11428 Federal Register / Vol. 75, No. 47 / Thursday, March 11, 2010 / Rules and Regulations 

Federal Register previously approved the 

incorporation by reference of Bombardier 

Alert Service Bulletin A601R–30–032, 

including Appendix A and Appendix B, 

dated September 18, 2008; and Canadair 

(Bombardier) Temporary Revision RJ/155–6, 

dated September 17, 2008, to the Canadair 

Regional Jet Airplane Flight Manual, CSP 

A–012. 

(3) On September 7, 2005 (70 FR 49164, 

August 23, 2005), the Director of the Federal 

Register previously approved the 

incorporation by reference of Canadair 

Temporary Revision RJ/155, dated July 5, 

2005, to the Canadair Regional Jet Airplane 

Flight Manual, CSP A–012; and Bombardier 

Service Bulletin 601R–30–029, Revision A, 

dated July 7, 2005, including Appendix A, 

dated June 17, 2005, and Appendix B, 

Revision A, dated July 7, 2005. 

(4) For service information identified in 

this AD, contact Bombardier, Inc., 400 CoˆteVertu Road West, Dorval, Que ́bec H4S 1Y9, 

Canada; telephone 514–855–5000; fax 514– 

855–7401; e-mail thd.crj@aero. 

bombardier.com; Internet http:// 

www.bombardier.com. 

(5) 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. 

(6) 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 October 

19, 2009. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–5011 Filed 3–10–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0789; Directorate 

Identifier 2008–NM–185–AD; Amendment 

39–16228; AD 2010–06–04] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300 B2–1C, B2–203, B2K–3C, B4–103, 

B4–203, B4–2C Airplanes; Model A310 

Series Airplanes; and Model A300 B4– 

601, B4–603, B4–605R, B4–620, B4– 

622, and B4–622R Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

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: 

Cracks have been found on pylon side 

panels (upper section) at rib 8 on Airbus 

A300, A310 and A300–600 aircraft equipped 

with General Electric engines. Investigation 

of these findings indicates that this problem 

is likely to affect aircraft of this type design 

with other engine installations. This 

condition, if not corrected, can lead to 

reduced strength [structural integrity] of the 

pylon primary structure. 

* * * * * 

The unsafe condition is reduced 

structural integrity of the pylon primary 

structure, which could cause 

detachment of the engine from the 

fuselage. We are issuing this AD to 

require actions to correct the unsafe 

condition on these products. 

DATES: This AD becomes effective April 

15, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of April 15, 2010. 

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: Dan 

Rodina, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–2125; 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 September 21, 2009 (74 FR 

48024). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

Cracks have been found on pylon side 

panels (upper section) at rib 8 on Airbus 

A300, A310 and A300–600 aircraft equipped 

with General Electric engines. Investigation 

of these findings indicates that this problem 

is likely to affect aircraft of this type design 

with other engine installations. This 

condition, if not corrected, can lead to 

reduced strength [structural integrity] of the 

pylon primary structure. 

In order to detect any crack propagation at 

an early stage, thus avoiding an extensive 

repair, Airbus issued Service Bulletins (SB) 

A300–54–0075, A310–54–2018 and A300– 

54–6015. * * * 

This AD requires the implementation of 

this * * * inspection programme. 

The unsafe condition is reduced 

structural integrity of the pylon primary 

structure, which could cause 

detachment of the engine from the 

fuselage. Required actions include 

repetitive detailed visual inspections, or 

repetitive eddy current and detailed 

visual inspections, to detect cracks, 

depending on the airplane 

configuration, and corrective actions if 

necessary. The corrective actions 

include repairing the cracking, and 

contacting Airbus for repair instructions 

and doing the repair, as applicable. 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 Clarify Reporting 

Requirement 

American Airlines requests that we 

remove the requirement for reporting 

findings to Airbus. The commenter 

states that Appendix 1, 2, and 3 in 

Airbus Service Bulletin A300–54–6015 

require findings to be reported; 

however, the proposed rule specifically 

excludes Appendix 1, 2, and 3 in Table 

2 of this AD. American Airlines states 

the difference is not addressed in the 

proposed rule. The commenter also 

states that reporting findings within a 

specified time period has no effect on 

improving safety and should not be 

mandated by the proposed rule. 

We agree that reporting inspection 

findings to Airbus is not necessary in 

this AD for the reasons stated by the 

commenter. Since the MCAI requires 

reporting inspection findings to Airbus 

and it is not our intent to require those 

reports, we have added Note 2 in this 

AD to clarify that this AD does not 

include a reporting requirement. 

