44728 Federal Register / Vol. 72, No. 153 / Thursday, August 9, 2007 / Rules and Regulations 

was discussed by the committees at 

public meetings and recommended at 

their meetings on May 1, 2007, and is 

similar to other assessment rate actions 

issued in past years. Also, a 10-day 

comment period was provided for in the 

proposed rule. 

List of Subjects 

7 CFR Part 916 

Marketing agreements, Nectarines, 

Reporting and recordkeeping 

requirements. 

7 CFR Part 917 

Marketing agreements, Peaches, Pears, 

Reporting and recordkeeping 

requirements. 

■ For the reasons set forth in the 

preamble, 7 CFR parts 916 and 917 are 

amended as follows: 

■ 1. The authority citation for 7 CFR 

parts 916 and 917 continues to read as 

follows: 

Authority: 7 U.S.C. 601–674. 

PART 916—NECTARINES GROWN IN 

CALIFORNIA 

■ 2. Section 916.234 is revised to read 

as follows: 

§ 916.234 Assessment rate. 

On and after March 1, 2007, an 

assessment rate of $0.06 per 25-pound 

container or container equivalent of 

nectarines is established for California 

nectarines. 

PART 917—FRESH PEARS AND 

PEACHES GROWN IN CALIFORNIA 

■ 3. Section 917.258 is revised to read 

as follows: 

§ 917.258 Assessment rate. 

On and after March 1, 2007, an 

assessment rate of $0.06 per 25-pound 

container or container equivalent of 

peaches is established for California 

peaches. 

Dated: August 2, 2007. 

Lloyd C. Day, 

Administrator, Agricultural Marketing 

Service. 

[FR Doc. E7–15393 Filed 8–8–07; 8:45 am] 

BILLING CODE 3410–02–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–28015; Directorate 

Identifier 2006–NM–210–AD; Amendment 

39–15147; AD 2007–16–08] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 747–100, 747–100B, 747–100B 

SUD, 747–200B, 747–200C, 747–300, 

747–400, 747–400D, and 747SR 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 all Boeing Model 747–

100, 747–100B, 747–100B SUD, 747–

200B, 747–200C, 747–300, 747–400, 

747–400D, and 747SR series airplanes. 

That AD currently requires repetitive 

inspections for cracking of the station 

800 frame assembly, and repair if 

necessary. This new AD revises certain 

applicabilities and compliance times in 

the existing AD. This AD results from 

several reports of cracks of the station 

800 frame assembly on airplanes that 

had accumulated fewer total flight 

cycles than the initial inspection 

threshold in the original AD. We are 

issuing this AD to detect and correct 

fatigue cracks that could extend and 

fully sever the frame, which could result 

in development of skin cracks that 

could lead to rapid depressurization of 

the airplane. 

DATES: This AD becomes effective 

September 13, 2007. 

On July 17, 2006 (71 FR 33595, June 

12, 2006), the Director of the Federal 

Register approved the incorporation by 

reference of Boeing Alert Service 

Bulletin 747–53A2451, Revision 1, 

dated November 10, 2005. 

On August 30, 2001 (66 FR 38891, 

July 26, 2001), the Director of the 

Federal Register approved the 

incorporation by reference of Boeing 

Alert Service Bulletin 747–53A2451, 

including Appendix A, dated October 5, 

2000. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

dms.dot.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. 

Contact Boeing Commercial 

Airplanes, P.O. Box 3707, Seattle, 

Washington 98124–2207, for service 

information identified in this AD. 

FOR FURTHER INFORMATION CONTACT: Ivan 

Li, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, Washington 

98057–3356; telephone (425) 917–6437; 

fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Examining the Docket 

You may examine the AD docket on 

the Internet at http://dms.dot.gov or in 

person at the Docket Operations office 

between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

The Docket Operations office (telephone 

(800) 647–5527) is located on the 

ground floor of the West Building at the 

DOT street address stated in the 

ADDRESSES section. 

Discussion 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that 

supersedes AD 2006–12–12, amendment 

39–14638 (71 FR 33595, June 12, 2006). 

