46324 Federal Register / Vol. 74, No. 173 / Wednesday, September 9, 2009 / Rules and Regulations 

The root cause of this event has been 

identified as failure of the fuel pump Non 

Return Valve (NRV) preventing the collector 

cell jet pump from working. This led to 

engine N°4 collector cell fuel level to drop 

below the pump inlet and consequently 

causing engine N°4 flame out. 

A330 aircraft which have a similar design 

are also impacted by this issue. 

Multiple NRV failures in combination with 

failure modes trapping fuel could potentially 

increase the quantity of unusable fuel on 

aircraft possibly leading to fuel starvation 

which could result in engine in-flight shut 

down and would constitute an unsafe 

condition. 

To prevent such an event, this 

Airworthiness Directive (AD) requires a 

periodic operational test to check the correct 

operation of NRV and to apply the associated 

corrective actions. 

The corrective action includes replacing 

any failed NRV with a new NRV. 

Actions and Compliance 

(f) Unless already done, do the following 

actions. 

(1) For Airbus Model A330–201, –202, 

–203, –223, –243, –301, –302, –303, –321, 

–322, –323, –341, –342, and –343 series 

airplanes: At the later of the times in 

paragraphs (f)(1)(i) and (f)(1)(ii) of this AD, 

perform an operational test for correct 

functioning of the NRV and apply all 

applicable corrective actions, in accordance 

with instructions defined in Airbus 

Mandatory Service Bulletin A330–28–3108, 

including Appendix 1, dated October 13, 

2008. Do all applicable corrective actions 

before further flight. 

(i) Within 24 months or 8,000 flight hours 

after the effective date of this AD, whichever 

occurs first. 

(ii) Before the accumulation of 10,000 total 

flight hours after the first flight of the 

airplane. 

(2) For Airbus Model A340–211, –212, 

–213, –311, –312, and –313 series airplanes: 

At the later of the times in paragraphs (f)(2)(i) 

and (f)(2)(ii) of this AD, perform an 

operational test for correct functioning of the 

NRV and apply all applicable corrective 

actions, in accordance with instructions 

defined in Airbus Mandatory Service 

Bulletin A340–28–4123, including Appendix 

1, dated October 13, 2008. Do all applicable 

corrective actions before further flight. 

(i) Within 24 months or 9,000 flight hours 

after the effective date of this AD, whichever 

occurs first. 

(ii) Before the accumulation of 25,000 total 

flight hours after the first flight of the 

airplane. 

(3) Repeat the operational test specified in 

paragraph (f)(1) or (f)(2) of this AD as 

applicable, at the applicable interval in 

paragraph (f)(3)(i) or (f)(3)(ii) of this AD. 

(i) For Airbus Model A330–201, –202, 

–203, –223, –243, –301, –302, –303, –321, 

–322, –323, –341, –342, and –343 series 

airplanes: At intervals not to exceed 10,000 

flight hours. 

(ii) For Airbus Model A340–211, –212, 

–213, –311, –312, and –313 series airplanes: 

At intervals not to exceed 25,000 flight hours. 

(4) Submit a report of the findings (both 

positive and negative) of the inspection 

required by paragraph (f)(1) or (f)(2) of this 

AD to Airbus, at the time specified in 

paragraph (f)(4)(i) or (f)(4)(ii) of this AD, as 

applicable. The report must include the 

information specified in Appendix 1 of 

Airbus Mandatory Service Bulletin A330–28– 

3108 or A340–28–4123, both dated October 

13, 2008, as applicable. Send the report to 

Airbus Department SEEE6, Airbus Customer 

Services Directorate, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex France, Attn: 

SDC32 Technical Data and Documentation 

Services; fax: +33 5 61 93 28 06; e-mail: 

sb.reporting@airbus.com. 

(i) If the inspection was done after the 

effective date of this AD: Submit the report 

within 30 days after the inspection. 

(ii) If the inspection was done on or prior 

to the effective date of this AD: Submit the 

report within 30 days after the effective date 

of this AD. 

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, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

Send information to ATTN: Vladimir 

Ulyanov, Aerospace Engineer, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA, 1601 Lind Avenue, SW., 

Renton, Washington 98057–3356; telephone 

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

using any approved AMOC on any airplane 

to which the AMOC applies, notify your 

appropriate principal maintenance inspector 

(PMI) or the principal avionics inspector 

(PAI), as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. 

(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 FAAapproved 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 2008– 

0209, dated November 27, 2008; Airbus 

Mandatory Service Bulletins A330–28–3108 

and A340–28–4123, both including 

Appendix 1, both dated October 13, 2008; for 

related information. 

