62208 Federal Register / Vol. 74, No. 227 / Friday, November 27, 2009 / Rules and Regulations 

■ 3. On page 55739, in the third column 

under § 274a.2 (b)(1)(v)(D)(1)(i), revise 

the phrase ‘‘Department of Labor’’ to 

read ‘‘Office of the Attorney General, 

Division of Immigration’’. 

PART 1212—DOCUMENTARY 

REQUIREMENTS; NONIMMIGRANTS; 

WAIVERS; ADMISSION OF CERTAIN 

INADMISSIBLE ALIENS; PAROLE 

■ 4. On page 55742, in the third column, 

in paragraph 1212.1(q)(1) introductory 

text, the citation ‘‘8 CFR 212(1)’’ is 

revised to read ‘‘8 CFR 212(q)’’. 

Rosemary Hart, 

Federal Register Liaison Officer, Department 

of Justice. 

Christina E. McDonald, 

Deputy Associate General Counsel for 

Regulatory Affairs, Department of Homeland 

Security. 

[FR Doc. E9–28417 Filed 11–25–09; 8:45 am] 

BILLING CODE 9111–97–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–1092; Directorate 

Identifier 2009–NM–219–AD; Amendment 

39–16068; AD 2009–24–09] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A330–200 and -300 Series Airplanes; 

and Model A340–200 and -300 Series 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD results 

from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

An A330 operator experienced a low level 

of the Yellow hydraulic circuit due to a 

loose[ning] of check valve part number (P/N) 

CAR401. During the inspection on the other 

two hydraulic systems, the other three 

CAR401 check valves were also found to be 

loose with their lock wire broken in two 

instances. 

A340 aeroplanes are also equipped with 

the same high pressure manifold check 

valves. 

Investigations are on-going to determine 

the root cause of this event. 

Additional cases of CAR401 check valve 

loosening have been experienced in service 

on aeroplanes having accumulated more than 

1000 flight cycles (FC). The check valve fitted 

on the Yellow hydraulic system is more 

affected, probably due to additional system 

cycles induced by cargo door operation. 

The loss of torque due to pressure cycles 

could contribute to check valve loosening, 

resulting in a leak and finally the loss of the 

associated hydraulic system and, in the worst 

case, of the three hydraulic systems of the 

aeroplane. 

* * * * * 

The unsafe condition is the possible 

loss of all three hydraulic systems, 

which could result in loss of control of 

the airplane. This AD requires actions 

that are intended to address the unsafe 

condition described in the MCAI. 

DATES: This AD becomes effective 

December 14, 2009. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of December 14, 2009. 

We must receive comments on this 

AD by January 11, 2010. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–40, 1200 New Jersey Avenue, SE., 

Washington, DC, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

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 this AD, 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. 

FOR FURTHER INFORMATION CONTACT: 

Vladimir Ulyanov, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1138; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Emergency Airworthiness Directive 

2009–0223–E, dated October 13, 2009 

(referred to after this as ‘‘the MCAI’’), to 

correct an unsafe condition for the 

specified products. The MCAI states: 

An A330 operator experienced a low level 

of the Yellow hydraulic circuit due to a 

loose[ning] of check valve part number (P/N) 

CAR401. During the inspection on the other 

two hydraulic systems, the other three 

CAR401 check valves were also found to be 

loose with their lock wire broken in two 

instances. 

A340 aeroplanes are also equipped with 

the same high pressure manifold check 

valves. 

Investigations are on-going to determine 

the root cause of this event. 

Additional cases of CAR401 check valve 

loosening have been experienced in service 

on aeroplanes having accumulated more than 

1000 flight cycles (FC). The check valve fitted 

on the Yellow hydraulic system is more 

affected, probably due to additional system 

cycles induced by cargo door operation. 

The loss of torque due to pressure cycles 

could contribute to check valve loosening, 

resulting in a leak and finally the loss of the 

associated hydraulic system and, in the worst 

case, of the three hydraulic systems of the 

aeroplane. 

This AD requires to perform the following 

inspection programme to detect any check 

valve loosening and, if necessary, apply the 

associated corrective actions: 

1st Step: On yellow and blue hydraulic 

circuits: lock wire inspection, inspection for 

traces of seepage or black deposit, check 

valve torque and red marking application. 

2nd Step: On green hydraulic circuit: same 

inspections as required in 1st Step and on 

yellow and blue hydraulic circuits: 

inspection of check valves for condition. 

Finally: On green, yellow and blue 

hydraulic circuits: repetitive inspection of 

check valves for condition. 

