will lock after a few movements. This

degraded operation is not detectable by

the flight crew as long as the THSA is

not locked and could damage the screw

and the fail-safe nut. Jamming of the ball

transfer paths, if not corrected, could

result in degraded operation of the

THSA and consequent reduced

controllability of the airplane.

Explanation of Relevant Service

Information

Airbus has issued All Operator

Telexes (AOT) A330–27A3088 and

A340–27A4093, both dated April 5,

2001, which describe procedures for

repetitive detailed visual inspections of

the ball nut in the area of the transfer

tubes for, among other things, evidence

of ball migration from the ball nut;

distortion of the collar or transfer tubes;

or disconnection of the transfer tubes

from the ball nut; and replacement of

the THSA, if necessary. The DGAC

classified these AOTs as mandatory and

issued French airworthiness directives

2001–141(B) and 2001–140(B), both

dated April 18, 2001, in order to assure

the continued airworthiness of these

airplanes in finance.

FAA’s Conclusions

These airplane models are

manufactured in and are type

certificated for operation in the United

States under the provisions of § 21.29 of

the Federal Aviation Regulations (14

CFR 21.29) and the applicable bilateral

airworthiness agreement. Pursuant to

this bilateral airworthiness agreement,

the DGAC has kept the FAA informed

of the situation described above. The

FAA has examined the findings of the

DGAC, reviewed all available

information, and determined that AD

action is necessary for products of this

type design that are certificated for

operation in the United States.

Explanation of Requirements of Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other airplanes of the same

type design registered in the United

States, this AD is being issued to

prevent degraded operation of the THSA

due to the entrance of water into the ball

nut, and consequent reduced

controllability of the airplane. This AD

requires accomplishment of the actions

specified in the applicable AOT

described previously. This AD also

requires that operators report results of

inspection findings to Airbus.

Interim Action

This is considered to be interim

action until final action is identified, at

which time the FAA may consider

further rulemaking.

Determination of Rule’s Effective Date

Since a situation exists that requires

the immediate adoption of this

regulation, it is found that notice and

opportunity for prior public comment

hereon are impracticable, and that good

cause exists for making this amendment

effective in less than 30 days.

Comments Invited

Although this action is in the form of

a final rule that involves requirements

affecting flight safety and, thus, was not

preceded by notice and an opportunity

for public comment, comments are

invited on this rule. Interested persons

are invited to comment on this rule by

submitting such written data, views, or

arguments as they may desire.

Communications shall identify the

Rules Docket number and be submitted

in triplicate to the address specified

under the caption ADDRESSES. All

communications received on or before

the closing date for comments will be

considered, and this rule may be

amended in light of the comments

received. Factual information that

supports the commenter’s ideas and

suggestions is extremely helpful in

evaluating the effectiveness of the AD

action and determining whether

additional rulemaking action would be

needed.

Submit comments using the following

format:

• Organize comments issue-by-issue.

For example, discuss a request to

change the compliance time and a

request to change the service bulletin

reference as two separate issues.

• For each issue, state what specific

change to the AD is being requested.

• Include justification (e.g., reasons or

data) for each request.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report that

summarizes each FAA-public contact

concerned with the substance of this AD

will be filed in the Rules Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this rule must

submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 2001–NM–135–AD.’’

The postcard will be date stamped and

returned to the commenter.

Regulatory Impact

The regulations adopted herein 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. Therefore, it is

determined that this final rule does not

have federalism implications under

Executive Order 13132.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,

and that it is not a ‘‘significant

regulatory action’’ under Executive

Order 12866. It has been determined

further that this action involves an

emergency regulation under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979). If it is

determined that this emergency

regulation otherwise would be

significant under DOT Regulatory

Policies and Procedures, a final

regulatory evaluation will be prepared

and placed in the Rules Docket. A copy

of it, if filed, may be obtained from the

Rules Docket at the location provided

under the caption ADDRESSES.

Federal Register / Vol. 66, No. 112 / Monday, June 11, 2001 / Rules and Regulations 31145

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Incorporation by reference,

Safety.

Adoption of the Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration amends part 39 of the

Federal Aviation Regulations (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. Section 39.13 is amended by

adding the following new airworthiness

directive:

2001–11–09 Airbus Industrie: Amendment

39–12252. Docket 2001–NM–135–AD.

