Discussion \n\n\n\tThe EASA, which is the Technical Agent for the Member States of the European Union, has issued EASA AD 2019-0155, dated July 3, 2019 (''EASA AD 2019-0155'') (also referred to as the Mandatory Continuing Airworthiness Information, or ''the MCAI''), to correct an unsafe condition for all Airbus SAS Model A330-200 Freighter series airplanes; Model A330-200, -300, and -900 series airplanes; and Model A340-200, - 300, -500, and -600 series airplanes. \n\tThe FAA issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 to supersede AD 2011-09-06, Amendment 39-16668 (76 FR 22005, April 20, 2011) (''AD 2011-09-06''). AD 2011-09-06 applied to all Airbus SAS Model A330-200 Freighter series airplanes; Model A330- 200, and -300 series airplanes; and Model A340-200, and -300 series airplanes. The NPRM published in the Federal Register on November 18, 2019 (84 FR 63582). The NPRM was prompted by a report that an escape slide deployment test found a girt bar that was not in a locked position and was detached from the airplane. The NPRM was also prompted by a determination that additional airplanes are affected by the unsafe condition, and that the repetitive interval times can be extended. The NPRM proposed to continue to require repetitive inspections and operational checks, application of corrosion inhibitor, and repair or replacement if necessary, with extended repetitive intervals for the functional check and lubrication of the door girt bar slider of each passenger/crew door and passenger compartment emergency exit. The NPRM also proposed to revise the applicability to include additional airplanes. The FAA is issuing this AD to address this condition, which could result in escape slides detaching from the door after inflation, and which could, during an emergency, prevent a safe evacuation of the cabin and possibly result in injuries. \n\nComments \n\n\n\tThe FAA gave the public the opportunity to participate in developing this final rule. The following presents the comments received on the NPRM and the FAA's response to each comment. \n\nRequest To Clarify Credit for Actions \n\n\n\tDelta Air Lines (Delta) requested clarification on credit for actions that were accomplished using Airbus Alert Operators Transmission (AOT) A330-52A3063, dated August 2, 2000, before the effective date of EASA 2010-0135, dated July 5, 2010 (''EASA AD 2010- 0135''). Delta noted that EASA AD 2019-0155 specifies credit if Airbus AOT A330-52A3063, dated August 2, 2000, was used before ''July 17, 2010'' (which was incorrectly identified as the effective date of the superseded EASA AD 2010-0135; the correct effective date is July 19, 2010). AD 2011-09-06, with an effective date of May 5, 2011, corresponds to EASA AD 2010-0135. Paragraph (h) of the proposed AD did not provide an exception to use May 5, \n\n((Page 19876)) \n\n2011, as the effective date, and Delta requested confirmation that credit is still provided for use of Airbus AOT A330-52A3063, dated August 2, 2000, before the effective date of EASA AD 2010-0135. \n\tThe FAA agrees to clarify when Airbus AOT A330-52A3063, dated August 2, 2000, is acceptable for credit. Although AD 2011-09-06 did not provide any credit for Airbus AOT A330-52A3063, dated August 2, 2000, the FAA has determined that use of that AOT is acceptable up to May 5, 2011. The FAA has added paragraph (h)(4) of this AD to provide an exception to EASA AD 2019-0155 to allow credit for Airbus AOT A330- 52A3063, dated August 2, 2000, using the FAA AD 2011-09-06 effective date of May 5, 2011 for the initial inspection only. \n\nRequest To Clarify Need for an Alternative Means of Compliance (AMOC) \n\n\n\tDelta requested that the FAA clarify whether an alternative means of compliance (AMOC) for previous credits would be required for allowing any repetitive inspections that may have been accomplished before the effective date of EASA AD 2010-0135 using Airbus AOT A330- 52A3063, dated August 2, 2000. Delta stated that AD 2002-02-07, Amendment 39-12635 (67 FR 6370, February 12, 2002) (''AD 2002-02-07''), required using Airbus AOT A330-52A3063, dated August 2, 2000, to accomplish the inspection requirements, and then AD 2011-09-06 required Airbus AOT A330-52A3063, Revision 01, dated January 3, 2001. Delta reasoned that given the time span between the effective dates of AD 2002-02-07 and AD 2011-09-06, and because EASA AD 2019-0155 granted credit for only initial inspections, it would be possible that an operator would be doing repetitive inspections using Airbus AOT A330- 52A3063, dated August 2, 2000, and would need an AMOC for the repetitive inspections. \n\tThe FAA agrees that clarification is needed. ADs 2002-02-07 and 2011-09-06 did not require use of or grant credit for Airbus AOT A330- 52A3063, dated August 2, 2000, for any actions. Unless an AMOC has been approved, all inspections, initial and repetitive, required by AD 2002- 02-07 and, later, AD 2011-09-06, on U.S.