The unsafe condition is the possible 

loss of all three hydraulic systems, 

which could result in loss of control of 

the airplane. The inspection program 

involves a detailed inspection of the 

lock wire for presence and integrity, a 

detailed inspection for traces of seepage 

or black deposits, an inspection for 

proper torque, and a detailed inspection 

to determine alignment of the check 

valve and manifold. The corrective 

actions include replacing seal 

assemblies, replacing the check valve, 

removing the lock wire, and re-torquing 

the check valve. The required actions 

also include installing a new lock wire. 

You may obtain further information by 

examining the MCAI in the AD docket. 


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Federal Register / Vol. 74, No. 227 / Friday, November 27, 2009 / Rules and Regulations 62209 

Relevant Service Information 

Airbus has issued All Operators 

Telexes A330–29A3111 and A340– 

29A4086, both Revision 1, both dated 

October 8, 2009. The actions described 

in this service information are intended 

to correct the unsafe condition 

identified in the MCAI. 

FAA’s Determination and Requirements 

of This AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with the State of 

Design Authority, we have been notified 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are issuing this 

AD because we evaluated all pertinent 

information and determined the unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

Differences Between the AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 

We might also have required different 

actions in this AD from those in the 

MCAI in order to follow FAA policies. 

Any such differences are highlighted in 

a NOTE within the AD. 

FAA’s Determination of the Effective 

Date 

An unsafe condition exists that 

requires the immediate adoption of this 

AD. The FAA has found that the risk to 

the flying public justifies waiving notice 

and comment prior to adoption of this 

rule because the compliance time 

defined in the MCAI is 28 days for 

initial inspection. Loss of torque could 

lead to loosening of the check valve. 

Loosening of the check valve can lead 

to a hydraulic leak with possible loss of 

the associated hydraulic system, and in 

the case of the loss of all three hydraulic 

systems of the airplane. Loss of a 

hydraulic system could result in 

reduced controllability and increased 

workload for the flightcrew. Loss of all 

three hydraulic systems could result in 

loss of control of the airplane. 

Therefore, we determined that notice 

and opportunity for public comment 

before issuing this AD are impracticable 

and that good cause exists for making 

this amendment effective in less than 30 

days. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety, and 

we did not precede it by notice and 

opportunity for public comment. We 

invite you to send any written relevant 

data, views, or arguments about this AD. 

Send your comments to an address 

listed under the ADDRESSES section. 

Include ‘‘Docket No. FAA–2009–1092; 

Directorate Identifier 2009–NM–219– 

AD’’ at the beginning of your comments. 

We specifically invite comments on the 

overall regulatory, economic, 

environmental, and energy aspects of 

this AD. We will consider all comments 

received by the closing date and may 

amend this AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this AD. 

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. 

For the reasons discussed above, I 

certify 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); 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 AD and placed it in the AD docket. 

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 

■ 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 FAA amends § 39.13 by adding 

the following new AD: 

2009–24–09 AIRBUS: Amendment 39– 

16068. Docket No. FAA–2009–1092; 

Directorate Identifier 2009–NM–219–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective December 14, 2009. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to all Airbus Model 

A330–201, ¥202, ¥203, ¥223, ¥243, 

¥301, ¥302, ¥303, ¥321, ¥322, ¥323, 

¥341, ¥342, and ¥343 series airplanes, all 

manufacturer serial numbers; and Model 

A340–211, ¥212, ¥213, ¥311, ¥312, and 

¥313 series airplanes, all manufacturer serial 

numbers; certificated in any category. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 29: Hydraulic Power. 

Reason 

(e) The mandatory continued airworthiness 

information (MCAI) states: 

An A330 operator experienced a low level 

of the Yellow hydraulic circuit due to a 

loose[ning] of check valve part number (P/N) 

CAR401. During the inspection on the other 

two hydraulic systems, the other three 

CAR401 check valves were also found to be 

loose with their lock wire broken in two 

instances. 

A340 aeroplanes are also equipped with 

the same high pressure manifold check 

valves. 


srobinson on DSKHWCL6B1PROD with RULES
62210 Federal Register / Vol. 74, No. 227 / Friday, November 27, 2009 / Rules and Regulations 

Investigations are on-going to determine 

the root cause of this event. 

Additional cases of CAR401 check valve 

loosening have been experienced in service 

on aeroplanes having accumulated more than 

1000 flight cycles (FC). The check valve fitted 

on the Yellow hydraulic system is more 

affected, probably due to additional system 

cycles induced by cargo door operation. 

