Federal Register / Vol. 74, No. 158 / Tuesday, August 18, 2009 / Rules and Regulations 41607 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

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: Todd Thompson, 

Aerospace Engineer, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone (425) 

227–1175; fax (425) 227–1149. Before using 

any approved AMOC on any airplane to 

which the AMOC applies, notify your 

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, 

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 2007– 

0307, dated December 17, 2007; and BAE 

Systems (Operations) Limited Inspection 

Service Bulletin ISB.53–200, Revision 1, 

dated March 13, 2007; for related 

information. 

Material Incorporated by Reference 

(i) You must use BAE Systems (Operations) 

Limited Inspection Service Bulletin ISB.53– 

200, Revision 1, dated March 13, 2007, to do 

the actions required by this AD, unless the 

AD specifies otherwise. 

(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 BAE Systems Regional 

Aircraft, 13850 McLearen Road, Herndon, 

Virginia 20171; telephone 703–736–1080; email raebusiness@baesystems.com; Internet 

http://www.baesystems.com/Businesses/ 

RegionalAircraft/index.htm. 

(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 August 

4, 2009. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E9–19442 Filed 8–17–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–1143; Directorate 

Identifier 2008–NM–136–AD; Amendment 

39–15990; AD 2009–16–07] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 737–600, –700, –700C, –800, and 

–900 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is superseding an 

existing airworthiness directive (AD), 

which applies to certain Boeing Model 

737–600, –700, –700C, –800, and –900 

series airplanes. That AD currently 

requires replacing brackets that hold the 

P5 panel to the airplane structure, the 

standby compass bracket assembly, the 

generator drive and standby power 

module, and the air conditioning 

module, as applicable. The existing AD 

also currently requires, among other 

actions, inspecting for wire length and 

for damage of the connectors and the 

wire bundles, and doing applicable 

corrective actions if necessary. This new 

AD requires an additional operational 

test of the P5–14 panel. This AD results 

from a report of an electrical burning 

smell in the flight compartment. We are 

issuing this AD to prevent wire bundles 

from contacting the overhead dripshield 

panel and modules in the P5 overhead 

panel, which could result in electrical 

arcing and shorting of the electrical 

connector and consequent loss of 

several critical systems essential for safe 

flight; and to ensure proper operation of 

the passenger oxygen system. If an 

improperly functioning passenger 

oxygen system goes undetected, the 

passenger oxygen mask could fail to 

deploy and result in possible 

incapacitation of passengers during a 

depressurization event. 

DATES: This AD becomes effective 

September 22, 2009. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of September 22, 2009. 

On June 22, 2006 (71 FR 28766, May 

18, 2006), the Director of the Federal 

Register approved the incorporation by 

reference of certain other publications 

listed in the AD. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; e-mail 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility 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 address for the 

Docket Office (telephone 800–647–5527) 

is the Document Management Facility, 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Binh Tran, Systems and Equipment 

Branch, ANM–130S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue, SW., Renton, Washington 

98057–3356; telephone (425) 917–6485; 

fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that 

supersedes AD 2006–10–17, amendment 

39–14601 (71 FR 28766, May 18, 2006). 

The existing AD applies to certain 

Boeing Model 737–600, –700, –700C, 

–800, and –900 series airplanes. That 

NPRM was published in the Federal 

Register on October 31, 2008 (73 FR 

64894). That NPRM proposed to 

continue to require replacing brackets 

that hold the P5 panel to the airplane 

structure, the standby compass bracket 

assembly, the generator drive and 


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standby power module, and the air 

conditioning module. That NPRM also 

proposed to continue to require, among 

other actions, inspecting for wire length 

and for damage of the connectors and 

the wire bundles and doing applicable 

corrective actions if necessary. That 

NPRM also proposed to require an 

additional operational test of the P5–14 

panel. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comments that have 

been received on the NPRM. 