Request To Refer to Paragraph 3.B. in 

Airbus Mandatory Service Bulletin 

A300–54–6015, Revision 02, Dated June 

26, 2008, for Inspection Task 

The commenter, R. L. Vernon, 

requests that paragraph (f)(1) of the 

NPRM refer to paragraph 3.B. of Airbus 

Mandatory Service Bulletin A300–54– 

6015, Revision 02, dated June 26, 2008, 

rather than paragraph 3.E., for the 

inspection task. The commenter states 


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Federal Register / Vol. 75, No. 47 / Thursday, March 11, 2010 / Rules and Regulations 11429 

that paragraph 3.E. incorrectly calls for 

the access panels to be removed, rather 

than installed. 

We concur with the request to refer to 

paragraph 3.B of Airbus Mandatory 

Service Bulletin A300–54–6015, 

Revision 02, dated June 26, 2008. It 

appears there is a typographical error in 

paragraph 3.E. of Airbus Mandatory 

Service Bulletin A300–54–6015, 

Revision 02, dated June 26, 2008, which 

instructs operators to remove access 

panels rather than to install access 

panels. We have revised paragraph (f) of 

this AD to refer to the specific section 

of the Accomplishment Instructions of 

Airbus Mandatory Service Bulletin 

A300–54–6015, Revision 02, dated June 

26, 2008, for that action. We have also 

revised paragraphs (f)(4) and (f)(7) of 

this AD to refer to paragraph 3.C. rather 

than paragraph 3.B. of the 

Accomplishment Instructions. 

Request To Extend Grace Period 

FedEx requests that the grace period 

for the inspection to detect cracking be 

extended from 250 flight cycles to 350 

flight cycles. FedEx states the inspection 

threshold/grace periods do not fit into 

their planned scheduled maintenance 

checks. FedEx states that 61 of 95 

affected airplanes have exceeded the AD 

compliance threshold, and thus will be 

subject to the grace period of 250 flight 

cycles. FedEx states that the grace 

period of 250 flight cycles does not 

allow all airplanes to be inspected at a 

B-check (every 500 flight hours), thereby 

requiring the airplanes to be inspected 

at a special visit. 

We do not agree with the request to 

extend the grace period. An extension to 

the grace period cannot be provided 

easily and depends on the airplane and 

structure configuration, as well as the 

number of flight cycles and flight hours 

accumulated from repair embodiment or 

from first flight. Under the provisions of 

paragraph (g)(1) of the final rule, we will 

consider requests for approval of an 

extension of the grace period if 

sufficient data are submitted to 

substantiate that the new grace period 

would provide an acceptable level of 

safety. We have not changed the AD in 

this regard. 

Request for Clarification of Table 1 of 

the NPRM 

FedEx requests that the compliance 

times listed in Table 1 of the NPRM be 

written more clearly. FedEx states that 

the 18,000-flight-cycle criterion appears 

to be arbitrary and adds confusion for 

the reader. FedEx provides an example 

that excludes the criterion of 18,000 

flight cycles. 

We disagree with the request to 

change Table 1 of the NPRM. The 

thresholds specified in the second 

column of that table were derived from 

the note in the Configuration 01 table in 

paragraph 1.E.(2) of Airbus Service 

Bulletin A300–54–6015, Revision 02, 

dated June 26, 2008. The note states that 

the inspection is to be done within 

2,000 flight cycles without exceeding 

20,000 total flight cycles/40,000 total 

flight hours from first flight. The 

compliance times specified in Table 1 of 

this AD reflect the intent of Airbus 

Mandatory Service Bulletin A300–54– 

6015, Revision 02, dated June 26, 2008. 

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. 

We determined that these changes will 

not increase the economic burden on 

any operator or increase the scope of the 

AD. 

Differences Between This 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 our FAA 

policies. Any such differences are 

highlighted in a NOTE within the AD. 

Explanation of Change of Costs of 

Compliance 

Since issuance of the original NPRM, 

we have increased the labor rate used in 

the Costs of Compliance from $80 per 

work-hour to $85 per work-hour. The 

Costs of Compliance information, 

below, reflects this increase in the 

specified hourly labor rate. 

Costs of Compliance 

We estimate that this AD will affect 

230 products of U.S. registry. We also 

estimate that it will take about 4 workhours per product 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 this AD to the U.S. operators to 

be $78,200, or $340 per product. 