The loss of torque due to pressure cycles 

could contribute to check valve loosening, 

resulting in a leak and finally the loss of the 

associated hydraulic system and, in the worst 

case, of the three hydraulic systems of the 

aeroplane. 

This AD requires to perform the following 

inspection programme to detect any check 

valve loosening and, if necessary, apply the 

associated corrective actions: 

1st Step: On yellow and blue hydraulic 

circuits: lock wire inspection, inspection for 

traces of seepage or black deposit, check 

valve torque and red marking application. 

2nd Step: On green hydraulic circuit: same 

inspections as required in 1st Step and on 

yellow and blue hydraulic circuits: 

inspection of check valves for condition. 

Finally: On green, yellow and blue 

hydraulic circuits: repetitive inspection of 

check valves for condition. 

The unsafe condition is the possible loss of 

all three hydraulic systems, which could 

result in loss of control of the airplane. The 

inspection program involves a detailed 

inspection of the lock wire for presence and 

integrity, a detailed inspection for traces of 

seepage or black deposits, an inspection for 

proper torque, and a detailed inspection to 

determine alignment of the check valve and 

manifold. The corrective actions include 

replacing seal assemblies, replacing the 

check valve, removing the lock wire, and retorquing the check valve. The required 

actions also include installing a new lock 

wire. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Actions 

(g) Do the actions required by paragraphs 

(g)(1) through (g)(3) of this AD. 

(1) For airplanes that do not have Airbus 

Modification 54491 embodied in production, 

or Airbus Service Bulletin A330–29–3101 or 

Airbus Service Bulletin A340–29–4078 

embodied in service: Within 100 flight cycles 

or 28 days after the effective date of this AD, 

whichever occurs first, inspect the check 

valves on the blue, green, and yellow 

hydraulic systems to identify their P/Ns, in 

accordance with the instructions of Airbus 

All Operators Telex (AOT) A330–29A3111, 

Revision 1, dated October 8, 2009 (for Model 

A330–200 and –300 series airplanes); or AOT 

A340–29A4086, Revision 1, dated October 8, 

2009 (for Model A340–200 and ¥300 series 

airplanes). 

(i) If check valves having P/N CAR401 are 

installed on all three hydraulic systems, 

before further flight, do the actions specified 

in paragraph (g)(2)(i) of this AD. After 

accomplishing the actions required by 

paragraph (g)(2)(i) of this AD, do the actions 

specified in paragraphs (g)(2)(ii) and 

(g)(2)(iii) of this AD at the applicable 

compliance times specified in those 

paragraphs. 

(ii) If check valves having P/N CAR401 are 

not installed on all three hydraulic systems, 

no further action is required until any check 

valve having P/N CAR400 is replaced with a 

check valve having P/N CAR401. If any check 

valve having P/N CAR400 is replaced by a 

check valve having P/N CAR401, before 

further flight, do the inspection specified in 

paragraph (g)(1) of this AD to determine if all 

three hydraulic systems are equipped with 

check valve having P/N CAR401. 

(2) For airplanes on which Airbus 

Modification 54491 was embodied in 

production, or Airbus Service Bulletin A330– 

29–3101 or Airbus Service Bulletin A340– 

29–4078 was embodied in service, do the 

actions specified in paragraphs (g)(2)(i), 

(g)(2)(ii), and (g)(2)(iii) of this AD. 

(i) Except as required by paragraph (g)(1)(i) 

of this AD, at the applicable times specified 

in paragraphs (g)(2)(i)(A) and (g)(2)(i)(B) of 

this AD, as applicable: Do the inspection 

program (detailed inspection of the lock wire 

for presence and integrity, a detailed 

inspection for traces of seepage or black 

deposits, and an inspection for proper 

torque) on yellow and blue high pressure 

manifolds, install new lock wires, and do all 

applicable corrective actions, in accordance 

with the instructions of paragraph 4.1.1 of 

Airbus AOT A330–29A3111, Revision 1, 

dated October 8, 2009 (for Model A330–200 

and ¥300 series airplanes); or AOT A340– 

29A4086, Revision 1, dated October 8, 2009 

(for Model A340–200 and ¥300 series 

airplanes). Do all applicable corrective 

actions before further flight. 

(A) For airplanes on which Airbus 

Modification 54491 has been embodied in 

production: At the later of the times specified 

in paragraphs (g)(2)(i)(A)(1) and (g)(2)(i)(A)(2) 

of this AD. 

(1) Before the accumulation of 1,000 total 

flight cycles since first flight but no earlier 

than the accumulation of 700 total flight 

cycles since first flight. 

