55112 Federal Register / Vol. 74, No. 206 / Tuesday, October 27, 2009 / Rules and Regulations 

Form No. Edition date Title 

* * * * * * * 

■ 9. Section 299.5 is amended in the 

table by adding the Form ‘‘I–129CW’’ in 

proper alpha/numeric sequence, to read 

as follows: 

§ 299.5 Display of control number. 

* * * * * 

Form No. Form title 

Currently 

assigned 

OMB control 

no. 

* * * * * * * 

I–129CW .................................................................. Petition for a CNMI-Only Nonimmigrant Transitional Worker ........................... 1615–0111 

* * * * * * * 

Janet Napolitano, 

Secretary. 

[FR Doc. E9–25808 Filed 10–26–09; 8:45 am] 

BILLING CODE 9111–97–P 

FARM CREDIT ADMINISTRATION 

12 CFR Part 604 

RIN 3052–AC58 

Farm Credit Administration Board 

Meetings; Sunshine Act; Effective Date 

AGENCY: Farm Credit Administration. 

ACTION: Notice of effective date. 

SUMMARY: The Farm Credit 

Administration (FCA or Agency), 

through the FCA Board (Board), issued 

a direct final rule under part 604 on 

August 31, 2009 (74 FR 44727) 

amending FCA’s regulations on meeting 

announcements to provide greater 

flexibility to the FCA Board in 

scheduling meetings. In accordance 

with 12 U.S.C. 2252, the effective date 

of the final rule is 30 days from the date 

of publication in the Federal Register 

during which either or both Houses of 

Congress are in session. Based on the 

records of the sessions of Congress, the 

effective date of the regulations is 

October 22, 2009. 

DATES: Effective Date: Under the 

authority of 12 U.S.C. 2252, the 

regulation amending 12 CFR part 604 

published on August 31, 2009 (74 FR 

44727) is effective October 22, 2009. 

FOR FURTHER INFORMATION CONTACT: 

Michael Wilson, Policy Analyst, Office 

of Regulatory Policy, Farm Credit 

Administration, McLean, Virginia 

22102–5090, (703) 883–4498, TTY 

(703) 883–4434; or 

Mary Alice Donner, Senior Attorney, 

Office of General Counsel, Farm 

Credit Administration, McLean, 

Virginia 22102–5090, (703) 883–4020, 

TTY (703) 883–4020. 

(12 U.S.C. 2252(a)(9) and (10)) 

Dated: October 22, 2009. 

Roland E. Smith, 

Secretary, Farm Credit Administration Board. 

[FR Doc. E9–25853 Filed 10–26–09; 8:45 am] 

BILLING CODE 6705–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–0979; Directorate 

Identifier 2008–NM–079–AD; Amendment 

39–16051; AD 2009–21–12] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300–600 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: 

Further to initial qualification tests of the 

spoiler actuators currently installed in 

position No. 3 to 7 on A300–600 and A300– 

600ST aircraft fleet, a life limit [of 55,750 

flight hours] has been defined by the actuator 

manufacturer. Initially, this life limit had no 

repercussions, as it was situated well beyond 

the initial Design Service Goal (DSG) of the 

aircraft. However, due to the Extended 

Service Goal (ESG) activities, the spoiler 

actuator life limit can be reached in service, 

and therefore the spoiler actuators must be 

replaced before exceeding this limit. 

In order to mitigate the risk to have aircraft 

on which the three hydraulic circuits would 

be impacted by affected spoiler actuators, 

which could result in the loss of 

controllability of the aircraft, this 

Airworthiness Directive (AD) requires actions 

to ensure that at least the level of safety of 

one hydraulic circuit will be restored within 

an acceptable timeframe. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

December 1, 2009. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of December 1, 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 September 17, 2008 (73 FR 

53768). That NPRM proposed to correct 


pwalker on DSK8KYBLC1PROD with RULES
Federal Register / Vol. 74, No. 206 / Tuesday, October 27, 2009 / Rules and Regulations 55113 

an unsafe condition for the specified 

products. The MCAI states: 

Further to initial qualification tests of the 

spoiler actuators currently installed in 

position No. 3 to 7 on A300–600 and A300– 

600ST aircraft fleet, a life limit [of 55,750 

flight hours] has been defined by the actuator 

manufacturer. Initially, this life limit had no 

repercussions, as it was situated well beyond 

the initial Design Service Goal (DSG) of the 

aircraft. However, due to the Extended 

Service Goal (ESG) activities, the spoiler 

actuator life limit can be reached in service, 

and therefore the spoiler actuators must be 

replaced before exceeding this limit. 