Request To Align AD Action With 

Related Service Bulletin 

One commenter, Boeing, requests that 

the NPRM wording for paragraph (f)(4) 

be revised to align with Boeing Service 

Bulletin 737–24A1141, Revision 3, 

dated February 20, 2008. Boeing states 

that the current wording in the NPRM 

indicates that the standby compass 

bracket assembly must be replaced with 

a new assembly. Boeing states that 

Boeing Service Bulletin 737–24A1141, 

Revision 3, dated February 20, 2008, 

states that the standby compass bracket 

assembly need not be replaced for all 

groups of airplanes. Boeing Service 

Bulletin 737–24A1141, Revision 3, 

dated February 20, 2008, also states to 

replace the standby compass bracket if 

necessary. 

We agree that clarification may be 

necessary. Paragraph (f)(4) is a 

restatement of actions required by AD 

2006–10–17, and is retained in this 

supersedure. Paragraph (f) of this AD 

states that the corrective actions 

(including replacing the standby 

compass bracket assembly as required 

by paragraph (f)(4) of this AD) must be 

done, as applicable. In addition, we note 

that a new requirement of this AD, 

paragraph (i) of this AD, requires that 

after the effective date of this AD, only 

Revision 3 of Boeing Service Bulletin 

737–24A1141, dated February 20, 2008, 

be used to do all applicable actions. We 

have not made any changes to the AD 

in this regard. 

Request To Clarify Terminology 

One commenter, the Air Transport 

Association (ATA), on behalf of its 

member Delta Airlines, requests that the 

terminology in Boeing Service Bulletin 

737–24A1141 be clarified. In its 

comment, Delta states that it believes 

that Boeing Service Bulletin 737– 

24A1141 contains material that is vague 

in nature, which would leave 

information subject to interpretation. 

Delta states that Boeing Service 

Bulletin 737–24A1141 includes figures 

that contain statements such as, ‘‘Some 

airplanes may have different wires, 

panels or connectors’’ (e.g., in Figures 

6–11 and 94 of the service bulletin). 

Delta is concerned that statements such 

as these, when dealing with compliance 

situations in which many different 

individuals are left to determine the 

intent and method prescribed by such 

instructions, can lead to problems 

determining the state of compliance of 

aircraft that have had work 

accomplished per the required 

accomplishment instructions. In the 

past, this has led to the grounding of 

airplanes at significant expense to the 

airlines, while confusion over the 

interpretation of said instructions is 

determined and resolved. Therefore, 

Delta believes that either Boeing Service 

Bulletin 737–24A1141 should be 

revised to clarify the meaning of vague 

terms (e.g., ‘‘typical’’), or the AD should 

include notes to accomplish the same 

intent. 

Delta states that failure to clarify the 

vague terms will likely lead to the same 

compliance issues that operators 

previously experienced with the B737 

Rudder System Enhancement Program 

(AD 2007–03–07, Amendment 39– 

14918, 72 FR 4625, February 1, 2007) 

and MD88 auxiliary hydraulic pump 

feeder wire inspection/modification (AD 

2006–15–15, Amendment 39–14696, 71 

FR 43035, July 31, 2006). 

We find that clarification of certain 

material contained in Boeing Service 

Bulletin 737–24A1141, Revision 3, 

dated February 20, 2008, is necessary. 

We discussed the material referenced by 

the commenter as ‘‘vague’’ with Boeing 

to clarify the intended meaning. 

Boeing noted that Boeing Service 

Bulletin 737–24A1141, Revision 3, 

dated February 20, 2008, was initially 

released in January 2004, and since then 

has been revised three times (December 

2004, December 2005, and February 

2008) to update and correct information. 

As specified in Boeing Service Bulletin 

737–24A1141, Revision 3, dated 

February 20, 2008, required actions 

include: replacing brackets to lower the 

P5 overhead panel to increase the space 

between the wire bundles and the 

dripshield panel and modules; 

inspecting to determine if unwanted 

wire length or damage exists; retying the 

wire bundle or reterminating the wire 

bundle into the connector to eliminate 

the unwanted wire; and repairing 

damaged wire and using teflon tape, 

nylon sheet, and lacing tape to give 

greater protection to the wire bundles. 