(2) Within 100 flight cycles or 28 days after 

the effective date of this AD, whichever 

occurs first. 

(B) For airplanes on which Airbus Service 

Bulletin A330–29–3101 or A340–29–4078 

was embodied in service: At the later of the 

times specified in paragraphs (g)(2)(i)(B)(1) 

and (g)(2)(i)(B)(2) of this AD. 

(1) Within 1,000 flight cycles since the 

embodiment of Airbus Service Bulletin 

A330–29–3101 or A340–29–4078 but no 

earlier than 700 flight cycles after the 

embodiment of Airbus Service Bulletin 

A330–29–3101 or A340–29–4078. 

(2) Within 100 flight cycles or 28 days after 

the effective date of this AD, whichever 

occurs first. 

(ii) Within 900 flight hours after 

accomplishment of paragraph (g)(2)(i) of this 

AD, do the inspection program (detailed 

inspection of the lock wire for presence and 

integrity, a detailed inspection for traces of 

seepage or black deposits, and an inspection 

for proper torque) and install a new lock wire 

on the green high pressure manifold; and do 

an inspection (detailed inspection for traces 

of seepage or black deposits, and detailed 

inspection to determine alignment of the 

check valve and manifold) on the yellow and 

blue high pressure manifolds, and do all 

applicable corrective actions; in accordance 

with the instructions of paragraph 4.1.2 of 

Airbus AOT A330–29A3111, Revision 1, 

dated October 8, 2009 (for Model A330–200 

and ¥300 series airplanes); or AOT A340– 

29A4086, Revision 1, dated October 8, 2009 

(for Model A340–200 and ¥300 series 

airplanes). Do all applicable corrective 

actions before further flight. 

(iii) Within 900 flight hours after 

accomplishment of paragraph (g)(2)(ii) of this 

AD, and thereafter at intervals not to exceed 

900 flight hours, do the inspection program 

(detailed inspection for traces of seepage or 

black deposits, and detailed inspection to 

determine alignment of the check valve and 

manifold) on the green, yellow, and blue high 

pressure manifolds, and do all applicable 

corrective actions, in accordance with the 

instructions of paragraph 4.1.3 of Airbus 

AOT A330–29A3111, Revision 1, dated 

October 8, 2009 (for Model A330–200 and 

¥300 series airplanes); or AOT A340– 

29A4086, Revision 1, dated October 8, 2009 

(for Model A340–200 and ¥300 series 

airplanes). Do all applicable corrective 

actions before further flight. 

(iv) Actions accomplished before the 

effective date of this AD, according to Airbus 

AOT A330–29A3111, dated September 2, 

2009 (for Model A330–200 and ¥300 series 

airplanes); or AOT A340–29A4086, dated 

September 2, 2009 (for Model A340–200 and 

¥300 series airplanes); are considered 

acceptable for compliance with the 

corresponding actions specified in paragraph 

(g)(2)(i) of this AD. 

(3) Within 10 days after accomplishment of 

the inspections specified in paragraphs (g)(1) 

and (g)(2) of this AD, or within 10 days after 

the effective date of this AD, whichever 

occurs later, report all inspection results to 

Airbus in accordance with Airbus AOT 

A330–29A3111, Revision 1, dated October 8, 

2009 (for Model A330–200 and –300 series 

airplanes); or AOT A340–29A4086, Revision 

1, dated October 8, 2009 (for Model A340– 

200 and –300 series airplanes). 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(h) 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. 

Send information to ATTN: Vladimir 

Ulyanov, Aerospace Engineer, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA, 1601 Lind Avenue, SW., 

Renton, Washington 98057–3356; telephone 

(425) 227–1138; fax (425) 227–1149. Before 

using any approved AMOC on any airplane 

to which the AMOC applies, notify your 


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Federal Register / Vol. 74, No. 227 / Friday, November 27, 2009 / Rules and Regulations 62211 

principal maintenance inspector (PMI) or 

principal avionics inspector (PAI), as 

appropriate, or lacking a principal inspector, 

your local Flight Standards 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. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act 

(44 U.S.C. 3501 et seq.), the Office of 

Management and Budget (OMB) has 

approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(i) Refer to MCAI European Aviation Safety 

Agency Emergency Airworthiness Directive 

2009–0223–E, dated October 13, 2009; and 

Airbus AOTs A330–29A3111 and A340– 

29A4086, both Revision 1, both dated 

October 8, 2009; for related information. 