In order to mitigate the risk to have aircraft 

on which the three hydraulic circuits would 

be impacted by affected spoiler actuators, 

which could result in the loss of 

controllability of the aircraft, this 

Airworthiness Directive (AD) requires actions 

to ensure that at least the level of safety of 

one hydraulic circuit will be restored within 

an acceptable timeframe. 

EASA AD 2007–0245, issued on 05 

September 2007 as an interim action, is 

superseded by the present [EASA] AD. 

Corrective actions include replacing the 

spoiler actuator with a serviceable unit. 

You may obtain further information by 

examining the MCAI in the AD docket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received. 

Requests To Withdraw NPRM 

Air Transport Association (ATA) on 

behalf of its member American Airlines 

(AA) asks that the NPRM be withdrawn 

until a workable method of determining 

flight hours on the spoiler actuator 

pistons can be established. AA provides 

the following reasons for its request to 

withdraw the NPRM: 

• Airbus Mandatory Service Bulletin 

A300–27A6062, dated July 6, 2007 

(cited in the NPRM), specifies that 

operators contact Smiths Industries for 

guidance in determining the priority 

serial number to be used to identify the 

actuators. AA has done this for 

numerous actuators, and in each case, 

Smiths was unable to provide the 

guidance requested. Therefore, AA is 

unable to provide any meaningful data 

to Airbus. 

We find that clarification of the 

guidance on identifying the actuators is 

necessary. Airbus Mandatory Service 

Bulletin A300–27A6062, dated July 6, 

2007, was issued to provide instructions 

for inspecting the spoiler actuators. 

Airbus Mandatory Service Bulletin 

A300–27–6060, dated February 18, 2008 

(cited in the NPRM), was issued to 

provide instructions for conducting 

follow-on actions, depending on the 

inspection results. In addition, Smiths 

Industries issued Service Information 

Letters SIL 27–01, dated June 2007; and 

SIL 27–02, dated May 2007; to provide 

operators with procedures to identify 

the spoiler actuators. After the spoiler 

actuators are identified, certain actions 

specified in Airbus Mandatory Service 

Bulletin A300–27–6060, dated February 

18, 2008, are provided if the flight hours 

cannot be established; however, those 

flight hours can also be calculated using 

the subject service information letters. 

We have included a new Note 1 in the 

AD (and re-identified subsequent notes) 

specifying that Smiths Service 

Information Letters SIL 27–01, dated 

June 2007; and SIL 27–02, dated May 

2007; may be used as additional sources 

of service information to calculate the 

total flight hours accumulated on each 

spoiler actuator. 

• AA also notes that, in the case 

where no records are available, and 

identification cannot be done, Airbus 

Mandatory Service Bulletin A300– 

27A6062, dated July 6, 2007, states that 

the Inspection Report Sheet should be 

filled in with the status ‘‘unknown.’’ 

The majority of the serial number 

identification plates is no longer 

installed on the actuators, and therefore, 

is considered to be ‘‘unknown’’ and will 

require replacement. According to AA, 

this will cause an undue burden on AA 

and will not increase the level of safety. 

We disagree with the commenter. 

Airbus Mandatory Service Bulletin 

A300–27A6062, dated July 6, 2007, 

refers to Smiths Service Information 

Letter SIL 27–01, dated June 2007, 

which provides more than one option 

for identifying the spoiler actuators. The 

serial number may have been etched on 

the actuator in at least one of three 

places, the cylinder body, the eye end 

assembly, or the piston assembly. We 

have made no change to the AD in this 

regard. 

• AA states that there are no data to 

support the premise that an individual 

actuator may have accumulated more 

flight hours than an operators’-high-time 

airplanes. For this reason, if the NPRM 

is adopted, AA proposes that operators 

be allowed to use fleet high time to 

assign the accumulated flight hours to 

each actuator. 

We disagree with the commenter. If 

an airline acquired airplanes from 

another airline, to obtain fleet high time 

it would have to take into account the 

flight hours of the highest flight-hour 

airplane of all the airlines that the 

company is operating. This method 

would be difficult to calculate for this 

reason. We have made no change to the 

AD in this regard. 

