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Federal Register / Vol. 86, No. 34 / Tuesday, February 23, 2021 / Rules and Regulations
documents, or unnecessarily restrictive to operators. DAL further asserted that, if the final rule is published using EASA
AD 20200100, it will have to request several alternative methods of compliance AMOCs in order to comply with the proposed requirements. In addition, DAL
provided a detailed discussion of the changes identified in EASA AD 2020
100R1 and how those changes would favorably impact operators, pointing out that certain inspection and repair requirements necessary to complete the actions specified in the proposed AD are clarified.
The FAA agrees with the requests for the reasons provided. The FAA has determined that the changes in EASA
AD 2020100R1 are relieving in nature removing the requirement for a onetime detailed inspection DET of each affected part and that this final rule should reference the revised EASA AD.
Therefore, the FAA has revised this AD
to refer to EASA AD 2020100R1, dated November 4, 2020. The FAA has also revised the SUMMARY and Related Service Information under 1 CFR part 51
and Costs of Compliance sections of this AD to remove reference to the one-time detailed inspection that is no longer required by this AD.
Request To Use Flight Days Instead of Calendar Days DAL requested that the proposed AD
be revised to use flight days instead of calendar days to ensure that the requirements can be easily accomplished within a C-Check schedule. DAL noted that the inspection and rework of the ceiling, partition, and sidewall linings in the forward, aft and bulk cargo compartments is a laborintensive activity that will be difficult to accomplish in any check shorter than a C-check without jeopardizing the return to service dates for affected aircraft.
Further, DAL noted that the required rework might then require special visits in order to be fully accomplished. DAL
stated that due to the current global
circumstances with the pandemic, some operators have grounded airplanes and reduced workforces to help account for decreased flying demand, so accommodating a special visit will be more difficult than during normal operations. DAL noted that, for operators that are affected by global circumstances, the flammability risk of the discrepant repair should not be present when the airplane is parked with no power and cargo, and that additional time for compliance should be granted with an equivalent level of safety present.
The FAA disagrees with the request.
Using flight days versus calendar days would be difficult for operators to track AD compliance. AD compliance requirements are calculated independently of scheduled maintenance periods. Also, showing compliance with the AD does not require the airplane to be on a C-check schedule. The FAA has determined that a compliance time of 23 months from the effective date of the AD represents an adequate amount of time to accomplish the actions required. If an operator is unable to accomplish the actions for whatever reason or has the airplane in storage, it may request approval of an AMOC under the provisions of paragraph i1 of this AD.
We have not changed this AD in this regard.
Request To Add Exceptions To Address Errors in Required for Compliance RC
Procedures DAL requested that the FAA add two exceptions to paragraph h of the proposed AD to address errors in RC
procedures specified in the service information referenced in EASA AD
2020100R1. DAL pointed out that Aircraft Maintenance Manual AMM
Task A330A25XX374302001
690AC specified in Airbus Service Bulletin A330253743, dated September 23, 2019, includes a typographical error in a measurement.
Additionally, DAL pointed out that
AMM Task A330A25XX3743
01001520AA specified in Airbus Service Bulletin A330253743, dated September 23, 2019, also specifies an incorrect AMM task reference for removing cargo liners in the forward cargo compartment. DAL suggested wording for the requested exceptions.
The FAA has confirmed the typographical errors and agrees with the request for the reasons provided. The FAA has revised paragraph h of this AD accordingly.
Conclusion The FAA reviewed the relevant data, considered the comments received, and determined that air safety and the public interest require adopting this final rule with the changes described previously and minor editorial changes.
The FAA has determined that these minor changes:
Are consistent with the intent that was proposed in the NPRM for addressing the unsafe condition; and Do not add any additional burden upon the public than was already proposed in the NPRM.
The FAA also determined that these changes will not increase the economic burden on any operator or increase the scope of this final rule.
Related Service Information Under 1
CFR Part 51
EASA AD 2020100R1, dated November 4, 2020, describes procedures for repair of each affected part, or replacement with a serviceable part.
This material is reasonably available because the interested parties have access to it through their normal course of business or by the means identified in the ADDRESSES section.
Costs of Compliance The FAA estimates that this AD
affects 127 airplanes of U.S. registry.
The FAA estimates the following costs to comply with this AD:

ESTIMATED COSTS FOR REQUIRED ACTIONS
Action
Labor cost
Repair

2 work-hours $85 per hour = $170

Cost per product
Parts cost $

$170

Cost on U.S.
operators $21,590

The FAA has received no definitive data that would enable the FAA to provide cost estimates for the parts required for the repairs specified in this AD.

The FAA has received no definitive data that would enable the FAA to provide cost estimates for the replacements specified in this AD.

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Authority for This Rulemaking Title 49 of the United States Code specifies the FAAs authority to issue rules on aviation safety. Subtitle I, section 106, describes the authority of
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the FAA Administrator. Subtitle VII:
Aviation Programs, describes in more detail the scope of the Agencys authority.

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