The existing AD applies to all Boeing 

Model 747–100, 747–100B, 747–100B 

SUD, 747–200B, 747–200C, 747–300, 

747–400, 747–400D, and 747SR series 

airplanes. That NPRM was published in 

the Federal Register on April 26, 2007 

(72 FR 20782). That NPRM proposed to 

continue to require repetitive 

inspections for cracking of the station 

800 frame assembly, and repair if 

necessary. That NPRM also proposed to 

revise certain applicabilities and 

compliance times in the existing AD. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the single comment that has 

been received on the NPRM. The 

commenter, Boeing, supports the 

NPRM. 

Clarification of Alternative Method of 

Compliance (AMOC) Paragraph 

We have revised this action to clarify 

the appropriate procedure for notifying 

the principal inspector before using any 

approved AMOC on any airplane to 

which the AMOC applies. 

Conclusion 

We have carefully reviewed the 

available data, including the comment 

that has been received, and determined 

that air safety and the public interest 

require adopting the AD with the 

change described previously. We have 

determined that this change will neither 

increase the economic burden on any 


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Federal Register / Vol. 72, No. 153 / Thursday, August 9, 2007 / Rules and Regulations 44729 

operator nor increase the scope of the 

AD. 

Costs of Compliance 

There are about 900 airplanes of the 

affected design in the worldwide fleet. 

This AD affects about 156 airplanes of 

U.S. registry. 

The repetitive inspections take 

between 12 and 14 work hours per 

airplane, depending on the airplane 

configuration. The average labor rate is 

$80 per work hour. Based on these 

figures, the estimated cost of the 

currently required actions is between 

$149,760 and $174,720, or between 

$960 and $1,120 per airplane, per 

inspection cycle. 

The repetitive inspections of the 

expanded area take between 18 and 20 

work hours per airplane, at an average 

labor rate of $80 per work hour. Based 

on these figures, the estimated cost of 

the new actions specified in this AD for 

U.S. operators is between $224,640 and 

$249,600, or between $1,440 and $1,600 

per airplane, per inspection cycle. 

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 39–14638 (71 

FR 33595, June 12, 2006) and by adding 

the following new airworthiness 

directive (AD): 

2007–16–08 Boeing: Amendment 39–15147. 

Docket No. FAA–2007–28015; 

Directorate Identifier 2006–NM–210–AD. 

Effective Date 

(a) This AD becomes effective September 

13, 2007. 

Affected ADs 

(b) This AD supersedes AD 2006–12–12. 

Applicability 

(c) This AD applies to all Boeing Model 

747–100, 747–100B, 747–100B SUD, 747–

200B, 747–200C, 747–300, 747–400, 747–

400D, and 747SR series airplanes, certificated 

in any category. 

Unsafe Condition 

(d) This AD results from several reports of 

cracks of the station 800 frame assembly on 

airplanes that had accumulated fewer total 

flight cycles than the initial inspection 

threshold in the original AD. We are issuing 

this AD to detect and correct fatigue cracks 

that could extend and fully sever the frame, 

which could result in development of skin 

cracks that could lead to rapid 

depressurization of the airplane. 

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 2006–12–12 With 

Revised Appicabilities and Thresholds 

Repetitive Inspections 

(f) For Boeing Model 747–100, 747–100B, 

747–200B, 747–200C, and 747SR series 

airplanes, as identified in Boeing Alert 

Service Bulletin 747–53A2451, including 

Appendix A, dated October 5, 2000: Do 

detailed, surface high-frequency eddy current 

(HFEC), and open-hole HFEC inspections, as 

applicable, for cracking of the station 800 

frame assembly (including the inner chord 

strap, angles, and exposed web) between 

stringers 14 and 18, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2451, including 

Appendix A, dated October 5, 2000; or 

Boeing Alert Service Bulletin 747–53A2451, 

Revision 1, dated November 10, 2005; after 

the effective date of this AD, only Revision 

1 of the service bulletin may be used. Except 

as provided by paragraph (g) of this AD, do 

the inspection at the applicable time 

specified in Table 1 or Table 2 of this AD, 

as applicable, and repeat the inspections 

thereafter at intervals not to exceed 3,000 

flight cycles until the initial inspections 

required by paragraph (h) of this AD are 

accomplished. 