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. 

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, 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. 


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11430 Federal Register / Vol. 75, No. 47 / Thursday, March 11, 2010 / Rules and Regulations 

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: 

2010–06–04 Airbus: Amendment 39–16228. 

Docket No. FAA–2009–0789; Directorate 

Identifier 2008–NM–185–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective April 15, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to the airplanes, 

certificated in any category, identified in 

paragraphs (c)(1), (c)(2), and (c)(3) of this AD. 

(1) Airbus Model A300 B2–1C, A300 B2– 

203, A300 B2K–3C, A300 B4–103, A300 B4– 

203, and A300 B4–2C airplanes, all serial 

numbers incorporating Airbus Modification 

02434 or 03599; 

(2) Airbus Model A310–203, A310–204, 

A310–221, A310–222, A310–304, A310–322, 

A310–324, and A310–325 airplanes, all serial 

numbers, except airplanes incorporating 

Airbus Modification 10432; 

(3) Airbus Model A300 B4–601, A300 B4– 

603, A300 B4–605R, A300 B4–620, A300 B4– 

622, and A300 B4–622R airplanes, all serial 

numbers, except airplanes incorporating 

Airbus Modification 10432. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 54: Nacelles/Pylons. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

‘‘Cracks have been found on pylon side 

panels (upper section) at rib 8 on Airbus 

A300, A310 and A300–600 aircraft equipped 

with General Electric engines. Investigation 

of these findings indicates that this problem 

is likely to affect aircraft of this type design 

with other engine installations. This 

condition, if not corrected, can lead to 

reduced strength [structural integrity] of the 

pylon primary structure. 

‘‘In order to detect any crack propagation 

at an early stage, thus avoiding an extensive 

repair, Airbus issued Service Bulletins (SB) 

A300–54–0075, A310–54–2018 and A300– 

54–6015. * * * 

‘‘This AD requires the implementation of 

this * * * inspection programme.’’ 

The unsafe condition is reduced structural 

integrity of the pylon primary structure, 

which could cause detachment of the engine 

from the fuselage. Required actions include 

repetitive detailed visual inspections, or 

repetitive eddy current and detailed visual 

inspections, to detect cracks, depending on 

the airplane configuration, and corrective 

actions if necessary. The corrective actions 

include repairing the cracking, and 

contacting Airbus for repair instructions and 

doing the repair, as applicable. 

Actions and Compliance 

(f) Unless already done, do the following 

actions. 

(1) For Configuration 01 airplanes as 

identified in the applicable service bulletin 

identified in Table 2 of this AD: At the 

applicable time specified in Table 1 of this 

AD, except as required by paragraphs (f)(2) 

and (f)(3) of this AD, perform a detailed 

visual inspection of the pylons 1 and 2 side 

panels (upper section) at rib 8, in accordance 

with paragraph 3.B. of the Accomplishment 

Instructions of the applicable service bulletin 

identified in Table 2 of this AD. Repeat the 

inspection at the time specified in Table 1 of 

this AD. 

TABLE 1—COMPLIANCE TIMES FOR CONFIGURATION 1 

For model— That have accumulated— 

Whichever occurs later And repeat the inspection 

at intervals not to exceed— Inspect before the accumulation of— Or within— 

A300 B2–1C, B2–203, and 

B2K–3C airplanes.

≤17,500 total flight cycles.1 .. 5,350 total flight cycles .... 2,500 flight cycles.2 .......... 4,300 flight cycles. 

A300 B2–1C, B2–203, and 

B2K–3C airplanes.

>17,500 total flight.1 ............. 20,000 total flight cycles 

or 40,000 total flight 

hours, whichever occurs 

first.

250 flight cycles.2 ............. 4,300 flight cycles. 

A300 B4–103, B4–203, 

and B4–2C airplanes.

≤18,000 total flight cycles.1 .. 5,350 total flight cycles .... 2,000 flight cycles.2 .......... 4,300 flight cycles. 

A300 B4–103, B4–203, 

and B4–2C airplanes.

>18,000 total flight cycles.1 .. 20,000 total flight cycles 

or 40,000 total flight 

hours, whichever occurs 

first.

250 flight cycles.2 ............. 4,300 flight cycles. 

A300 B4–601, B4–603, 

B4–605R, B4–620, B4– 

622, and B4–622R airplanes.

