
[Federal Register Volume 77, Number 218 (Friday, November 9, 2012)]
[Rules and Regulations]
[Pages 67263-67267]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2012-26892]


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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.

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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

[[Page 67264]]

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.

[[Page 67265]]

    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 Rolls-Royce 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 work-hours 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.

[[Page 67266]]

    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

0
1. The authority citation for part 39 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701.


Sec.  39.13  [Amended]


0
2. The FAA amends Sec.  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 anti-ice (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 Rolls-Royce 
Service Bulletin RB.211-71-AG416, excluding Appendix 1, dated 
September 3, 2010: This AD requires the detailed inspection 
specified 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, 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

[[Page 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/ibr-locations.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


