72088 Federal Register / Vol. 70, No. 230 / Thursday, December 1, 2005 / Proposed Rules 

A320–211, –212, –214, –231, –232, and –233 

airplanes; and Model A321–111, –112, and 

–131 airplanes. 

Unsafe Condition 

(d) This AD results from reports of wear 

damage to the inboard flap trunnions after 

incorporation of the terminating 

modification. We are issuing this AD to 

detect and correct wear of the inboard flap 

trunnions, which could lead to loss of flap 

surface control and consequently result in 

the flap detaching from the airplane. A 

detached flap could result in damage to the 

tail of the airplane. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Restatement of Certain Requirements of AD 

2000–24–02 

Modification 

(f) For Model A319–111, –112, –113, –114, 

–115, –131, –132, and –133 airplanes; Model 

A320–111 airplanes; Model A320–211, –212, 

–214, –231, –232, and –233 airplanes; and 

Model A321–111, –112, and –131 airplanes; 

except those on which Airbus Modification 

26495 has been accomplished in production: 

Within 18 months after January 8, 2001 (the 

effective date of AD 2000–24–02), modify the 

sliding panel driving mechanism of the flap 

drive trunnions, in accordance with Airbus 

Service Bulletin A320–27–1117, Revision 02, 

dated January 18, 2000. 

Note 1: Accomplishment of the 

modification required by paragraph (f) of this 

AD before January 8, 2001, in accordance 

with Airbus Service Bulletin A320–27–1117, 

dated July 31, 1997; or Revision 01, dated 

June 25, 1999, is acceptable for compliance 

with that paragraph. 

Requirements of this AD 

Detailed Inspections 

(g) For all airplanes: At the latest of the 

applicable compliance times specified in 

paragraphs (g)(1), (g)(2), and (g)(3) of this AD, 

do a detailed inspection of the inboard flap 

trunnions for any wear marks and of the 

sliding panels for any cracking at the long 

edges, and do any corrective actions as 

applicable, by accomplishing all of the 

applicable actions specified in the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–57–1133, dated July 

28, 2005; except as provided by paragraph (h) 

of this AD. Any corrective actions must be 

done at the compliance times specified in 

Figures 5 and 6, as applicable, of the service 

bulletin; except as provided by paragraph (i) 

of this AD. Repeat the detailed inspections 

thereafter at intervals not to exceed 4,000 

flight hours. 

Note 2: For the purposes of this AD, a 

detailed inspection is: ‘‘An intensive 

examination of a specific item, installation, 

or assembly to detect damage, failure, or 

irregularity. Available lighting is normally 

supplemented with a direct source of good 

lighting at an intensity deemed appropriate. 

Inspection aids such as mirror, magnifying 

lenses, etc., may be necessary. Surface 

cleaning and elaborate procedures may be 

required.’’

(1) Before accumulating 4,000 total flight 

hours on the inboard flap trunnion since 

new. 

(2) Within 4,000 flight hours after 

accomplishing paragraph (f) of this AD. 

(3) Within 600 flight hours after the 

effective date of this AD. 

No Reporting Requirement 

(h) Although Airbus Service Bulletin 

A320–57–1133, dated July 28, 2005, specifies 

to submit certain information to the 

manufacturer, this AD does not include that 

requirement. 

Compliance Times 

(i) Where Airbus Service Bulletin A320–

57–1133, dated July 28, 2005, specifies 

replacing the sliding panel at the next 

opportunity, replace it within 600 flight 

hours after the inspection required by 

paragraph (g) of this AD. If the trunnion is 

found damaged during any inspection 

required by paragraph (g) of this AD, do the 

corrective actions specified in the service 

bulletin before further flight. Where the 

service bulletin specifies contacting the 

manufacturer for a grace period assessment 

after replacing the trunnion or flap, contact 

the FAA or Direction Ge ́ne ́rale de l′Aviation 

Civile (DGAC) for the grace period 

assessment. 

Alternative Methods of Compliance (AMOCs) 

(j)(1) The Manager, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, has the authority to approve AMOCs 

for this AD, if requested in accordance with 

the procedures found in 14 CFR 39.19. 

(2) Before using any AMOC approved in 

accordance with 14 CFR 39.19 on any 

airplane to which the AMOC applies, notify 

the appropriate principal inspector in the 

FAA Flight Standards Certificate Holding 

District Office. 

