48024 Federal Register / Vol. 74, No. 181 / Monday, September 21, 2009 / Proposed Rules 

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– 

0072, dated April 18, 2008, for related 

information. 

Issued in Renton, Washington, on 

September 11, 2009. 

Stephen P. Boyd, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E9–22576 Filed 9–18–09; 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] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300 B2–1C, B2–203, B2K–3C, B4–103, 

B4–203, B4–2C Airplanes; Model A310 

Airplanes; and Model A300 B4–601, 

B4–603, B4–605R, B4–620, B4–622, 

and B4–622R Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

products listed above. This proposed 

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. The proposed AD would 

require actions that are intended to 

address the unsafe condition described 

in the MCAI. 

DATES: We must receive comments on 

this proposed AD by November 5, 2009. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

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

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–40, 1200 New Jersey Avenue, SE., 

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

p.m., Monday through Friday, except 

Federal holidays. For service 

information identified in this proposed 

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.airworth-eas@airbus.com; 

Internet http://www.airbus.com. You 

may review copies of the referenced 

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. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 

office (telephone (800) 647–5527) is in 

the ADDRESSES section. Comments will 

be available in the AD docket shortly 

after receipt. 

FOR FURTHER INFORMATION CONTACT: 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: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2009–0789; Directorate Identifier 

2008–NM–185–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD based on those comments. 

We have lengthened the 30-day 

comment period for proposed ADs that 

address MCAI originated by aviation 

authorities of other countries to provide 

adequate time for interested parties to 

submit comments. The comment period 

for these proposed ADs is now typically 

45 days, which is consistent with the 

comment period for domestic transport 

ADs. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2008–0181, 

dated October 1, 2008 (referred to after 

this as ‘‘the MCAI’’), 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 


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Federal Register / Vol. 74, No. 181 / Monday, September 21, 2009 / Proposed Rules 48025 

contacting Airbus for repair instructions 

and doing the repair, as applicable. 

You may obtain further information 

by examining the MCAI in the AD 

docket. 

Relevant Service Information 

Airbus has issued Mandatory Service 

Bulletins A300–54–0075, A310–54– 

2018, and A300–54–6015, all Revision 

02, all including Appendices 1, 2, and 

3, all dated June 26, 2008. The actions 

described in this service information are 

intended to correct the unsafe condition 

identified in the MCAI. 

Depending on the model and engine 

type, the initial compliance times for 

doing the inspections range between 

9,300 flight cycles since doing the repair 

or modification and 22,600 flight cycles 

or 45,200 flight hours, whichever occurs 

first, since doing the repair or 

modification; the repetitive intervals are 

between 5,300 flight cycles and 33,900 

flight cycles or 67,800 flight hours, 

whichever occurs first. 

FAA’s Determination and Requirements 

of This Proposed AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with the State of 

Design Authority, we have been notified 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are proposing this 

AD because we evaluated all pertinent 

information and determined an unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

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 proposed 

different actions in this AD from those 

in the MCAI in order to follow FAA 

policies. Any such differences are 

highlighted in a NOTE within the 

proposed AD. 

Costs of Compliance 

Based on the service information, we 

estimate that this proposed AD would 

affect about 230 products of U.S. 

registry. We also estimate that it would 

take about 4 work-hours per product to 

comply with the basic requirements of 

this proposed AD. The average labor 

rate is $80 per work-hour. Based on 

these figures, we estimate the cost of the 

proposed AD on U.S. operators to be 

$73,600, or $320 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 proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would 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 proposed regulation: 

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 proposed AD and placed it in the 

AD docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 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: 

Airbus: Docket No. FAA–2009–0789; 

Directorate Identifier 2008–NM–185–AD. 

Comments Due Date 

(a) We must receive comments by 

November 5, 2009. 

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 


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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 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— Inspect before the accumulation of— Or within— 

And repeat the inspection 

at intervals not to exceed— 

Whichever occurs later 

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. 

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 2 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. 


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TABLE 1—COMPLIANCE TIMES FOR CONFIGURATION 1—Continued 

For model— That have accumulated— Inspect before the accumulation of— Or within— 

And repeat the inspection 

at intervals not to exceed— 

Whichever occurs later 

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 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 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 the 

Accomplishment Instructions of the 

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 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. 

A310 airplanes .......................................................... A310–54–2018, 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. 

(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 to airplane model, are acceptable 

for compliance with the corresponding 

requirements of this AD. 

TABLE 3—AIRBUS SERVICE INFORMATION

Service Bulletin— Revision— Dated— 

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

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

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

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

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

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


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FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: 

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. 

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, 

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 (EASA) Airworthiness 

Directive 2008–0181, dated October 1, 2008; 

and the service bulletins identified in Table 

2 of this AD; for related information. 

Issued in Renton, Washington, on 

September 11, 2009. 

Stephen P. Boyd, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E9–22667 Filed 9–18–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0870; Directorate 

Identifier 2009–CE–049–AD] 

RIN 2120–AA64 

Airworthiness Directives; Empresa 

Brasileira de Aerona ́utica S.A. 

(EMBRAER) Model EMB–500 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

products listed above. This proposed 

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: It has been found the 

possibility of elevator mass balance 

fasteners becoming slack under certain 

conditions. The loose of at least two 

fasteners may lead to an unbalance 

condition, which may induce flutter on 

airplane elevators. 

The proposed AD would require 

actions that are intended to address the 

unsafe condition described in the MCAI. 

DATES: We must receive comments on 

this proposed AD by November 5, 2009. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

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

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

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

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(telephone (800) 647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: Karl 

Schletzbaum, Aerospace Engineer, FAA, 

Small Airplane Directorate, 901 Locust, 

Room 301, Kansas City, Missouri 64106; 

telephone: (816) 329–4146; fax: (816) 

329–4090. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2009–0870; Directorate Identifier 

2009–CE–049–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

The Ageˆncia Nacional de Aviac ̧a ̃o 

Civil (ANAC), which is the aviation 

authority for Brazil, has issued AD No.: 

2009–09–01, dated September 3, 2009 

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

correct an unsafe condition for the 

specified products. The MCAI states: 

It has been found the possibility of elevator 

mass balance fasteners becoming slack under 

certain conditions. The loose of at least two 

fasteners may lead to an unbalance 

condition, which may induce flutter on 

airplane elevators. 

The MCAI requires replacement of the 

nuts of the right and left elevators mass 

balance fasteners. You may obtain 

further information by examining the 

MCAI in the AD docket. 

Relevant Service Information 

Embraer—Empresa Brasileira de 

Aeronautica S.A. has issued Phenom by 

Embraer Service Bulletin No. 500–55– 

0001, dated July 24, 2009. The actions 

described in this service information are 

intended to correct the unsafe condition 

identified in the MCAI. 


srobinson on DSKHWCL6B1PROD with PROPOSALS