TABLE 1.—COMPLIANCE TIMES FOR BOEING MODEL 747–100, 747–100B, 747–200B, AND 747–200C SERIES

AIRPLANES

Total flight cycles as of August 30, 2001 

(the effective date of AD 2001–14–22, amendment 39–12333, 

which was superseded by AD 2006–12–12) 

Do the inspection in paragraph (f) of this AD at this time 

(1) Fewer than 19,000 .............................................................................. Before the accumulation of 19,000 total flight cycles, or within 1,500 

flight cycles after August 30, 2001, whichever comes later. 

(2) 19,000 or more, but 24,250 or fewer .................................................. Within 1,500 flight cycles or 12 months after August 30, 2001, whichever comes first. 


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TABLE 1.—COMPLIANCE TIMES FOR BOEING MODEL 747–100, 747–100B, 747–200B, AND 747–200C SERIES

AIRPLANES—Continued 

Total flight cycles as of August 30, 2001 

(the effective date of AD 2001–14–22, amendment 39–12333, 

which was superseded by AD 2006–12–12) 

Do the inspection in paragraph (f) of this AD at this time 

(3) 24,251 or more ................................................................................... Within 750 flight cycles or 12 months after August 30, 2001, whichever 

comes first. 

TABLE 2.—COMPLIANCE TIMES FOR BOEING MODEL 747SR SERIES AIRPLANES

Total flight cycles as of the effective date of this AD Do the inspection in paragraph (f) of this AD at this time 

(4) Fewer than 19,000 .............................................................................. Before the accumulation of 19,000 total flight cycles, or within 1,500 

flight cycles after the effective date of this AD, whichever comes 

later. 

(5) 19,000 or more, but 24,250 or fewer .................................................. Within 1,500 flight cycles or 12 months after the effective date of this 

AD, whichever comes first. 

(6) 24,251 or more ................................................................................... Within 750 flight cycles or 12 months after the effective date of this AD, 

whichever comes first. 

Adjustments to Compliance Time: Cabin 

Differential Pressure 

(g) For Boeing Model 747–100, 747–100B, 

747–200B, and 747–200C series airplanes, as 

identified in Boeing Alert Service Bulletin 

747–53A2451, including Appendix A, dated 

October 5, 2000, that were inspected before 

July 17, 2006 (the effective date of AD 2006–

12–12); and for Boeing Model 747SR 

airplanes, as identified in Boeing Alert 

Service Bulletin 747–53A2451, that were 

inspected before the effective date of this AD: 

Except as provided by paragraph (i) of this 

AD, for the purposes of calculating the 

compliance threshold and repetitive interval 

for the actions required by paragraph (f) of 

this AD, the number of flight cycles in which 

cabin differential pressure is at 2.0 pounds 

per square inch (psi) or less need not be 

counted when determining the number of 

flight cycles that have occurred on the 

airplane, provided that the flight cycles with 

momentary spikes in cabin differential 

pressure above 2.0 psi are included as full 

pressure cycles. For this provision to apply, 

all cabin pressure records must be 

maintained for each airplane: No fleetaveraging of cabin pressure is allowed. 

Repetitive Inspections of Expanded Area at 

a New Reduced Threshold 

(h) For all airplanes, at the applicable time 

specified in Table 3 of this AD, except as 

provided by paragraph (i) of this AD, do the 

following inspections of the station 800 

frame assembly in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2451, Revision 1, 

dated November 10, 2005: A detailed 

inspection for cracking of the inner chord 

strap, angles, and exposed web adjacent to 

the inner chords on the station 800 frame 

between stringer 14 and stringer 18; and 

surface HFEC and open-hole HFEC 

inspections for cracking of the inner chord 

strap and angles. Do the initial inspections at 

the applicable time specified in Table 3 of 

this AD, and repeat the inspections thereafter 

at intervals not to exceed 3,000 flight cycles. 