≤18,000 total flight cycles.1 .. 4,200 total flight cycles .... 2,000 flight cycles.2 .......... 3,600 flight cycles. 

A300 B4–601, B4–603, 

B4–605R, B4–620, B4– 

622, and B4–622R airplanes.

>18,000 total flight cycles.1 .. 20,000 total flight cycles 

or 40,000 total flight 

hours, whichever occurs 

first.

250 flight cycles.2 ............. 3,600 flight cycles. 

A310–200 airplanes with 

GE CF6–80A3 or Pratt 

& Whitney engines.

≤18,000 total flight cycles.1 .. 9,700 total flight cycles or 

19,400 total flight hours, 

whichever occurs first.

1,500 flight cycles.2 .......... 6,700 flight cycles or 

13,400 flight hours, 

whichever occurs first. 

A310–200 airplanes with 

GE CF6–80A3 or Pratt 

& Whitney engines.

>18,000 total flight cycles.1 .. 19,500 total flight cycles 

or 55,500 total flight 

hours, whichever occurs 

first.

250 flight cycles.2 ............. 6,700 flight cycles or 

13,400 flight hours, 

whichever occurs first. 

A310–200 airplanes with 

GE CF6–80C2 engines.

≤18,000 total flight cycles.1 .. 7,800 total flight cycles or 

15,600 total flight hours, 

whichever occurs first.

1,500 flight cycles.2 .......... 5,800 flight cycles or 

11,600 flight hours, 

whichever occurs first. 


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Federal Register / Vol. 75, No. 47 / Thursday, March 11, 2010 / Rules and Regulations 11431 

TABLE 1—COMPLIANCE TIMES FOR CONFIGURATION 1—Continued 

For model— That have accumulated— 

Whichever occurs later And repeat the inspection 

at intervals not to exceed— Inspect before the accumulation of— Or within— 

A310–200 airplanes with 

GE CF6–80C2 engines.

>18,000 total flight cycles.1 .. 19,500 total flight cycles 

or 55,500 total flight 

hours, whichever occurs 

first.

250 flight cycles.2 ............. 5,800 flight cycles or 

11,600 flight hours, 

whichever occurs first. 

A310–300 SR 3 airplanes 

with Pratt & Whitney 

JT9D engines.

≤18,000 total flight cycles.1 .. 8,600 total flight cycles or 

24,000 total flight hours, 

whichever occurs first.

1,500 total flight cycles.2 .. 6,700 flight cycles or 

18,700 flight hours, 

whichever occurs first. 

A310–300 SR 3 airplanes 

with Pratt & Whitney 

JT9D engines.

>18,000 total flight cycles.1 .. 19,500 total flight cycles 

or 55,500 total flight 

hours, whichever occurs 

first.

250 flight cycles.2 ............. 6,700 flight cycles or 

18,700 flight hours, 

whichever occurs first. 

A310–300 SR 3 airplanes 

with GE engines.

≤18,000 total flight cycles.1 .. 7,000 total flight cycles or 

19,600 total flight hours, 

whichever occurs first.

1,500 flight cycles.2 .......... 5,700 flight cycles or 

15,900 flight hours, 

whichever occurs first. 

A310–300 SR 3 airplanes 

with GE engines.

>18,000 total flight cycles.1 .. 19,500 total flight cycles 

or 55,500 total flight 

hours, whichever occurs 

first.

250 flight cycles.2 ............. 5,700 flight cycles or 

15,900 flight hours, 

whichever occurs first. 

A310–300 SR 3 airplanes 

with Pratt & Whitney 

4000 engines.

≤18,000 total flight cycles.1 .. 7,000 total flight cycles or 

19,600 total flight hours, 

whichever occurs first.

1,500 flight cycles.2 .......... 5,800 flight cycles or 

16,200 flight hours, 

whichever occurs first. 

A310–300 SR 3 airplanes 

with Pratt & Whitney 

4000 engines.

>18,000 total flight cycles.1 .. 19,500 total flight cycles 

or 55,500 total flight 

hours, whichever occurs 

first.

250 flight cycles.2 ............. 5,800 flight cycles or 

16,200 flight hours, 

whichever occurs first. 

A310–300 LR 4 airplanes 

with Pratt & Whitney 

JT9D engines.

≤18,000 total flight cycles.1 .. 5,900 total flight cycles or 

29,500 total flight hours, 

whichever occurs first.