Also, depending on airplane 

configuration, the service bulletin 

specifies replacing the standby compass 

bracket assembly with a new assembly, 

and replacing the stud assemblies with 

new assemblies. 

Boeing clarified that the P5 overhead 

panel varies from customer to customer, 

as indicated in the 98 figures contained 

in Boeing Service Bulletin 737– 

24A1141, Revision 3, dated February 20, 

2008. Boeing explains that the phrase 

questioned by the commenter—i.e., 

‘‘Some airplanes may have different 

wires, panels or connectors’’—was used 

in the illustrations in the figures to 

indicate that the configuration on any 

given customer’s airplane may be 

different from that shown in the 

illustrations. The illustrations simply 

provide examples of various 

configurations an operator might find; 

therefore, the information provided in 

the illustrations of the figures is for 

reference. Boeing explained further that 

the word ‘‘typical’’ is intended to 

represent a configuration that is in more 

than one location within an illustration. 

Additionally, while accomplishment of 

the steps specified in the tables of the 

figures is required, the illustrations are 

simply examples of the wiring 

configuration. 

In addition, we find that the word 

‘‘unwanted’’ requires clarification. That 

term is used in various locations in the 

service bulletin in conjunction with 

wire length conditions—e.g., paragraph 

3.B.9. of the Accomplishment 

Instructions states to ‘‘Inspect the 

connectors and the wire bundles in the 

rear, P5 aft panel to determine if 

unwanted wire length exists in Group 

1–22 airplanes. See Figure 6.’’ We 

clarify that the General Information 

section of the Accomplishment 

Instructions of Boeing Service Bulletin 

737–24A1141, Revision 3, dated 

February 20, 2008, references Boeing 

Standard Wiring Practices Manual 

(SWPM) 20–10–11 for wire installation 

procedures, including defining the 

amount of slack and making sure that all 

wire slack is securely tied into the 

parent harness or clamped. 

Additionally, it should be noted that 

tables found in certain figures of Boeing 

Service Bulletin 737–24A1141, Revision 

3, dated February 20, 2008 (Figure 6, for 

example), refer operators to the SWPM 

for general conditions for wire 

installation. 

We have revised this final rule to 

include new Note 2 and Note 3 to clarify 

the meaning of the terminology 

discussed previously. 


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Federal Register / Vol. 74, No. 158 / Tuesday, August 18, 2009 / Rules and Regulations 41609 

Updated Contact Information for 

Alternative Methods of Compliance 

(AMOCs) 

We have updated the contact 

information for paragraph (k) of this 

final rule. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the change described previously. 

We also determined that this change 

will not increase the economic burden 

on any operator or increase the scope of 

the AD. 

Costs of Compliance 

There are about 740 airplanes of the 

affected design in the worldwide fleet. 

This AD affects about 333 airplanes of 

U.S. registry. 

For all airplanes, the required 

inspection, replacements, and wiring 

change that are required by AD 2006– 

10–17 and retained in this AD take 

about 16 or 18 work hours per airplane 

(depending on airplane configuration), 

at an average labor rate of $80 per work 

hour. Required parts cost about $10,231 

or $11,139 per airplane (depending on 

the kit). Based on these figures, the 

estimated cost of the replacements and 

inspections required by this AD for U.S. 

operators is between $3,833,163 and 

$4,188,807, or between $11,511 and 

$12,579 per airplane. 

For certain airplanes, the modification 

of the generator drive and standby 

power module assembly that is required 

by AD 2006–10–17 and retained in this 

AD takes about 2 work hours per 

airplane, at an average labor rate of $80 

per work hour. The airplane 

manufacturer states that it will supply 

required parts to operators at no cost. 

Based on these figures, the estimated 

cost of this modification required by 

this AD is $160 per airplane. 