Accomplishing the initial inspections 

required by this paragraph terminates the 

inspection requirements of paragraph (f) of 

this AD. 

TABLE 3.—REVISED COMPLIANCE TIMES

Total flight cycles as of July 17, 2006— Do the inspections in paragraph (h) of this AD at this time—

(1) Fewer than 16,000 .............................................................................. Before the accumulation of 16,000 total flight cycles, or within 1,500 

flight cycles after July 17, 2006, whichever comes later. 

(2) 16,000 or more, but 21,250 or fewer .................................................. Within 1,500 flight cycles after July 17, 2006, or within 1,000 flight cycles after the effective date of this AD, whichever comes later. 

(3) 21,251 or more ................................................................................... Within 750 flight cycles after July 17, 2006, or within 500 flight cycles 

after the effective date of this AD, whichever comes later. 

Adjustments to Compliance Time: Cabin 

Differential Pressure 

(i) For the purposes of calculating the 

compliance threshold and repetitive interval 

for actions required by paragraphs (f) and (h) 

of this AD, for Boeing Model 747–100, 747–

100B, 747–200B, and 747–200C series 

airplanes, on or after July 17, 2006; and for 

Boeing Model 747SR series airplanes, on or 

after the effective date of this AD: All flight 

cycles, including the number of flight cycles 

in which cabin differential pressure is at 2.0 

psi or less, must be counted when 

determining the number of flight cycles that 

have occurred on the airplane. However, for 

airplanes on which the repetitive interval for 

the actions required by paragraph (f) of this 

AD have been calculated in accordance with 

paragraph (g) of this AD by excluding the 

number of flight cycles in which cabin 

differential pressure is at 2.0 pounds psi or 

less: Continue to adjust the repetitive 

inspection interval in accordance with 

paragraph (g) of this AD until the initial 

inspections required by paragraph (h) of this 

AD are accomplished. Thereafter, no 

adjustment to compliance times based on 

paragraph (g) of this AD is allowed. 

Repair 

(j) If any cracking is detected during any 

inspection required by paragraph (f) or (h) of 

this AD, and the service bulletin specifies to 

contact Boeing for appropriate action: Before 

further flight, repair using a method 

approved in accordance with the procedures 

specified in paragraph (l) of this AD. 

No Report Required 

(k) Although the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–53A2451, including Appendix A, dated 

October 5, 2000; and Boeing Alert Service 

Bulletin 747–53A2451, Revision 1, dated 

November 10, 2005; describe procedures for 

reporting certain information to the 

manufacturer, this AD does not require that 

report. 

Alternative Methods of Compliance 

(AMOCs) 

(l)(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested in accordance with the procedures 

found in 14 CFR 39.19. 


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Federal Register / Vol. 72, No. 153 / Thursday, August 9, 2007 / Rules and Regulations 44731 

(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 appropriate principal inspector 

(PI) in the FAA Flight Standards District 

Office (FSDO), or lacking a PI, your local 

FSDO. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD, if it is approved by an 

Authorized Representative for the Boeing 

Commercial Airplanes Delegation Option 

Authorization Organization who has been 

authorized by the Manager, Seattle ACO, to 

make those findings. For a repair method to 

be approved, the repair must meet the 

certification basis of the airplane. 

(4) AMOCs approved previously in 

accordance with AD 2001–14–22, are 

approved as AMOCs for the corresponding 

provisions of paragraphs (f) and (j) of this 

AD. 

(5) AMOCS approved previously in 

accordance with AD 2006–12–12, are 

approved as alternative methods of 

compliance with this AD. 

Material Incorporated by Reference 

(m) You must use Boeing Alert Service 

Bulletin 747–53A2451, including Appendix 

A, dated October 5, 2000; or Boeing Alert 

Service Bulletin 747–53A2451, Revision 1, 

dated November 10, 2005; as applicable, to 

perform the actions that are required by this 

AD, unless the AD specifies otherwise. 