Applicability: Model A330 and A340 series

airplanes, certificated in any category,

equipped with a trimmable horizontal

stabilizer actuator (THSA) part number

47172, and on which Airbus Modification

45299 has been performed.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

otherwise modified, altered, or repaired in

the area subject to the requirements of this

AD. For airplanes that have been modified,

altered, or repaired so that the performance

of the requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance in

accordance with paragraph (d) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To prevent degraded operation of the

THSA due to the entrance of water into the

ball nut, and consequent reduced

controllability of the airplane, accomplish

the following:

Repetitive Inspections

(a) Within 150 flight hours from the

effective date of this AD, perform a detailed

visual inspection to detect discrepancies in

the THSA (including distortion of the

transfer tubes, disconnection of the tubes,

and distortion of the collar of the ball nut),

in accordance with All Operators Telex

(AOT) A330–27A3088 (for Model A330 series

airplanes) or A340–27A4093 (for Model A340

series airplanes), both dated April 5, 2001, as

applicable. If any discrepancy, as defined in

paragraph 4–2–2/Rejection Criteria of the

applicable AOT, is detected, prior to further

flight, replace the THSA with a serviceable

one, per the applicable AOT.

Note 2: For the purposes of this AD, a

detailed visual inspection is defined as: ‘‘An

intensive visual examination of a specific

structural area, system, installation, or

assembly to detect damage, failure, or

irregularity. Available lighting is normally

supplemented with a direct source of good

lighting at intensity deemed appropriate by

the inspector. Inspection aids such as mirror,

magnifying lenses, etc., may be used. Surface

cleaning and elaborate access procedures

may be required.’’

(b) At intervals not to exceed 150 flight

hours, repeat the inspection mandated in

paragraph (a) of this AD.

Report of Inspection Findings

(c) Submit a report of inspection findings

(both positive and negative) to Airbus; at the

applicable time specified in paragraph (c)(1)

or (c)(2) of this AD. The report must include

the inspection results, a description of any

discrepancies found, the airplane serial

number, and the number of landings and

flight hours on the airplane. Information

collection requirements contained in this

regulation have been approved by the Office

of Management and Budget (OMB) under the

provisions of the Paperwork Reduction Act of

1980 (44 U.S.C. 3501 et seq.) and have been

assigned OMB Control Number 2120–0056.

(1) For airplanes on which the inspection

is accomplished after the effective date of

this AD: Submit the report within 10 days

after performing the inspection required by

paragraph (a) or (b) of this AD.

(2) For airplanes on which the inspection

has been accomplished prior to the effective

date of this AD: Submit the report within 10

days after the effective date of this AD.

Alternative Methods of Compliance

(d) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager,

International Branch, ANM–116, Transport

Airplane Directorate, FAA. Operators shall

submit their requests through an appropriate

FAA Principal Maintenance Inspector, who

may add comments and then send it to the

Manager, International Branch, ANM–116.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the International Branch,

ANM–116.

Special Flight Permits

(e) Special flight permits may be issued in

accordance with §§ 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 requirements of this AD

can be accomplished.

Incorporation by Reference

(f) The inspections and replacement shall

be done in accordance with Airbus All

Operators Telex A330–27A3088, dated April

5, 2001; or Airbus All Operators Telex A340–

27A4093, dated April 5, 2001; as applicable.

This incorporation by reference was

approved by the Director of the Federal

Register in accordance with 5 U.S.C. 552(a)

and 1 CFR part 51. Copies may be obtained

from Airbus Industrie, 1 Rond Point Maurice

Bellonte, 31707 Blagnac Cedex, France.

Copies may be inspected at the FAA,

Transport Airplane Directorate, 1601 Lind

Avenue, SW., Renton, Washington; or at the

Office of the Federal Register, 800 North

Capitol Street, NW., suite 700, Washington,

DC.

Note 4: The subject of this AD is addressed

in French airworthiness directives 2001–

141(B) and 2001–140(B), both dated April 18,

2001.

Effective Date

(g) This amendment becomes effective on

June 26, 2001.

Issued in Renton, Washington, on May 25,

2001.

Vi L. Lipski,

Manager, Transport Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 01–13996 Filed 6–8–01; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 61, 63, 65, 108, 121 and

135

[Docket No. FAA–2000–7497; Amendment

No. 61–107, 63–30, 65–41, 108–18, 121–280

and 135–79]

RIN 2120–AH01

Advanced Qualification Program;

Correction

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule; correction.

SUMMARY: This document contains a

correction to the final rule, published in

the Federal Register on October 10,

2000 (65 FR 60334). That final rule

established a new termination date for

Special Federal Aviation Regulation

(SFAR) No. 58 (55 FR 40275; October 2,

1990), which provided the approval of

an alternate method (known as

‘‘Advanced Qualification Program’’ or

‘‘AQP’’) for qualifying, training and

certifying, and otherwise ensuring the

competeny of crewmembers, aircraft

dispatchers, other operations personnel,

instructors, and evaluators who are

required to be trained or qualified under

14 CFR parts 121 and 135.

FOR FURTHER INFORMATION CONTACT:

Thomas M. Longridge, (703) 661–0260.

Correction of Publication

In the final rule FR Doc. 00–25951,

beginning on page 60334 in the Federal

Register issue of October 10, 2000, make

the following corrections:

1. On page 60334, in column 1, in the

heading section, beginning on line 7,