Material Incorporated by Reference 

(i) You must use Airbus Mandatory Service 

Bulletin A330–28–3108, including Appendix 

1, dated October 13, 2008; or Airbus 

Mandatory Service Bulletin A340–28–4123, 

including Appendix 1, dated October 13, 

2008; as applicable; 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 Airbus SAS—Airworthiness 

Office—EAL, 1 Rond Point Maurice Bellonte, 

31707 Blagnac Cedex, France; fax +33 5 61 

93 45 80, e-mail airworthiness.A330– 

A340@airbus.com; Internet http:// 

www.airbus.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221 or 425–227–1152. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on August 

26, 2009. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E9–21409 Filed 9–8–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0212; Directorate 

Identifier 2008–NM–122–AD; Amendment 

39–16019; AD 2009–19–02] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 737–600, –700, –700C, –800, 

–900 and –900ER Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

Boeing Model 737–600, –700, –700C, 

–800, –900 and –900ER series airplanes. 

This AD requires repetitive testing of 

the rudder pedal forces or repetitive 

detailed inspections of the inner spring 

of the rudder feel and centering unit, 

and corrective actions if necessary. This 

AD also requires replacement of the 

spring assembly in the rudder feel and 

centering unit, which terminates the 


jlentini on DSKJ8SOYB1PROD with RULES
Federal Register / Vol. 74, No. 173 / Wednesday, September 9, 2009 / Rules and Regulations 46325 

repetitive tests or inspections. This AD 

results from reports of low rudder pedal 

forces that were caused by a broken 

inner spring in the rudder feel and 

centering unit; a broken inner spring in 

conjunction with a broken outer spring 

would significantly reduce rudder pedal 

forces. We are issuing this AD to 

prevent reduced rudder pedal forces, 

which could result in increased 

potential for pilot-induced oscillations 

and reduce the ability of the flightcrew 

to maintain the safe flight and landing 

of the airplane. 

DATES: This AD is effective October 14, 

2009. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of October 14, 2009. 

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: 

Kelly McGuckin, Aerospace Engineer, 

Systems and Equipment Branch, ANM– 

130S, FAA, Seattle Aircraft Certification 

Office, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6490; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an airworthiness 

directive (AD) that would apply to all 

Boeing Model 737–600, –700, –700C, 

–800, –900 and –900ER series airplanes. 

That NPRM was published in the 

Federal Register on March 10, 2009 (74 

FR 10197). That NPRM proposed to 

require repetitive testing of the rudder 

pedal forces or repetitive detailed 

inspections of the inner spring of the 

rudder feel and centering unit, and 

corrective actions if necessary. That 

NPRM also proposed to require 

replacement of the spring assembly in 

the rudder feel and centering unit, 

which terminates the repetitive tests or 

inspections. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received. 

Request To Reduce Applicability and 

Delete Parts Installation Paragraph 

Boeing asks that we reduce the 

applicability in paragraph (c) of the 

NPRM to specify only those airplanes 

listed in Boeing Alert Service Bulletin 

737–27A1287, dated April 16, 2008. 

Boeing states that the ‘‘open 

applicability,’’ as proposed, would 

apply to delivery of new airplanes. 

Boeing adds that this will cause an 

increased cost and paperwork burden by 

requiring that the AD be listed in the 

airplane AD status letter and distributed 

to each customer with the production 

change incorporated that addresses the 

unsafe condition. Boeing notes that 

there was no production change 

incorporated for Model 737–900ER 

airplanes; all Model 737–900ER 

airplanes were delivered with the 

correct inner spring of the rudder feel 

and centering unit. Therefore, Model 

737–900ER airplanes should be 

removed from the applicability section. 

Boeing also asks that we delete the 

requirements in paragraph (i) of this AD 

under ‘‘Parts Installation.’’ Boeing states 

that all affected airplanes with a 

discrepant inner spring installed are 

identified in Boeing Alert Service 

Bulletin 737–27A1287, dated April 16, 

2008. Boeing adds that the work 

instructions contained in the referenced 

service bulletin describe procedures to 

modify the rudder feel and centering 

unit with appropriate part marking. The 

referenced service bulletin does not give 

work instructions to remove and replace 

the rudder feel and centering units; 

therefore, no unmodified units will be 

available for parts installation. 

We acknowledge that the airplane 

effectivity identified in Boeing Alert 

Service Bulletin 737–27A1287, dated 

April 16, 2008, does not include all 

Model 737–600, –700, –700C, –800, 

–900 and 737–900ER airplanes. 