Material Incorporated by Reference 

(j) You must use Airbus All Operators 

Telex A330–29A3111, Revision 1, dated 

October 8, 2009; or Airbus All Operators 

Telex A340–29A4086, Revision 1, dated 

October 8, 2009; as applicable; to do the 

actions required by this AD, unless the AD 

specifies otherwise. (Only the first page of 

these documents contains the document 

number, revision level, and date; no other 

page of these documents contain this 

information.) 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For 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, e-mail 

airworthiness.A330-A340@airbus.com; 

Internet http://www.airbus.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221 or 425–227–1152. 

(4) You may also review copies of the 

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/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on 

November 16, 2009. 

Stephen P. Boyd, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E9–28069 Filed 11–25–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0869; Directorate 

Identifier 2009–CE–043–AD; Amendment 

39–16090; AD 2009–24–03] 

RIN 2120–AA64 

Airworthiness Directives; Vulcanair 

S.p.A. Models P 68, P 68B, P 68C, 

P 68C–TC, and P 68 ‘‘OBSERVER’’ 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) to 

supersede AD 85–08–04, which applies 

to certain Vulcanair S.p.A. Models P 68, 

P 68B, P 68C, P 68C–TC, and P 68 

‘‘OBSERVER’’ airplanes. AD 85–08–04 

currently requires you to repetitively 

visually inspect the front and rear wing 

spars for cracks. If cracks are found, AD 

85–08–04 requires you to modify the 

wing spars. The wing spar modification 

terminates the repetitive inspection AD 

action and may be installed before 

cracks develop. Since we issued AD 85– 

08–04, the manufacturer revised the 

modification kit and identified 

additional airplane serial numbers that 

require the inspection and/or 

modification. Consequently, this AD 

would retain the actions of AD 85–08– 

04, allow you to install the revised 

modification kit, and add additional 

serial numbers to the Applicability 

section. We are issuing this AD to detect 

and correct cracks in the front and rear 

wing spar, which could result in the 

wing separating from the airplane. This 

failure could lead to loss of control. 

DATES: This AD becomes effective on 

January 4, 2010. 

On January 4, 2010, the Director of the 

Federal Register approved the 

incorporation by reference of certain 

publications listed in this AD. 

ADDRESSES: For service information 

identified in this AD, contact Vulcanair 

S.p.A, Via G. Pascoli, 7, Casoria (Naples) 

80026 Italy; telephone: 

(+39)081.5918111; fax: 

(+39)081.5918172; e-mail: 

customerservice@vulcanair.com; 

Internet: http://www.vulcanair.com. 

To view the AD docket, go to U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue, SE., Washington, 

DC 20590, or on the Internet at http:// 

www.regulations.gov. The docket 

number is FAA–2009–0869; Directorate 

Identifier 2009–CE–043–AD. 

FOR FURTHER INFORMATION CONTACT: 

Sarjapur Nagarajan, Aerospace Engineer, 

901 Locust, Room 301, Kansas City, 

Missouri 64106; telephone: (816) 329– 

4145; fax: (816) 329–4090. 

SUPPLEMENTARY INFORMATION: 

Discussion 

On September 15, 2009, we issued a 

proposal to amend part 39 of the Federal 

Aviation Regulations (14 CFR part 39) to 

include an AD that would apply to 

certain Vulcanair S.p.A. Models P 68, P 

68B, P 68C, P 68C–TC, and P 68 

‘‘OBSERVER’’ airplanes. This proposal 

was published in the Federal Register 

as a notice of proposed rulemaking 

(NPRM) on September 21, 2009 (74 FR 

48016). The NPRM proposed to 

supersede AD 85–08–04 (50 FR 14370, 

April 12, 1985) with a new AD that 

would retain the actions of AD 85–08– 

04, allow you to install the revised 

modification kit, and add additional 

serial numbers to the Applicability 

section. 

Comments 

We provided the public the 

opportunity to participate in developing 

this AD. We received no comments on 

the proposal or on the determination of 

the cost to the public. 

Conclusion 

We have carefully reviewed the 

available data and determined that air 

safety and the public interest require 

adopting the AD as proposed except for 

minor editorial corrections. We have 

determined that these minor 

corrections: 

• Are consistent with the intent that 

was proposed in the NPRM for 

correcting the unsafe condition; and 

• do not add any additional burden 

upon the public than was already 

proposed in the NPRM. 

Costs of Compliance 

We estimate that this AD affects 81 

airplanes in the U.S. registry. 

We estimate the following costs to do 

the inspection: 


srobinson on DSKHWCL6B1PROD with RULES