Related Information 

(k) French airworthiness directive F–2005–

139, dated August 3, 2005, also addresses the 

subject of this AD. 

Issued in Renton, Washington, on 

November 18, 2005. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 05–23514 Filed 11–30–05; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2005–23142; Directorate 

Identifier 2005–NM–154–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A319–131, –132, and –133; A320–232 

and –233; and A321–131 and –231 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to adopt a 

new airworthiness directive (AD) for 

certain Airbus Model A319–131, –132, 

and –133; A320–232 and –233; and 

A321–131 and –231 airplanes. This 

proposed AD would require inspecting 

for cracks or failure of the primary load 

path components of the engine forward 

mount, and corrective action if 

necessary. This proposed AD also 

would require removing, re-installing, 

and re-torquing the attachment bolts for 

the secondary load path. This proposed 

AD results from a report that, during 

modification of certain engine forward 

mount assemblies of the left and right 

engines done at an engine shop visit, an 

incorrect torque was applied to the 

attachment bolts. We are proposing this 

AD to prevent structural failure of the 

secondary load path of the forward 

engine mount, which, if combined with 

failure of the primary load path, could 

result in separation of the engine from 

the airplane. 

DATES: We must receive comments on 

this proposed AD by January 3, 2006. 

ADDRESSES: Use one of the following 

addresses to submit comments on this 

proposed AD. 

• DOT Docket Web site: Go to http:// 

dms.dot.gov and follow the instructions 

for sending your comments 

electronically. 

• Government-wide rulemaking Web 

site: Go to http://www.regulations.gov 

and follow the instructions for sending 

your comments electronically. 

• Mail: Docket Management Facility, 

U.S. Department of Transportation, 400 

Seventh Street, SW., Nassif Building, 

room PL–401, Washington, DC 20590. 

• Fax: (202) 493–2251. 

• Hand Delivery: Room PL–401 on 

the plaza level of the Nassif Building, 

400 Seventh Street, SW., Washington, 

DC, between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

Federal Register / Vol. 70, No. 230 / Thursday, December 1, 2005 / Proposed Rules 72089 

Contact Airbus, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France, 

for service information identified in this 

proposed AD. 

FOR FURTHER INFORMATION CONTACT: Tim 

Dulin, Aerospace Engineer, 

International Branch, ANM–116, FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington 

98055–4056; telephone (425) 227–2141; 

fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to submit any relevant 

written data, views, or arguments 

regarding this proposed AD. Send your 

comments to an address listed in the 

ADDRESSES section. Include the docket 

number ‘‘FAA–2005–23142; Directorate 

Identifier 2005–NM–154–AD’’ at the 

beginning of your comments. We 

specifically invite comments on the 

overall regulatory, economic, 

environmental, and energy aspects of 

the proposed AD. We will consider all 

comments received by the closing date 

and may amend the proposed AD in 

light of those comments. 

We will post all comments we 

receive, without change, to http:// 

dms.dot.gov, including any personal 

information you provide. We will also 

post a report summarizing each 

substantive verbal contact with FAA 

personnel concerning this proposed AD. 

Using the search function of that Web 

site, anyone can find and read the 

comments in any of our dockets, 

including the name of the individual 

who sent the comment (or signed the 

comment on behalf of an association, 

business, labor union, etc.). You may 

review the DOT’s complete Privacy Act 

Statement in the Federal Register 

published on April 11, 2000 (65 FR 

19477–78), or you may visit http:// 

dms.dot.gov. 

Examining the Docket 

You may examine the AD docket on 

the Internet at http://dms.dot.gov, or in 

person at the Docket Management 

Facility office between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. The Docket 

Management Facility office (telephone 

(800) 647–5227) is located on the plaza 

level of the Nassif Building at the DOT 

street address stated in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after the Docket 

Management System receives them. 

Discussion 

The Direction Ge ́ne ́rale de l’Aviation 

Civile (DGAC), which is the 

airworthiness authority for France, 

notified us that an unsafe condition may 

exist on certain Airbus Model A319–

131, –132, and –133 airplanes; Model 

A320–232 and –233 airplanes; and 

Model A321–131 and –231 airplanes. 