1,500 flight cycles.2 .......... 6,000 flight cycles or 

30,300 flight hours, 

whichever occurs first. 

A310–300 LR 4 airplanes 

with Pratt & Whitney 

JT9D engines.

>18,000 total flight cycles.1 .. 19,500 total flight cycles 

or 55,500 total flight 

hours, whichever occurs 

first.

250 flight cycles.2 ............. 6,000 flight cycles or 

30,300 flight hours, 

whichever occurs first. 

A310–300 LR 4 airplanes 

with GE engines.

≤18,000 total flight cycles.1 .. 4,800 total flight cycles or 

24,100 total flight hours, 

whichever occurs first.

1,500 flight cycles.2 .......... 5,100 flight cycles or 

25,500 flight hours, 

whichever occurs first. 

A310–300 LR 4 airplanes 

with GE engines.

>18,000 total flight cycles.1 .. 19,500 total flight cycles 

or 55,500 total flight 

hours, whichever occurs 

first.

250 flight cycles.2 ............. 5,100 flight cycles or 

25,500 flight hours, 

whichever occurs first. 

A310–300 LR 4 airplanes 

with Pratt & Whitney 

4000 engines.

≤18,000 total flight cycles.1 .. 4,800 total flight cycles or 

24,000 total flight hours, 

whichever occurs first.

1,500 flight cycles.2 .......... 5,200 flight cycles or 

26,300 flight hours, 

whichever occurs first. 

A310–300 LR 4 airplanes 

with Pratt & Whitney 

4000 engines.

>18,000 total flight cycles.1 .. 19,500 total flight cycles 

or 55,500 total flight 

hours, whichever occurs 

first.

250 flight cycles.2 ............. 5,200 flight cycles or 

26,300 flight hours, 

whichever occurs first. 

1As of the effective date of this AD. 

2After the effective date of this AD. 

3 ‘‘SR’’ applies to airplanes with average flights less than 4 flight hours. 4 ‘‘LR’’ refers to airplanes with average flights of 4 or more flight hours. 

(2) For Model A300 and A300–600 

airplanes that have accumulated more than 

40,000 total flight hours as of the effective 

date of this AD: Within 250 flight cycles after 

the effective date of this AD, do the actions 

specified in paragraph (f)(1) of this AD. 

(3) For Model A310 airplanes that have 

accumulated more than 55,500 total flight 

hours as of the effective date of this AD: 

Within 250 flight cycles after the effective 

date of this AD, do the actions specified in 

paragraph (f)(1) of this AD. 

(4) For Configuration 01 airplanes, as 

identified in the applicable service bulletin 

identified in Table 2 of this AD: If a crack 

is found during any inspection required by 

this AD, before further flight, install a 

doubler, in accordance with paragraph 3.C. of 

the Accomplishment Instructions of the 

applicable service bulletin identified in Table 

2 of this AD. 

(5) For Configuration 02 airplanes, as 

identified in the applicable service bulletin 

identified in Table 2 of this AD: At the 

applicable time specified in paragraph 1.E.(2) 

of the applicable service bulletin identified 

in Table 2 of this AD, or within 250 flight 

cycles after the effective date of this AD, 

whichever occurs later, perform a detailed 

visual inspection of the pylons 1 and 2 side 

panels (upper section) at rib 8, in accordance 

with paragraph 3.B. of the Accomplishment 

Instructions of the applicable service bulletin 

identified in Table 2 of this AD. 

(6) For Configuration 03 airplanes, as 

identified in the applicable service bulletin 

identified in Table 2 of this AD: At the 

applicable time specified in paragraph 1.E.(2) 

of the applicable service bulletin identified 

in Table 2 of this AD, or within 250 flight 

cycles after the effective date of this AD, 

whichever occurs later, perform a detailed 

visual inspection, and a high frequency eddy 

current inspection as applicable, of the 

pylons 1 and 2 side panels (upper section) at 

rib 8, in accordance with paragraph 3.B. of 

the Accomplishment Instructions of the 


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11432 Federal Register / Vol. 75, No. 47 / Thursday, March 11, 2010 / Rules and Regulations 

applicable service bulletin identified in Table 

2 of this AD. 

(7) For Configuration 02 and 03 airplanes, 

as identified in the applicable service 

bulletin identified in Table 2 of this AD: If 

a crack is found during any inspection 

required by paragraph (f)(1), (f)(5), or (f)(6) of 

this AD, before further flight, repair in 

accordance with paragraph 3.C. of the 

Accomplishment Instructions of the 

applicable service bulletin identified in Table 

2 of this AD. 