FedEx Express also asks that the 

NPRM be withdrawn and provides the 

following reasons: 

• FedEx states that the life limit of 

55,750 total flight hours is theoretical 

based on the testing of three spoiler 

actuators prior to certification of the 

Model A300–600 airplane. FedEx adds 

that at the request of Airbus and 

operators, the original equipment 

manufacturer (OEM) of the spoiler 

actuator is currently conducting fatigue 

testing to determine whether it is 

possible to extend that theoretical life 

limit on the spoiler actuators to over 

80,000 flight hours beginning in mid2009. If the NPRM is not withdrawn, 

FedEx recommends delaying any 

mandated service action until the 

fatigue testing currently in process by 

the OEM is complete. FedEx adds that 

if the new fatigue life limit is more than 

75,000 flight hours for the new A300– 

600 DSG, it could prove that the NPRM 

is unnecessary. FedEx also states that 

spoiler actuators have not been lifelimited parts since the beginning of the 

Model A300–600 program; therefore, 

operators have not tracked the flight 

time accumulated on the spoiler 

actuators accurately. 

We agree that it may be necessary to 

conduct fatigue testing to eventually 

extend the life limit on the spoiler 

actuators. However, we do not agree to 

withdraw the NPRM until the fatigue 

testing currently in process by the OEM 

is complete. Any additional delay for 

further testing would result in an 

unacceptable level of risk, because 

doing so would allow the unsafe 

condition to continue for an indefinite 

length of time. However, under the 

provisions of paragraph (g)(1) of this 

AD, we will consider requests for 

approval of an alternative method of 

compliance if sufficient data are 

submitted to substantiate that the new 

fatigue life limit would provide an 

acceptable level of safety. We have 

made no change to the AD in this 

regard. 

• FedEx and other operators also 

discovered that the identification labels 

affixed to spoiler actuators were 

attached with poor adhesive, which 

dissolved when exposed to hydraulic 

fluids and petroleum-based de-ice 

fluids. Therefore, many actuators cannot 

be identified while installed on the 

airplane because the labels are missing, 

so a shop visit is necessary to 

accomplish the identification, which is 

costly and time consuming because of 

turnaround times in excess of 45 days 

for each actuator. FedEx adds that, due 

to these factors, it may need an excess 

number of ‘‘new’’ OEM spoiler actuators 

to maintain compliance with the NPRM 

as currently written. 

We acknowledge the commenter’s 

concern and provide the following 


pwalker on DSK8KYBLC1PROD with RULES
55114 Federal Register / Vol. 74, No. 206 / Tuesday, October 27, 2009 / Rules and Regulations 

clarification. As noted previously, 

Airbus Mandatory Service Bulletin 

A300–27A6062, dated July 6, 2007, 

refers to Smiths Service Information 

Letter SIL 27–01, dated June 2007, 

which provides more than one option 

for identifying the spoiler actuators. The 

serial number may have been etched on 

the actuator in at least one of three 

places—the cylinder body, the eye end 

assembly, or the piston assembly. In 

addition, we have discussed the 

turnaround times for a shop visit with 

the OEM and were told there was a 

miscommunication between the OEM 

and FedEx. The OEM has already taken 

steps to work with its suppliers to 

improve the efficiency in processing 

these units and reduce the turnaround 

time. The OEM also informed us that it 

can supply FedEx with the number of 

actuators FedEx deems necessary in 

order to comply with the AD. We have 

made no change to the AD in this 

regard. 

• In August 2007, FedEx completed 

an inspection/identification of its 

spoiler actuators in accordance with 

Airbus Mandatory Service Bulletin 

A300–27A6062, dated July 6, 2007. 

FedEx notes that since that time many 

actuators have been removed and 

replaced through normal maintenance 

visits, and are tracked by an approved 

record-keeping system. If the NPRM is 

not withdrawn, FedEx recommends that 

we consider the timeframe between the 

proposed inspections and follow-on 

cleaning of a hydraulic system and 

record-keeping. 

We infer that the commenter is asking 

that the compliance time be extended 

for certain actions if the AD is not 

withdrawn; we do not agree. Although 

the commenter’s record-keeping may be 

accurate, record-keeping varies among 

operators, and our compliance time 

takes this into consideration. In 

developing an appropriate compliance 

time for this AD, we considered not 

only the safety implications, but the 

manufacturer’s recommendations, and 

the practical aspect of accomplishing 

the actions within an interval of time 

that corresponds to typical scheduled 

maintenance for affected operators. 

However, under the provisions of 

paragraph (g)(1) of the AD, we may 

consider requests for adjustments to the 

compliance time if data are submitted to 

substantiate that such an adjustment 

would provide an acceptable level of 

safety. We have made no change to the 

AD in this regard. 