However, as we explained in the NPRM, 

this AD does include all Model 737– 

600, –700, –700C, –800, –900 and 

–900ER series airplanes. We do not 

agree to reduce the applicability in this 

AD, or delete the requirements in 

paragraph (i) of this AD. We determined 

that rudder feel and centering units with 

discrepant springs can be physically 

installed on any airplane identified in 

paragraph (c) of this AD. Including all 

737 airplane models identified in 

paragraph (c) of this AD, in addition to 

the requirements of paragraph (i) of this 

AD, prohibits future installation of 

discrepant springs on any affected 

airplanes. We have not changed the AD 

in this regard. 

Request To Allow Alternative 

Procedures 

Continental Airlines (CAL) asks that 

we allow each of the following as 

alternative procedures for replacing a 

spring assembly (inner and outer spring) 

in the rudder feel and centering unit 

having part number (P/N) 69–57900–6, 

as follows: 

• Replace only a suspect part having 

P/N 69–57907–3 per Chapter 27–21–85 

of the component maintenance manual 

(CMM). 

• Replace the entire rudder feel and 

centering unit having P/N 65C25410–7 

per Chapter 27–21–82 of the airplane 

maintenance manual (AMM), either 

with one having a part number and 

serial number combination that is not 

listed in the Effectivity of Boeing Alert 

Service Bulletin 737–27A1287, dated 

April 16, 2008, or with one that has 

been modified by replacing the inner 

spring per Chapter 27–21–85 of the 

CMM. 

CAL states that five of its airplanes 

were modified by replacing the rudder 

feel and centering units, and in each 

case the inner spring had not failed and 

did not subject the outer spring to 

abnormal stresses, so the outer spring 

was not replaced. CAL adds that 

replacing the inner spring per the CMM 

corrects the unsafe condition and 

provides an acceptable level of safety. 

We disagree with the commenter’s 

request. According to Boeing, 

replacement of either the feel and 

centering unit or the inner spring 

involves a more complex process than 

replacing the spring assembly, as 

required by this AD. In addition, there 

are currently no special instructions for 

part-marking a modified spring 

assembly after removing a suspect inner 

spring. While the commenter’s proposed 

alternative procedures may be 

acceptable, more information is 

required. The commenter may submit a 

request for approval of an alternative 

method of compliance (AMOC) in 

accordance with the provisions of 

paragraph (k) of this AD. The request 

should address part marking and 

configuration control of the suspect 

inner springs, the modified spring 

assembly, and the feel and centering 


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46326 Federal Register / Vol. 74, No. 173 / Wednesday, September 9, 2009 / Rules and Regulations 

unit assembly. For these reasons, and 

because we have confirmed that 

adequate spring assembly spares should 

be available, we have not changed the 

AD in this regard. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

Costs of Compliance 

We estimate that this AD affects 70 

airplanes of U.S. registry. The following 

table provides the estimated costs for 

U.S. operators to comply with this AD. 

TABLE—ESTIMATED COSTS

Action Work 

hours 

Average 

labor rate 

per hour 

Parts Cost per product 

Number of 

U.S.- 

registered 

airplanes 

Fleet cost 

Test or Inspection ................................. 1 $80 $0 $80, per test or inspection cycle .......... 70 $5,600 

Replacement ......................................... 3 80 3,138 3,378 .................................................... 70 236,460 

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 

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. 

You can find our regulatory 

evaluation and the estimated costs of 

compliance in the AD Docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new AD: 

2009–19–02 Boeing: Amendment 39–16019. 

Docket No. FAA–2009–0212; Directorate 

Identifier 2008–NM–122–AD. 

Effective Date 

(a) This airworthiness directive (AD) is 

effective October 14, 2009. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to all Boeing Model 

737–600, –700, –700C, –800, –900 and 

–900ER series airplanes, certificated in any 

category. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 27: Flight controls. 

Unsafe Condition 

(e) This AD results from reports of low 

rudder pedal forces that were caused by a 

broken inner spring in the rudder feel and 

centering unit; a broken inner spring in 

conjunction with a broken outer spring 

would significantly reduce rudder pedal 

forces. We are issuing this AD to prevent 

reduced rudder pedal forces, which could 

result in increased potential for pilot-induced 

oscillations and reduce the ability of the 

flightcrew to maintain the safe flight and 

landing of the airplane. 

Compliance 

(f) Comply with this AD within the 

compliance times specified, unless already 

done. 

Test/Inspection 

(g) For Model 737–600, –700, –700C, –800, 

and –900 series airplanes identified in 

Boeing Alert Service Bulletin 737–27A1287, 

dated April 16, 2008: Within 30 days after 

the effective date of this AD, perform a test 

of the rudder pedal forces or a detailed 

inspection of the inner spring of the rudder 

feel and centering unit, by doing all the 

applicable actions, including all applicable 

corrective actions before further flight, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–27A1287, dated April 16, 2008. Repeat 

the test or inspection thereafter at intervals 

not to exceed 120 days. 