For certain other airplanes, the 

modification of the air conditioning 

module assembly that is required by AD 

2006–10–17 and retained in this AD 

takes about 1 work hour per airplane, at 

an average labor rate of $80 per work 

hour. The airplane manufacturer states 

that it will supply required parts to 

operators at no cost. Based on these 

figures, the estimated cost of this 

modification required by this AD is $80 

per airplane. 

For certain airplanes, the new action 

takes about 21 or 23 work hours per 

airplane depending on the airplane 

configuration, at an average labor rate of 

$80 per work hour. Based on these 

figures, the estimated cost of the new 

actions required by this AD for U.S. 

operators is $1,680 or $1,840 per 

airplane, depending on the airplane 

configuration. 

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 have 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 that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

(2) Is not a ‘‘significant rule’’ under 

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. 

See the ADDRESSES section for a location 

to examine the regulatory evaluation. 

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 Federal Aviation 

Administration (FAA) amends § 39.13 

by removing amendment 39–14601 (71 

FR 28766, May 18, 2006) and by adding 

the following new airworthiness 

directive (AD): 

2009–16–07 Boeing: Amendment 39–15990. 

Docket No. FAA–2008–1143; Directorate 

Identifier 2008–NM–136–AD. 

Effective Date 

(a) This AD becomes effective September 

22, 2009. 

Affected ADs 

(b) This AD supersedes AD 2006–10–17. 

Applicability 

(c) This AD applies to Boeing Model 737– 

600, –700, –700C, –800, and –900 series 

airplanes, certificated in any category; as 

identified in Boeing Service Bulletin 737– 

24A1141, Revision 3, dated February 20, 

2008. 

Unsafe Condition 

(d) This AD results from a report of an 

electrical burning smell in the flight 

compartment. We are issuing this AD to 

prevent wire bundles from contacting the 

overhead dripshield panel and modules in 

the P5 overhead panel, which could result in 

electrical arcing and shorting of the electrical 

connector and consequent loss of several 

critical systems essential for safe flight; and 

to ensure proper operation of the passenger 

oxygen system. If an improperly functioning 

passenger oxygen system goes undetected, 

the passenger oxygen mask could fail to 

deploy and result in possible incapacitation 

of passengers during a depressurization 

event. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Requirements of AD 2006–10–17 

Inspection/Replacements/Wiring Changes/ 

Corrective Actions 

(f) Within 36 months after June 22, 2006 

(the effective date of AD 2006–10–17), do the 

applicable actions in paragraphs (f)(1) 

through (f)(5) of this AD by accomplishing all 

the applicable actions specified in the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–24A1141, Revision 2, 

dated December 1, 2005, except as provided 

by paragraph (i) of this AD. Any applicable 

corrective actions must be done before 

further flight. 

(1) Replace the five brackets that hold the 

P5 panel to the airplane structure with new 

brackets; 


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(2) Do a general visual inspection for wire 

length and damage of the connectors and the 

wire bundles, and applicable corrective 

actions; 

(3) Make wiring changes; 

(4) Replace the standby compass bracket 

assembly with a new assembly; and 

(5) Replace the stud assemblies with new 

assemblies. 

Note 1: For the purposes of this AD, a 

general visual inspection is: ‘‘A visual 

examination of an interior or exterior area, 

installation, or assembly to detect obvious 

damage, failure, or irregularity. This level of 

inspection is made from within touching 

distance unless otherwise specified. A mirror 

may be necessary to ensure visual access to 

all surfaces in the inspection area. This level 

of inspection is made under normally 

available lighting conditions such as 

daylight, hangar lighting, flashlight, or 

droplight and may require removal or 

opening of access panels or doors. Stands, 

ladders, or platforms may be required to gain 

proximity to the area being checked.’’ 

(g) Actions done before June 22, 2006, in 

accordance with Boeing Alert Service 

Bulletin 737–24A1141, Revision 1, dated 

December 23, 2004, are acceptable for 

compliance with the requirements of 

paragraph (f) of this AD. 