-registered airplanes should have been accomplished using Airbus AOT A330-52A3063, Revision 01, dated January 3, 2001, and would be subject to using Revision 01 for repetitive inspections. However, EASA AD 2019-0155 granted credit for using Airbus AOT A330-52A3063, dated August 2, 2000, before its effective date for initial inspections, and as described in the previous comment, the FAA concurred and is granting credit similar to EASA AD 2019-0155. However, repetitive inspections were and are still required to be done in accordance with Airbus AOT A330-52A3063, Revision 01, dated January 3, 2001. The FAA has not otherwise changed this AD in that regard. \n\nAdditional Change to This Final Rule \n\n\n\tThe FAA has revised paragraph (j) of this AD to specify that AMOCs approved previously for AD 2011-09-06 are approved as AMOCs for the corresponding provisions of EASA AD 2019-0155 that are required by paragraph (g) of this AD. This provision was inadvertently left out of the proposed AD.Conclusion \n\n\n\tThe 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: \n\tAre consistent with the intent that was proposed in the NPRM for addressing the unsafe condition; and \n\tDo not add any additional burden upon the public than was already proposed in the NPRM. \n\tThe FAA also determined that these changes will not increase the economic burden on any operator or increase the scope of this final rule. \n\nRelated IBR Material Under 1 CFR Part 51 \n\n\n\tEASA AD 2019-0155 describes procedures for repetitive functional checks and lubrication of the door girt bar slider of each passenger/ crew door and passenger compartment emergency exit, and corrective actions (repair or replacement). 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. \n\nCosts of Compliance \n\n\n\tThe FAA estimates that this AD affects 111 airplanes of U.S. registry. \n\tThe FAA estimates the following costs to comply with this AD: \n\n\n\tEstimated Costs for Required Actions ---------------------------------------------------------------------------------------------------------------- \n\tCost per \n\tAction Labor cost Parts cost product Cost on U.S. operators ---------------------------------------------------------------------------------------------------------------- Retained actions from AD 2011- 3 work-hours x None............. $255 Up to $28,305. \n\t09-06. $85 per hour = \n\t$255. New actions................... 2 work-hours x None............. $170 $18,870. \n\t$85 per hour = \n\t$170. ---------------------------------------------------------------------------------------------------------------- \n\n\n\tThe FAA estimates the following costs to do any necessary on- condition action that would be required based on the results of any required actions. The FAA has no way of determining the number of aircraft that might need this on-condition action: \n\n\n\tEstimated Costs of On-Condition Actions ------------------------------------------------------------------------ \n\tCost per \n\tLabor cost Parts cost product ------------------------------------------------------------------------ 1 work-hour x $85 per hour = $85 per $2,160 $2,245 \n\tgirt bar replacement................. ------------------------------------------------------------------------ \n\n\n\n((Page 19877)) \n\nAuthority for This Rulemaking \n\n\n\tTitle 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. \n\tThe FAA is 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. \n\nRegulatory Findings \n\n\n\tThis 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. \n\tFor the reasons discussed above, I certify that this AD: \n\t(1) Is not a ''significant regulatory action'' under Executive Order 12866, \n\t(2) Will not affect intrastate aviation in Alaska, and \n\t(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. \n\nList of Subjects in 14 CFR Part 39 \n\n\n\tAir transportation, Aircraft, Aviation safety, Incorporation by reference, Safety.