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Federal Register / Vol. 86, No. 196 / Thursday, October 14, 2021 / Rules and Regulations
Background EASA, which is the Technical Agent for the Member States of the European Union, has issued EASA AD 20200245, dated November 9, 2020 EASA AD
20200245 also referred to as the Mandatory Continuing Airworthiness Information, or the MCAI, to correct an unsafe condition for all Airbus A330
201, A330202, A330203, A330223, A330223F, A330243, A330243F, A330301, A330302, A330303, A330
321, A330322, A330323, A330341, A330342, A330343, A330743L, A330841, and A330941 airplanes.
EASA AD 20200245 supersedes EASA
AD 20190093 which corresponds to FAA AD 20191906, Amendment 39
19742 84 FR 51960, October 1, 2019
AD 20191906. Model A330743L
airplanes are not certificated by the FAA
and are not included on the U.S. type certificate data sheet; this AD therefore does not include those airplanes in the applicability.
The FAA issued a notice of proposed rulemaking NPRM to amend 14 CFR
part 39 to supersede AD 20191906.
AD 20191906 applied to certain Airbus SAS Model A330202, 243, 243F, 302, 323, and 343 airplanes.
The NPRM published in the Federal Register on April 7, 2021 86 FR 17995.
The NPRM was prompted by a report that cracks have been found within the ring gears of the SGRAs due to a change in the manufacturing process and inadequate post-production nondestructive testing for potential cracking, and a determination that the requirements of AD 20191906 may not ensure the permanent removal from service of affected SGRAs. The NPRM
proposed to continue to require replacement of each affected SGRA with a serviceable part, would expand the applicability to include all airplanes on which the affected part may be installed, and would also prohibit installation of an affected part, as specified in EASA AD 20200245.
The FAA is issuing this AD to address cracking of an SGRA, which, in combination with an independent failure on the second SGRA of the same slat surface, could lead to an
uncontrolled movement of the affected slat surface in flight, or detachment of the slat surface, and could possibly result in damage to the stabilizers and reduced controllability of the airplane.
See the MCAI for additional background information.
Comments The FAA gave the public the opportunity to participate in developing this final rule. The following presents the comments received on the NPRM
and the FAAs response to each comment. The Air Line Pilots Association, International ALPA
expressed support for the NPRM.
Request To Clarify Service Bulletin Reference Delta Air Lines DAL requested clarification of the reference to the SB
in the statement in accordance with the instructions of the SB in EASA AD
20200245. DAL gave no justification for the request.
The FAA agrees to clarify. The Definitions section of EASA AD 2020
0245 clearly defines The SB and The Liebherr SB. Therefore, the SB in the specified statement refers to Airbus Service Bulletin A330273233, dated March 7, 2019. This AD has not been changed as a result of this comment.
Request To Add Paragraph Identifying Certain Parts as Not Affected DAL requested that paragraph h5
be added to the proposed AD to specify that units listed in Liebherr SB 926C
2701 Table 1 are not considered an affected part. DAL refers to the Note that accompanies Table 1 in the Liebherr Service Bulletin 926C2701, dated December 18, 2018 Liebherr SB
926C2701, as justification for the request.
The FAA disagrees with the request to add the specified paragraph because it is an incorrect statement. Table 1 in Liebherr SB 926C2701 is titled Affected Serial Numbers and contains the list of three different serial number ranges. Parts with serial numbers included in those ranges are considered affected parts, except for parts mentioned in the Note, that is, parts
already inspected during the final assembly line that are specifically marked as WOI01 on the identification plate. This is consistent with the definition of Affected part in the MCAI, which identifies the serial numbers in the table as affected parts except those that have passed no defects found an inspection, or have been repaired, as applicable, in accordance with the instructions of the Liebherr SB. This AD has not been changed with regard to this request.
Change to This Final Rule The FAA has revised the format of paragraph h2 of this AD.
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 change 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 20200245 describes procedures for replacing each affected SGRA, and specifies a prohibition against installation of an affected 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 123 airplanes of U.S. registry.
The FAA estimates the following costs to comply with this AD:

lotter on DSK11XQN23PROD with RULES1

ESTIMATED COSTS FOR REQUIRED ACTIONS
Cost per product
Parts cost
Cost on U.S.
operators
Action
Labor cost
Retained action from AD
20191906.
New actions

17 work-hours $85 per hour = $1,445

$0

$1,445

$177,735.

Up to 15 work-hours $85 per hour = Up to $1,275

0

Up to $1,275

Up to $156,825.

The FAA has received no definitive data on which to base the cost estimates for the parts specified in this AD.

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