Concurrent Requirements 

(h) Before or concurrently with the 

requirements of paragraph (f) of this AD, do 

the applicable action specified in Table 1 of 

this AD. 

TABLE 1—CONCURRENT REQUIREMENTS

For airplanes identified in Boeing component 

Service Bulletin— Action 

(1) 233A3205–24–01, dated July 26, 2001 ........ Modify the generator drive and standby power module assembly in accordance with the Accomplishment Instructions of Boeing Component Service Bulletin 233A3205–24–01, dated 

July 26, 2001. 

(2) 69–37319–21–02, Revision 1, dated August 

30, 2001.

Modify the air conditioning module assembly in accordance with the Accomplishment Instructions of Boeing Component Service Bulletin 69-37319–21–02, Revision 1, dated August 30, 

2001. 

New Actions Required by This AD 

New Service Bulletin Revision 

(i) As of the effective date of this AD, use 

only the Accomplishment Instructions of 

Boeing Service Bulletin 737–24A1141, 

Revision 3, dated February 20, 2008, to do all 

the applicable actions required by paragraph 

(f) of this AD. 

Note 2: Accomplishment of the steps 

specified in the tables of the figures of Boeing 

Service Bulletin 737–24A1141, Revision 3, 

dated February 20, 2008, is required. Due to 

the variability of airplane configurations, the 

illustrations in the figures are provided as 

examples. 

Note 3: Boeing Service Bulletin 737– 

24A1141, Revision 3, dated February 20, 

2008, refers to ‘‘unwanted’’ wire length. 

‘‘Unwanted’’ wire length is any wire length 

that does not meet the wire length 

requirements specified in the Standard 

Wiring Practices Manual (SWPM). 

Additional Operational Test 

(j) For airplanes on which the actions 

required by paragraph (f) of this AD have 

been done in accordance with Boeing Service 

Bulletin 737–24A1141, Revision 2, dated 

December 1, 2005, before the effective date of 

this AD: Within 12 months after the effective 

date of this AD, do an operational test of the 

P5–14 panel in accordance with paragraphs 

3.B.92. and 3.B.93., as applicable, of the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–24A1141, Revision 3, 

dated February 20, 2008. 

Alternative Methods of Compliance 

(AMOCs) 

(k)(1) The Manager, Seattle Aircraft 

Certification Office, 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: Binh Tran, 

Aerospace Engineer, Systems and Equipment 

Branch, ANM–130S, FAA, Seattle Aircraft 

Certification Office, 1601 Lind Avenue, SW., 

Renton, Washington 98057–3356; telephone 

(425) 917–6485; fax (425) 917–6590. Or, email information to 9–ANM–Seattle-ACO– 

AMOC–Requests@faa.gov. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your 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. 

(3) AMOCs approved previously in 

accordance with AD 2006–10–17 are 

approved as AMOCs for the corresponding 

provisions of this AD. 

Material Incorporated by Reference 

(l) You must use the service information 

contained in Table 2 of this AD to do the 

actions required by this AD, unless the AD 

specifies otherwise. 

TABLE 2—ALL MATERIAL INCORPORATED BY REFERENCE

Document Revision level Date 

Boeing Component Service Bulletin 233A3205–24–01 ....................................... Original .................................................. July 26, 2001. 

Boeing Component Service Bulletin 69–37319–21–02 ....................................... 1 ............................................................ August 30, 2001. 

Boeing Service Bulletin 737–24A1141 ................................................................. 3 ............................................................ February 20, 2008. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

the service information contained in Table 3 

of this AD under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

TABLE 3—NEW MATERIAL INCORPORATED BY REFERENCE

Document Revision level Date 

Boeing Service Bulletin 737–24A1141 ................................................................. 3 ............................................................ February 20, 2008. 


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(2) The Director of the Federal Register 

previously approved the incorporation by 

reference of the service information 

contained in Table 4 of this AD on June 22, 

2006 (71 FR 28766, May 18, 2006). 