(8) For all airplanes, except those in 

Configuration 01, as identified in the 

applicable service bulletin identified in Table 

2 of this AD: Repeat the inspection specified 

in paragraph (f)(1), (f)(5), or (f)(6) of this AD, 

as applicable, at the intervals specified in 

paragraph 1.E.(2) of the applicable service 

bulletin identified in Table 2 of this AD. 

TABLE 2—SERVICE BULLETINS

For model— Use Airbus Mandatory Service Bulletin— Revision— Dated— 

A300 B2–1C, B2–203, B2K–3C, B4–103, B4–203, and 

B4–2C airplanes 

A300–54–0075, excluding Appendices 1, 2, and 3 ...... 02 June 26, 2008. 

A300 B4–601, B4–603, B4–605R, B4–620, B4–622, 

and B4–622R airplanes 

A300–54–6015, excluding Appendices 1, 2, and 3 ...... 02 June 26, 2008. 

A310 series airplanes .................................................... A310–54–2018, excluding Appendices 1, 2, and 3 ...... 02 June 26, 2008. 

(9) Inspections and corrective actions 

accomplished prior to the effective date of 

this AD in accordance with the service 

bulletins identified in Table 3 of this AD, as 

applicable, are acceptable for compliance 

with the corresponding requirements of this 

AD. 

TABLE 3—PREVIOUS SERVICE INFORMATION

Service Bulletin— Revision— Dated— 

Airbus Mandatory Service Bulletin A300–54–0075 .............................................. 01 .......................................................... November 9, 2007. 

Airbus Mandatory Service Bulletin A300–54–6015 .............................................. 01 .......................................................... November 9, 2007. 

Airbus Mandatory Service Bulletin A310–54–2018 .............................................. 01 .......................................................... November 16, 2007. 

Airbus Service Bulletin A300–54–0075 ................................................................. Original .................................................. August 11, 1993. 

Airbus Service Bulletin A300–54–6015 ................................................................. Original .................................................. August 11, 1993. 

Airbus Service Bulletin A310–54–2018 ................................................................. Original .................................................. August 11, 1993. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: 

(1) Although the MCAI/service information 

allows further flight after cracks are found 

during compliance with certain actions, this 

AD requires that you repair the crack(s) 

before further flight. 

(2) Although the MCAI specifies to send all 

inspection results to Airbus, this AD does not 

include that requirement. 

Other FAA AD Provisions 

(g) 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: Dan Rodina, 

Aerospace Engineer, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone (425) 

227–2125; fax (425) 227–1149. Before using 

any approved AMOC on any airplane to 

which the AMOC applies, notify your 

appropriate 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 

(h) Refer to MCAI European Aviation 

Safety Agency Airworthiness Directive 2008– 

0181, dated October 1, 2008, and the 

applicable service bulletins identified in 

Table 2 of this AD, for related information. 

Material Incorporated by Reference 

(i) You must use the service information 

specified in Table 4 of this AD, as applicable, 

to do the actions required by this AD, unless 

the AD specifies otherwise. 

TABLE 4—SERVICE INFORMATION

Airbus Mandatory Service Bulletin— Revision— Dated— 

A300–54–0075, excluding Appendices 1, 2, and 3 .............................................. 02 .......................................................... June 26, 2008. 

A300–54–6015, excluding Appendices 1, 2, and 3 .............................................. 02 .......................................................... June 26, 2008. 

A310–54–2018, excluding Appendices 1, 2, and 3 .............................................. 02 .......................................................... June 26, 2008. 

(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—EAW 

(Airworthiness Office), 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

telephone +33 5 61 93 36 96; fax +33 5 61 

93 44 51; e-mail: account.airwortheas@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. 


jlentini on DSKJ8SOYB1PROD with RULES
Federal Register / Vol. 75, No. 47 / Thursday, March 11, 2010 / Rules and Regulations 11433 

(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 March 4, 

2010. 

Suzanne Masterson, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–5162 Filed 3–10–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–1176; Directorate 

Identifier 2009–CE–062–AD; Amendment 

39–16226; AD 2010–06–02] 

RIN 2120–AA64 

Airworthiness Directives; Hawker 

Beechcraft Corporation Model G58 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Hawker Beechcraft Corporation Model 

G58 airplanes. This AD requires 

inspecting the installation of stand-off 

hardware between the heater fuel line 

and the heater over-temperature sensor 

wires and also brake reservoir tubing 

and the heater fuel pump wiring for 

minimum clearance and installing 

acceptable stand-off hardware if standoff hardware is missing or inadequate. 