The DGAC advises that, during 

modification of certain forward engine 

mount assemblies of the left and right 

engines done at an engine shop visit, an 

incorrect torque was applied to the 

attachment bolts. Lower torque values 

used on the bolts reduce the bolt fatigue 

life. The bolts are part of a secondary 

thrust load path that is only active upon 

failure of the primary thrust load path. 

These conditions, if not corrected, could 

result in separation of the engine from 

the airplane. 

Other Relevant Rulemaking 

On November 30, 1999, we issued AD 

99–25–10, amendment 39–11453 (64 FR 

68623, December 8, 1999), for certain 

Airbus Model A319, A320, and A321 

series airplanes. That AD requires a onetime inspection of the forward engine 

mount assembly of the left and right 

engines to verify that the part number 

on each assembly is correct; reidentification of the forward engine 

mount assembly; and follow-on actions, 

if necessary. That AD was prompted by 

issuance of mandatory continuing 

airworthiness information by a foreign 

civil airworthiness authority. We issued 

that AD to prevent structural failure of 

the secondary load path of the forward 

engine mount, which, if combined with 

failure of the primary load path, could 

result in separation of the engine from 

the airplane. When accomplishing the 

actions required by that AD during an 

engine shop visit, an incorrect torque 

was applied to the attachment bolts. 

Relevant Service Information 

Airbus has issued All Operators Telex 

(AOT) A320–71A1036, Revision 1, 

dated June 28, 2005. The AOT describes 

procedures for accomplishing a detailed 

inspection for cracks or failure of the 

primary load path components of the 

engine forward mount, and performing 

corrective action if necessary. The 

corrective action involves replacing 

defective components with new 

components. The AOT also describes 

procedures for removing, re-installing, 

and re-torquing the attachment bolts for 

the secondary load path. The AOT 

recommends reporting inspection 

results to the manufacturer. 

The DGAC mandated the service 

information and issued French 

emergency airworthiness directive UF–

2005–117, dated June 29, 2005, to 

ensure the continued airworthiness of 

these airplanes in France. 

FAA’s Determination and Requirements 

of the Proposed AD 

These airplane models are 

manufactured in France and are type 

certificated for operation in the United 

States under the provisions of section 

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. We have examined the 

DGAC’s findings, evaluated all pertinent 

information, and determined that we 

need to issue an AD for airplanes of this 

type design that are certificated for 

operation in the United States. 

Therefore, we are proposing this AD, 

which would require accomplishing the 

actions specified in the service 

information described previously, 

except as discussed under ‘‘Difference 

Among French Airworthiness Directive, 

Proposed AD, and AOT.’’

Differences Among French Emergency 

Airworthiness Directive, Proposed AD, 

and AOT 

Although the DGAC issued an 

emergency airworthiness directive to 

address the unsafe condition of 

incorrect torque applied to the 

attachment bolts, we have determined 

that issuing an immediately adopted 

rule is not necessary. We have received 

confirmation that the affected U.S. fleet 

has accomplished the inspection of the 

primary load path in accordance with 

the AOT specified in the proposed AD. 

Therefore, we have determined that 

issuing a notice of proposed rulemaking 

will ensure that the identified unsafe 

condition is properly addressed. 

Although the AOT referenced in this 

proposed AD recommends that 

inspection results be reported to the 

manufacturer, this proposed AD does 

not include that requirement. 

Costs of Compliance 

This proposed AD would affect about 

131 airplanes of U.S. registry. 

The proposed inspection would take 

about 2 work hours per airplane (1 work 

hour per engine), at an average labor 

rate of $65 per work hour. Based on 

these figures, the estimated cost of the 

proposed inspection for U.S. operators 

is $17,030, or $130 per airplane. 

The proposed removal, re-installation, 

and re-torquing would take about 8 

work hours per airplane (4 work hours 

per engine), at an average labor rate of 

$65 per work hour. Based on these 

figures, the estimated cost of the 

proposed adjustments for U.S. operators 

is $68,120, or $520 per airplane. 

72090 Federal Register / Vol. 70, No. 230 / Thursday, December 1, 2005 / Proposed Rules 

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 have determined that this 

proposed AD would not have federalism 

implications under Executive Order 

13132. This proposed AD would 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 the proposed regulation: 

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); and 

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this proposed AD and placed it in the 

AD docket. See the ADDRESSES section 

for a location to examine the regulatory 

evaluation. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 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 Federal Aviation 

Administration (FAA) amends § 39.13 

by adding the following new 

airworthiness directive (AD): 

Airbus: Docket No. FAA–2005–23142; 

Directorate Identifier 2005–NM–154–AD. 