TABLE 4—MATERIAL PREVIOUSLY INCORPORATED BY REFERENCE

Document Revision level Date 

Boeing Component Service Bulletin 233A3205–24–01 ....................................... Original .................................................. July 26, 2001. 

Boeing Component Service Bulletin 69–37319–21–02 ....................................... 1 ............................................................ August 30, 2001. 

(3) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P. O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; telephone 

206–544–5000, extension 1; fax 206–766– 

5680; e-mail me.boecom@boeing.com; 

Internet https://www.myboeingfleet.com. 

(4) 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. 

(5) 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 August 

7, 2009. 

Stephen P. Boyd, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E9–19180 Filed 8–17–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0004; Directorate 

Identifier 2008–NM–160–AD; Amendment 

39–15995; AD 2009–17–04] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A318, A319, A320, and A321 Series 

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: 

One case of elevator servo-control 

disconnection has been experienced on an 

aircraft of the A320 family. Failure occurred 

at the servo-control rod eye-end. Further to 

this finding, additional inspections have 

revealed cracking at the same location on a 

number of other servo-control rod eye-ends. 

In one case, both actuators of the same 

elevator surface were affected. * * * 

A dual servo-control disconnection on the 

same elevator could result in an uncontrolled 

surface, the elevator surface being neither 

actuated nor damped, which could lead to 

reduced control of the aircraft. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

September 22, 2009. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of September 22, 2009. 

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: Tim 

Dulin, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–2141; 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 January 13, 2009 (74 FR 

1646). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

One case of elevator servo-control 

disconnection has been experienced on an 

aircraft of the A320 family. Failure occurred 

at the servo-control rod eye-end. Further to 

this finding, additional inspections have 

revealed cracking at the same location on a 

number of other servo-control rod eye-ends. 

In one case, both actuators of the same 

elevator surface were affected. The root cause 

of the cracking has not yet been determined 

and tests are ongoing. It is anticipated that 

further actions will be required. 

A dual servo-control disconnection on the 

same elevator could result in an uncontrolled 

surface, the elevator surface being neither 

actuated nor damped, which could lead to 

reduced control of the aircraft. 

For the reason described above, this AD 

requires a one-time inspection [for cracking] 

of the elevator servo-control rod eye-ends 

and, in case of findings, the accomplishment 

of corrective actions. 

The corrective actions include replacing 

any cracked rod eye-end with a 

serviceable unit and re-adjusting the 

elevator servo-control. You may obtain 

further information by examining the 

MCAI in the AD docket. 

Explanation of Revised Service 

Information 

Airbus has issued All Operators Telex 

(AOT) A320–27A1186, Revision 04, 

dated April 3, 2009. (We referred to 

Airbus AOT A320–27A1186, dated June 

23, 2008, in the NPRM as the 

appropriate source of service 

information for doing the proposed 

actions.) Airbus has also issued AOT 

A320–27A1186, Revision 01, dated 

August 11, 2008; Revision 02, dated 

March 30, 2009; and Revision 03, dated 

April 1, 2009. Airbus issued Revision 

01, Revision 03, and Revision 04 of the 

AOT to include minor improvements in 

the procedures. No additional work is 

necessary for airplanes on which Airbus 

AOT A320–27A1186, dated June 23, 

2008; Revision 01, dated August 11, 

2008; Revision 02, dated March 30, 

2009; or Revision 03, dated April 1, 

2009; has been accomplished before the 

effective date of this AD. We have 

revised paragraphs (f)(1) through (f)(5), 

and paragraph (h) of this AD, to include 

Airbus AOT A320–27A1186, Revision 

04, dated April 3, 2009. We have also 

added a new paragraph (f)(6) to this AD 

to include credit for accomplishing the 

actions before the effective date of this 

AD using the previously issued AOTs. 

Airbus AOT A320–27A1186, Revision 

02, dated March 30, 2009, reduces the 


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