• FedEx has used the mechanism 

specified in Airbus Mandatory Service 

Bulletin A300–27–6060, dated February 

18, 2008, to calculate flight hours on 

specific spoiler actuators with known 

manufacturer serial numbers. FedEx 

adds that the Airbus Mandatory Service 

Bulletin A300–27–6060, dated February 

18, 2008, in combination with Smiths 

Service Information Letter SIL 27–02, 

dated May 2007, provides the essential 

data necessary to accomplish such 

calculations. If the NPRM is not 

withdrawn, FedEx recommends 

referencing Airbus Mandatory Service 

Bulletin A300–27–6060, dated February 

18, 2008; and Smiths Service 

Information Letter SIL 27–02, dated May 

2007; as sources of information for the 

calculation of flight hours. 

We agree with the commenter that the 

subject service information should be 

referenced. Paragraph 3.B.(1)(a) of 

Airbus Mandatory Service Bulletin 

A300–27–6060, dated February 18, 

2008, provides the information 

necessary to calculate flight hours. That 

paragraph also refers to Smiths Service 

Information Letter SIL 27–02, dated May 

2007, as an additional source of service 

information for calculating flight hours. 

As noted previously, we have included 

a new Note 1 in the AD specifying that 

Smiths Service Information Letters SIL 

27–01, dated June 2007; and SIL 27–02, 

dated May 2007; may be used as 

additional sources of service 

information to identify the total flight 

hours accumulated on each spoiler 

actuator. 

Request for Clarification of Certain 

Requirements 

United Parcel Service (UPS) states 

that the limitation specifying not to 

interchange or replace actuators on 

more than two hydraulic circuits at the 

same time is not presently in its Airbus 

A300 Aircraft Maintenance Manual 

(AMM). UPS requests verification that 

this requirement is limited to action 

required when all circuits have spoiler 

actuators installed having part numbers 

(P/N) P376A0002–05, –06, –07, or –09, 

and P/N P725A0001–00 that exceed 

55,750 flight hours, or if the intent of 

the NPRM is to add this restriction to 

the existing Airbus A300 AMM. 

We acknowledge the commenter’s 

concern and provide the following 

clarification. The language specified in 

the Airbus A300 AMM already 

recommends not working on redundant 

components at the same time. In 

addition, Airbus added within the 

limitation in the service bulletin not to 

interchange or replace actuators on 

more than two hydraulic circuits at the 

same time; therefore, it does not need to 

be included in the Airbus A300 AMM. 

We have made no change to the AD in 

this regard. 

UPS also asks for clarification of 

whether the NPRM is establishing a 

55,750 flight-hour life limit on every 

Smiths spoiler actuator installed having 

affected part numbers, or whether the 

intention is to maintain one hydraulic 

circuit with spoiler actuators that do not 

exceed 55,750 total flight hours. 

We acknowledge the commenter’s 

concern and provide the following 

clarification. As specified in paragraph 

(f)(4) of this AD, each airplane must 

continue to have at least one hydraulic 

circuit fitted with spoiler actuators that 

do not exceed 55,750 total flight hours. 

We have made no change to the AD in 

this regard. 

Explanation of Change to Applicability 

We have revised the applicability in 

paragraph (c) of this final rule to 

identify model designations as 

published in the most recent type 

certificate data sheet for the affected 

models. 

Explanation of Change to Reporting 

Requirement 

This final rule does not include the 

reporting requirement specified in 

paragraph (1) of the MCAI. The MCAI 

carried this requirement forward from 

European Aviation Safety Agency 

(EASA) Airworthiness Directive 2007– 

0245, dated September 5, 2007. We 

previously determined that no action 

was required on our part regarding 

EASA AD 2007–0245. Therefore, we 

have removed the reporting requirement 

specified in paragraph (g)(3) of this AD. 

Conclusion 

We reviewed the available data, 

including the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously. 

We determined that these changes will 

not increase the economic burden on 

any operator or increase the scope of the 

AD. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 

We might also have required different 

actions in this AD from those in the 

MCAI in order to follow our FAA 

policies. Any such differences are 

highlighted in a NOTE within the AD. 


pwalker on DSK8KYBLC1PROD with RULES
Federal Register / Vol. 74, No. 206 / Tuesday, October 27, 2009 / Rules and Regulations 55115 

Costs of Compliance 

We estimate that this AD will affect 

135 products of U.S. registry. We also 

estimate that it will take about 8 workhours per product to comply with the 

basic requirements of this AD. The 

average labor rate is $80 per work-hour. 