This AD results from reports received of 

a power wire shorting out on the brake 

reservoir tube. We are issuing this AD 

to detect and correct inadequate 

clearance of the brake reservoir tubing 

and the heater fuel pump wiring, which 

could result in chafing and shorting out 

of the electrical wiring and chafing of 

the tubing carrying flammable fluids. 

This condition could lead to a fire in the 

nose wheel well. 

DATES: This AD becomes effective on 

April 15, 2010. 

On April 15, 2010, the Director of the 

Federal Register approved the 

incorporation by reference of certain 

publications listed in this AD. 

ADDRESSES: To get the service 

information identified in this AD, 

contact Hawker Beechcraft Corporation, 

P.O. Box 85, Wichita, Kansas 67201– 

0085; telephone: 1 (800) 429–5372 or 

(316) 676–3140; fax: (316) 676–3340; 

Internet: http:// 

www.hawkerbeechcraft.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–2009–1176; Directorate 

Identifier 2009–CE–062–AD. 

FOR FURTHER INFORMATION CONTACT: 

Kevin Schwemmer, Aerospace Engineer, 

FAA Wichita Aircraft Certification 

Office, 1801 Airport Road, Room 100, 

Wichita, Kansas 67209; telephone: (316) 

946–4174; fax: (316) 946–4107. 

SUPPLEMENTARY INFORMATION: 

Discussion 

On December 8, 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 Hawker Beechcraft Corporation 

Model G58 airplanes. This proposal was 

published in the Federal Register as a 

notice of proposed rulemaking (NPRM) 

on December 17, 2009 (74 FR 66930). 

The NPRM proposed to require 

inspecting the installation of stand-off 

hardware between the heater fuel line 

and the heater over-temperature sensor 

wires and also brake reservoir tubing 

and the heater fuel pump wiring for 

minimum clearance and installing 

acceptable stand-off hardware if standoff hardware is missing or inadequate. 

Comments 

We provided the public the 

opportunity to participate in developing 

this AD. The following presents the 

comments received on the proposal and 

FAA’s response to each comment: 

Comment Issue No. 1: Effective Date 

Mr. Busby states we should make the 

effective date of the AD immediate. 

The FAA disagrees. We carefully 

reviewed the data for this safety concern 

to assess the risk level of this particular 

event. After reviewing the data, we 

compared this safety concern with 

similar safety concerns in the past. 

Then, we assigned a level of risk for this 

particular event equivalent to the level 

of risk assigned to the similar past safety 

concerns we used for comparison. With 

the information we have at this time, we 

set the time frame to comply with the 

actions for this AD similar to the time 

frame that was set for similar safety 

concerns that had equivalent risk levels. 

Without additional information to 

increase the risk level of this safety 

concern we have determined that the 

time frame set for complying with this 

safety concern is in line with past 

precedent. 

We are not changing the final rule AD 

action based on this comment. 

Comment Issue No. 2: Work-Hours 

Mr. Busby states that the work-hours 

allotted to do the proposed inspection 

are not enough. We infer the commenter 

wants us to increase the work-hours to 

do the proposed inspection to relieve 

the pressure on mechanics. 

The FAA disagrees. For this AD, we 

derived the work-hours from the 

Hawker Beechcraft Corporation service 

information. Those work-hours were 

used to calculate the estimated cost 

impact on the owners/operators of the 

affected airplanes. The FAA uses that 

cost estimate in the economic analysis 

to determine if the AD will have a 

substantial impact on small entities. In 

general, the direct cost to an operator is 

the most significant economic 

consideration of an AD. Since the workhours in the AD are estimates for 

determining cost impact to the operator, 

maintenance personnel may take more 

or less time to do the inspection and/or 

maintenance as is necessary for that 

particular aircraft or task. Moderately 

increasing the estimated work-hours for 

the initial inspection does not 

significantly increase the cost impact on 

the operator. 

We are not changing the final rule AD 

action based on this comment. 

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 71 

airplanes in the U.S. registry. 

We estimate the following costs to do 

the inspection of the heater fuel line, the 

heater over-temperature sensor wires, 

the brake reservoir line, and the fuel 

heater power wire: 


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