Terminating Action 

(h) For Model 737–600, –700, –700C, –800, 

and –900 series airplanes identified in 

Boeing Alert Service Bulletin 737–27A1287, 

dated April 16, 2008: Within 36 months after 

the effective date of this AD, replace the 

spring assembly in the rudder feel and 

centering unit in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–27A1287, dated April 

16, 2008. Accomplishing the replacement 

ends the repetitive tests or inspections 

required by paragraph (g) of this AD. 

Parts Installation 

(i) For all airplanes: As of the effective date 

of this AD, no person may install, on any 

airplane, a rudder feel and centering unit 

having part number (P/N) 65C25410–7, serial 

numbers 3609 through 3820 inclusive, unless 

it has been modified according to paragraph 

(h) of this AD. 

No Reporting Required 

(j) Boeing Alert Service Bulletin 737– 

27A1287, dated April 16, 2008, specifies 

sending a data reporting sheet to Boeing; 

however, this AD does not require that 

action. 

Alternative Methods of Compliance 

(AMOCs) 

(k)(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, ATTN: 

Kelly McGuckin, Aerospace Engineer, 


jlentini on DSKJ8SOYB1PROD with RULES
Federal Register / Vol. 74, No. 173 / Wednesday, September 9, 2009 / Rules and Regulations 46327 

Systems and Equipment Branch, ANM–130S, 

FAA, Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, Washington 

98057–3356; telephone (425) 917–6490; fax 

(425) 917–6590; has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. 

(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, in the FAA Flight Standards 

District Office (FSDO), or lacking a principal 

inspector, your local FSDO. The AMOC 

approval letter must specifically reference 

this AD. 

Material Incorporated by Reference 

(l) You must use Boeing Alert Service 

Bulletin 737–27A1287, dated April 16, 2008, 

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 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. 

(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 

31, 2009. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E9–21412 Filed 9–8–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0397; Directorate 

Identifier 2008–NM–023–AD; Amendment 

39–16018; AD 2009–19–01] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300 B2–1C, B2–203, B2K–3C, B4–103, 

B4–203, and B4–2C 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: 

An operator has reported the loss of a 

centre flap inner tab on an in-service A300 

aircraft. The centre flap inner tab detached 

during approach to an airport. A similar 

event was reported several years ago on a 

pre-mod 04770 aircraft. * * * 

* * * Investigations led by the 

manufacturer revealed that the centre hinge 

bracket developed a fatigue crack causing 

complete failure of the bracket. The tab 

rotated causing failure of the inboard link 

followed by the failure of the outboard link. 

[D]etachment of a centre flap inner tab 

* * * could be a potential risk to persons on 

[the] ground * * *. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

October 14, 2009. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of October 14, 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: 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 April 30, 2009 (74 FR 

19908). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

An operator has reported the loss of a 

centre flap inner tab on an in-service A300 

aircraft. The centre flap inner tab detached 

during approach to an airport. A similar 

event was reported several years ago on a 

pre-mod 04770 aircraft. Previous failure at 

the aft lug of the centre brackets led to the 

issuance of Airbus Service Bulletin A300– 

57–0205. 

In the most recent case, the aircraft had 

been modified in accordance with Airbus 

Service Bulletin A300–57–0205 (Airbus 

modification No. 04770). Investigations led 

by the manufacturer revealed that the centre 

hinge bracket developed a fatigue crack 

causing complete failure of the bracket. The 

tab rotated causing failure of the inboard link 

followed by the failure of the outboard link. 

To avoid a detachment of a centre flap 

inner tab, which could be a potential risk to 

persons on [the] ground, this AD requires a 

repetitive [high frequency eddy current] 

inspection of the centre flap inner tab hinge 

bracket and replacement of the bracket when 

cracks are detected * * * [and] reporting of 

inspection results to the TC holder [and 

provides] an optional terminating action. 

* * * 

* * * * * 

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 comment received. 

Request for Clarification of Reporting 

Requirement 

TradeWinds Airlines points out that 

although paragraph (e), ‘‘Reason,’’ of the 

NPRM describes reporting inspection 

results to the Type Certificate holder, 

the requirements in paragraphs (f)(1), 

(f)(2), and (f)(3) of the NPRM currently 

have no information that describes the 

reporting requirement. 

We infer that TradeWinds Airlines is 

asking us to clarify the reporting 

requirement, and we agree that 

clarification is necessary. Paragraph (e) 

of the NPRM quotes European Aviation 

Safety Agency (EASA) AD 2007– 

0299R2, dated October 28, 2008. The 

EASA AD includes reporting; however, 

this AD does not require reporting. We 

have updated Note 1 of this final rule 

to clarify this difference. We also 

removed paragraph (g)(3) of the 


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