Required parts will cost about $32,000 

per product. Where the service 

information lists required parts costs 

that are covered under warranty, we 

have assumed that there will be no 

charge for these parts. As we do not 

control warranty coverage for affected 

parties, some parties may incur costs 

higher than estimated here. Based on 

these figures, we estimate the cost of 

this AD to the U.S. operators to be 

$4,406,400, or $32,640 per product. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this AD will not 

have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); and 

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains the NPRM, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Operations office (telephone 

(800) 647–5527) is in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after receipt. 

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: 

2009–21–12 Airbus: Amendment 39–16051. 

Docket No. FAA–2008–0979; Directorate 

Identifier 2008–NM–079–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective December 1, 2009. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Airbus Model A300 

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

B4–622R, F4–605R, F4–622R, C4–605R 

Variant F airplanes, all serial numbers, 

certificated in any category; on which Smith 

spoiler actuators having part number (P/N) 

P376A0002–05, –06, –07, or –09, or P/N 

P725A0001–00 are installed. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 27: Flight controls. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

Further to initial qualification tests of the 

spoiler actuators currently installed in 

position No. 3 to 7 on A300–600 and A300– 

600ST aircraft fleet, a life limit [of 55,750 

flight hours] has been defined by the actuator 

manufacturer. Initially, this life limit had no 

repercussions, as it was situated well beyond 

the initial Design Service Goal (DSG) of the 

aircraft. However, due to the Extended 

Service Goal (ESG) activities, the spoiler 

actuator life limit can be reached in service, 

and therefore the spoiler actuators must be 

replaced before exceeding this limit. 

In order to mitigate the risk to have aircraft 

on which the three hydraulic circuits would 

be impacted by affected spoiler actuators, 

which could result in the loss of 

controllability of the aircraft, this 

Airworthiness Directive (AD) requires actions 

to ensure that at least the level of safety of 

one hydraulic circuit will be restored within 

an acceptable timeframe. 

EASA AD 2007–0245, issued on 05 

September 2007 as an interim action, is 

superseded by the present [EASA] AD. 

Corrective actions include replacing the 

spoiler actuator with a serviceable unit. 

Actions and Compliance 

(f) Unless already done: Within 700 flight 

hours after the effective date of this AD, do 

the following actions. 

(1) Identify the total flight hours 

accumulated on each spoiler actuator at 

positions 3 through 7 on the left- and righthand sides of the airplane (FIN 22CP/23CP, 

24CP/25CP, 26CP/27CP, 60CP/61CP, and 

62CP/63CP), in accordance with the 

Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A300–27A6062, 

dated July 6, 2007. 

Note 1: Smiths Service Information Letters 

SIL 27–01, dated June 2007; and SIL 27–02, 

dated May 2007; may be used as additional 

sources of guidance to identify the total flight 

hours accumulated on each spoiler actuator. 

(2) For airplanes on which the status of any 

spoiler actuator is unknown (unknown 

number of accumulated flight hours, 

unknown date of manufacture, and/or 

unknown serial number) the actuator must be 

considered as having exceeded 55,750 total 

flight hours. 

(3) For airplanes on which all three 

hydraulic circuits have a spoiler actuator that 

has accumulated or exceeds 55,000 total 

flight hours: Before the accumulation of 

55,750 total flight hours or within 700 flight 

hours after the effective date of this AD, 

whichever occurs later, on at least one 

hydraulic circuit, interchange the spoiler 

actuator with a serviceable unit from another 

hydraulic circuit, or replace the spoiler 

actuator with a serviceable unit, in 

accordance with the Accomplishment 

Instructions of Airbus Mandatory Service 

Bulletin A300–27–6060, dated February 18, 

2008. 

(4) For airplanes on which the actions 

required by paragraph (f)(1) of this AD, and, 

as applicable, paragraph (f)(3) of this AD 

have been accomplished, each airplane must 

continue to have at least one hydraulic 

circuit fitted with spoiler actuators that do 

not exceed 55,750 total flight hours. 

Note 2: For the purposes of this AD, a 

serviceable unit is a unit that has 

accumulated less than 55,750 flight hours. 