Comments Due Date 

(a) The FAA must receive comments on 

this AD action by January 3, 2006. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Airbus Model A319–

131, –132, and –133 airplanes; Model A320–

232 and –233 airplanes; and Model A321–

131 and –231 airplanes; certificated in any 

category; as identified in Airbus All 

Operators Telex (AOT) A320–71A1036, 

Revision 1, dated June 28, 2005. 

Unsafe Condition 

(d) This AD results from a report that, 

during modification of certain engine 

forward mount assemblies of the left and 

right engines done at an engine shop visit, an 

incorrect torque was applied to the 

attachment bolts. We are issuing this AD to 

prevent structural failure of the secondary 

load path of the forward engine mount, 

which, if combined with failure of the 

primary load path, could result in separation 

of the engine from the airplane. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Note 1: For the purposes of this AD, a 

detailed inspection is: ‘‘An intensive 

examination of a specific item, installation, 

or assembly to detect damage, failure, or 

irregularity. Available lighting is normally 

supplemented with a direct source of good 

lighting at an intensity deemed appropriate. 

Inspection aids such as mirror, magnifying 

lenses, etc., may be necessary. Surface 

cleaning and elaborate procedures may be 

required.’’

Inspection and Corrective Action 

(f) Perform a detailed inspection for cracks 

or failure of the primary load path 

components of the engine forward mount by 

doing all the applicable actions in 

accordance with the procedures in AOT 

A320–71A1036, Revision 1, dated June 28, 

2005. Do any corrective action before further 

flight in accordance with the procedures in 

the AOT. Perform the actions at the time 

specified in paragraph (f)(1) or (f)(2) of this 

AD, as applicable. 

(1) For Model A321–131 and –231 

airplanes: Do the inspection within 5 days 

after the effective date of this AD. 

(2) For Model A319–131, –132, and –133 

airplanes: Do the inspection within 10 days 

after the effective date of this AD. 

(g) For all airplanes: At the applicable time 

specified in paragraph (g)(1) or (g)(2) of this 

AD, remove, re-install, and re-torque each of 

the attachment bolts of the engine forward 

mount assembly in accordance with the 

procedures in AOT A320–71A1036, Revision 

1, dated June 28, 2005. 

(1) If the inspection specified in paragraph 

(f) of this AD was accomplished after the 

effective date of this AD: Do the actions 

within 2,250 flight cycles after accomplishing 

the inspection. 

(2) If the inspection specified in paragraph 

(f) of this AD was accomplished before the 

effective date of this AD: Do the actions 

within 2,250 flight cycles after the effective 

date of this AD. 

Actions Accomplished Previously 

(h) Inspections, adjustments or repairs 

done before the effective date of this AD in 

accordance with the procedures in AOT 

A320–71A1036, dated June 27, 2005, are 

acceptable for compliance with the 

corresponding actions required by this AD. 

No Reporting Required 

(i) Although AOT A320–71A1036, 

Revision 1, dated June 28, 2005, recommends 

that inspection results be reported to the 

manufacturer, this AD does not include that 

requirement. 

Alternative Methods of Compliance 

(AMOCs) 

(j)(1) The Manager, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, has the authority to approve AMOCs 

for this AD, if requested in accordance with 

the procedures found in 14 CFR 39.19. 

(2) Before using any AMOC approved in 

accordance with § 39.19 on any airplane to 

which the AMOC applies, notify the 

appropriate principal inspector in the FAA 

Flight Standards Certificate Holding District 

Office. 

Related Information 

(k) French emergency airworthiness 

directive UF–2005–117, dated June 29, 2005, 

also addresses the subject of this AD. 

Issued in Renton, Washington, on 

November 18, 2005. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 05–23513 Filed 11–30–05; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF ENERGY 

Federal Energy Regulatory 

Commission 

18 CFR Part 284 

[Docket No. RM06–5–000] 

Amendments to Codes of Conduct for 

Unbundled Sales Service and for 

Persons Holding Blanket Marketing 

Certificates 

November 21, 2005. 

AGENCY: Federal Energy Regulatory 

Commission, DOE.