(1) On July 17, 2006 (71 FR 33595, June 12, 

2006), the Director of the Federal Register 

approved the incorporation by reference of 

Boeing Alert Service Bulletin 747–53A2451, 

Revision 1, dated November 10, 2005. 

(2) On August 30, 2001 (66 FR 38891, July 

26, 2001), the Director of the Federal Register 

approved the incorporation by reference of 

Boeing Alert Service Bulletin 747–53A2451, 

including Appendix A, dated October 5, 

2000. 

(3) Contact Boeing Commercial Airplanes, 

P.O. Box 3707, Seattle, Washington 98124–

2207, for a copy of this service information. 

You may review copies at the FAA, 

Transport Airplane Directorate, 1601 Lind 

Avenue SW., Renton, Washington; or 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/cfr/ibrlocations.html. 

Issued in Renton, Washington, on July 30, 

2007. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E7–15416 Filed 8–8–07; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–27741; Directorate 

Identifier 2006–NM–261–AD; Amendment 

39–15141; AD 2007–16–02] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A330–201, –202, –203, –223, –243, 

–301, –321, –322, –323, –341, –342, and 

–343 Airplanes; and Model A340–200 

and –300 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) 

issued by an airworthiness authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as keel beam rupture, which 

affects the structural integrity of the 

area. We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

September 13, 2007. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of September 13, 2007. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

dms.dot.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 

Backman, Aerospace Engineer, 

International Branch, ANM–116, FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, Washington 

98057–3356; telephone (425) 227–2797; 

fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The FAA is implementing a new 

process for streamlining the issuance of 

ADs related to MCAI. This streamlined 

process will allow us to adopt MCAI 

safety requirements in a more efficient 

manner and will reduce safety risks to 

the public. This process continues to 

allow all FAA AD issuance processes to 

meet legal, economic, Administrative 

Procedure Act, and Federal Register 

requirements. We also continue to meet 

our technical decision-making 

responsibilities to identify and correct 

unsafe conditions on U.S.-certificated 

products. 

This AD references the MCAI and 

related service information that we 

considered in forming the engineering 

basis to correct the unsafe condition. 

The AD contains text copied from the 

MCAI and for this reason might not 

follow our plain language principles. 

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 March 30, 2007 (72 FR 

15067). That NPRM proposed to require 

a repetitive special detailed inspection 

on the horizontal flange of the keel 

beam in the area of the first fastener 

hole aft of FR (frame) 40, follow-up 

actions (further inspections, installation 

of new fasteners, and sealing the 

fasteners), and repair if necessary. The 

MCAI states that during the A330 and 

A340 aircraft fatigue test, cracks 

appeared on the right and left sides 

between the crossing area of the keel 

beam fitting and the front spar on the 

center wing box (CWB). This situation if 

not corrected can lead in the worst case 

to keel beam rupture, which affects the 

structural integrity of the area. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comment received. 

Request To Refer to Revised MCAI 

Airbus requests we refer to European 

Aviation Safety Agency (EASA) 

Airworthiness Directive 2006–0315 R1, 

dated October 26, 2006, in the AD. (We 

referred to EASA Airworthiness 

Directive 2006–0315, dated October 13, 

2006, in the NPRM.) Airbus notes that 

Revision 1 of the EASA airworthiness 

directive adds an optional terminating 

action for the repetitive inspections. 

We agree with Airbus, and have 

revised this AD to refer to Revision 1 of 

the EASA Airworthiness Directive. 

Revision 1 refers to the following Airbus 

Service Bulletins as the appropriate 

sources of service information for doing 

the optional terminating action: A330–

57–3090, dated March 27, 2006; and 

A340–57–4098, dated March 27, 2006. 

The modification can be done only on 

airplanes without Airbus Modification 

41652. 

The optional terminating action is a 

modification that involves 

disconnecting one or more fasteners 

from the keel beam/bottom skin panel 


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