(5) The operator must not interchange or 

replace spoiler actuators on more than two 


pwalker on DSK8KYBLC1PROD with RULES
55116 Federal Register / Vol. 74, No. 206 / Tuesday, October 27, 2009 / Rules and Regulations 

hydraulic circuits at the same time. This will 

mitigate the risk of having a malfunction on 

the three hydraulic systems at the same time. 

FAA AD Differences 

Note 3: This AD differs from the MCAI 

and/or service information as follows: 

This AD does not include the reporting 

requirement specified in paragraph (1) of the 

MCAI. The MCAI carried this requirement 

forward from European Aviation Safety 

Agency (EASA) Airworthiness Directive 

2007–0245, dated September 5, 2007. We 

previously determined that no action was 

required on our part regarding EASA AD 

2007–0245. 

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 inspector (PI) in the 

FAA Flight Standards District Office (FSDO), 

or lacking a PI, your local FSDO. 

(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. 

Related Information 

(h) Refer to MCAI EASA Airworthiness 

Directive 2008–0058, dated March 20, 2008; 

and Airbus Mandatory Service Bulletin 

A300–27–6060, dated February 18, 2008; and 

Airbus Mandatory Service Bulletin A300– 

27A6062, dated July 6, 2007; for related 

information. 

Material Incorporated by Reference 

(i) You must use Airbus Mandatory Service 

Bulletin A300–27–6060, excluding Appendix 

1, dated February 18, 2008; and Airbus 

Mandatory Service Bulletin A300–27A6062, 

excluding Appendix 1, dated July 6, 2007; 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–EAW 

(Airworthiness Office), 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

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

93 44 51; e-mail: account.airwortheas@airbus.com; Internet http:// 

www.airbus.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221 or 425–227–1152. 

(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 October 

7, 2009. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E9–24938 Filed 10–26–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0324; Directorate 

Identifier 2008–NM–186–AD; Amendment 

39–16039; AD 2009–21–02] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300 B4–601, B4–603, B4–605R, B4– 

620, B4–622, B4–622R, F4–605R, F4– 

622R, and C4–605R Variant F Series 

Airplanes Equipped With Simmonds 

Precision Products, Inc., Fuel Quantity 

Indicating System Sensors and In-Tank 

Harnesses Installed in Accordance 

With Supplemental Type Certificate 

(STC) ST00092BO 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Airbus model series airplanes listed 

above. This AD requires revising the 

Airworthiness Limitations Section of 

the Instructions for Continuing 

Airworthiness to incorporate new fuel 

system limitations for airplanes 

modified in accordance with 

Supplemental Type Certificate (STC) 

ST00092BO. This AD also requires a 

general visual inspection for tank unit 

separation and compensator separation 

of the center, inner, and outer fuel 

tanks, and trim fuel tanks of the tank 

units, and corrective actions if 

necessary. This AD results from fuel 

system reviews conducted by the 

manufacturer. We are issuing this AD to 

prevent a potential of ignition sources 

inside fuel tanks, which in combination 

with flammable fuel vapors, could result 

in a fuel tank fire or explosion and 

consequent loss of the airplane. 

DATES: This AD is effective December 1, 

2009. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of December 1, 2009. 

ADDRESSES: For service information 

identified in this AD, contact Goodrich 

Corporation, Sensors and Integrated 

Systems (Formerly Fuel and Utility 

Systems), 100 Panton Road, Vergennes, 

Vermont 05491–1008; telephone 802– 

877–4476; e-mail sis.techpubsvt@goodrich.com; Internet http:// 

www.goodrich.com/TechPubs. 

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: 

Marc Ronell, Aerospace Engineer, ANE– 

150, FAA, Boston Aircraft Certification 

Office, 12 New England Executive Park, 

Burlington, Massachusetts 01803; 

telephone (781) 238–7776; fax (781) 

238–7170. 

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 

certain Airbus Model A300 B4–601, B4– 

603, B4–605R, B4–620, B4–622, B4– 

622R, F4–605R, F4–622R, and C4–605R 

Variant F series airplanes. That NPRM 

was published in the Federal Register 

on April 9, 2009 (74 FR 16152). That 

NPRM proposed to require revising the 

Airworthiness Limitations Section 

(ALS) of the Instructions for Continuing 

Airworthiness to incorporate new fuel 

system limitations for airplanes 

modified in accordance with 

Supplemental Type Certificate (STC) 

ST00092BO. That NPRM also proposed 

to require a general visual inspection for 

tank unit separation and compensator 

separation of the center, inner, and 

outer fuel tanks, and trim fuel tanks of 


pwalker on DSK8KYBLC1PROD with RULES