38058 Federal Register / Vol. 75, No. 126 / Thursday, July 1, 2010 / Proposed Rules 

Unsafe Condition 

(e) This AD results from reports of loose, 

cracked, or missing fasteners in the aft mount 

support fitting of the left and right engines. 

The Federal Aviation Administration is 

issuing this AD to prevent loose, cracked, or 

missing fasteners in the engine aft support 

mount fitting, which could lead to separation 

of the support fitting from the pylon, and 

could result in separation of the engine from 

the airplane. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Replacement and Inspection 

(g) Except as required by paragraph (i) of 

this AD, at the applicable time specified in 

paragraph 1.E. ‘‘Compliance’’ of Boeing Alert 

Service Bulletin MD90–54A003, Revision 2, 

dated February 12, 2010: Replace the upper 

row of fasteners (Row A) of the support 

fittings of the left and right engine aft mounts 

with new fasteners, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD90–54A003, Revision 2, 

dated February 12, 2010. Repeat the 

replacement thereafter at intervals not to 

exceed 10,000 flight cycles. 

(h) Concurrently with any replacement 

required by paragraph (g) of this AD: Perform 

a general visual inspection for defects of the 

lower row fasteners (Row B) of the support 

fittings of the left and right engine aft 

mounts, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD90–54A003, Revision 2, 

dated February 12, 2010. Defects include 

missing, loose, and damaged fasteners. 

(1) If no defect is found during any general 

visual inspection required by paragraph (h) 

of this AD, before further flight, insert a 

0.0015-inch feeler gauge between the washer 

and the structure, or between the fastener 

head and structure, as applicable, to detect a 

gap condition, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD90–54A003, Revision 2, 

dated February 12, 2010. A gap condition is 

a defect identified in any location where the 

feeler gauge can slip completely between a 

washer or a fastener head and the structure. 

(i) If no defect is found during any gap 

check required by paragraph (h)(1) of this 

AD, before further flight, apply torque to the 

fasteners of the lower row (Row B) to 

determine if there is a defect, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin MD90–54A003, 

Revision 2, dated February 12, 2010. A defect 

is any fastener that turns with the application 

of the specified torque. If any defect is found, 

before further flight, replace all clearance fit 

fasteners in the lower row (Row B), in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD90–54A003, Revision 2, dated February 

12, 2010. 

(ii) If any defect is found during any gap 

check required by paragraph (h)(1) of this 

AD, before further flight, replace all clearance 

fit fasteners in the lower row (Row B), in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD90–54A003, Revision 2, dated February 

12, 2010. 

(2) If any defect is found during any 

general visual inspection required by 

paragraph (h) of this AD, before further flight, 

replace all clearance fit fasteners in the lower 

row (Row B), in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin MD90–54A003, Revision 2, 

dated February 12, 2010. 

Exception to Service Bulletin Compliance 

Times 

(i) Where Boeing Alert Service Bulletin 

MD90–54A003, Revision 2, dated February 

12, 2010, specifies a compliance time after 

the original issue date on the service bulletin, 

this AD requires compliance within the 

specified compliance time after the effective 

date of this AD. 

Credit for Actions Accomplished in 

Accordance With Previous Service 

Information 

(j) Replacements and inspections 

accomplished before the effective date of this 

AD in accordance with Boeing Alert Service 

Bulletin MD90–54A003, Revision 1, dated 

November 17, 2009, are considered 

acceptable for compliance with the 

corresponding actions required by this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(k)(1) The Manager, Los Angeles Aircraft 

Certification Office (ACO), 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: Roger 

Durbin, Aerospace Engineer, Airframe 

Branch, ANM–120L, FAA, Los Angeles ACO, 

3960 Paramount Boulevard, Lakewood, 

California 90712–4137; telephone (562) 627– 

5233; fax (562) 627–5210. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. The AMOC approval letter must 

specifically reference this AD. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Los Angeles 

ACO to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane and 14 

CFR 25.571, Amendment 45, and the 

approval must specifically refer to this AD. 

Issued in Renton, Washington, on June 23, 

2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–15988 Filed 6–30–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0642; Directorate 

Identifier 2007–NM–332–AD] 

RIN 2120–AA64 

Airworthiness Directives; BAE 

Systems (Operations) Limited Model 

BAe 146 and Avro 146–RJ 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: 

* * * [F]uel leaks and failed fasteners 

[have been reported] in the region of the rear 

spar root joint attachment fitting at wing rib 

2. * * * 

* * * * * 

The unsafe condition is stress corrosion 

failures in the region of the rear spar 

root joint attachment fitting at wing rib 

2, which could lead to reduced 

structural integrity of the wing, and 

consequent reduced controllability of 

the airplane. 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 August 16, 2010. 

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 BAE Systems 

(Operations) Limited, Customer 

Information Department, Prestwick 

WReier-Aviles on DSKGBLS3C1PROD with PROPOSALS

Federal Register / Vol. 75, No. 126 / Thursday, July 1, 2010 / Proposed Rules 38059 

International Airport, Ayrshire, KA9 

2RW, Scotland, United Kingdom; 

telephone +44 1292 675207; facsimile 

+44 1292 675704; e-mail 

RApublications@baesystems.com; 

Internet http://www.baesystems.com/ 

Businesses/RegionalAircraft/index.htm. 

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. 

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: 

Todd Thompson, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1175; fax (425) 227–1149. 

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–2010–0642; Directorate Identifier 

2007–NM–332–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 2007–0270 R1, 

dated November 7, 2007 (referred to 

after this as ‘‘the MCAI’’), to correct an 

unsafe condition for the specified 

products. The MCAI states: 

British Aerospace originally issued Service 

Bulletin (SB) 57–033 in 1989 to detect fuel 

leaks and failed fasteners in the region of the 

rear spar root joint attachment fitting at wing 

rib 2. Accomplishment of this SB was 

mandated by the [Civil Aviation Authority] 

CAA United Kingdom AD 044–09–89. 

Revisions 1 through 7 of this SB were 

introduced to inspect pre mod HCM01447A 

standard installations for fuel leaks and loose 

or broken bolts. Modification HCM01447A 

introduced tension bolts in the attachment 

fitting instead of the previous Hi-Lok bolts. 

Revision 8 of the SB introduced inspection 

instructions for post modification 

HCM01447A installations because fuel tank 

leaks and failed fasteners have subsequently 

been found on aircraft post modification 

HCM01447A. Inspections of the post-mod 

HCM01447A standard are required to 

maintain the structural integrity of the wing. 

BAE Systems has now published SB 57–033 

Revision 9 that specifies additional, calendartime based, inspection criteria to control the 

stress corrosion failures of the pre and post 

modification HCM01447A installations. 

EASA AD 2007–0270 supersedes CAA UK 

AD 044–09–89 and requires the 

accomplishment of inspections and 

corrective actions, as necessary, in 

accordance with BAE Systems SB 57–033 

Revision 9. 

This [EASA] AD [2007–0270 R1] is revised 

to clarify that the calendar compliance times 

are to be counted from the effective date, not 

from the SB issue date. 

The unsafe condition is stress corrosion 

failures in the region of the rear spar 

root joint attachment fitting at wing rib 

2, which could lead to reduced 

structural integrity of the wing, and 

consequent reduced controllability of 

the airplane. Required actions include a 

general inspection to identify the type of 

bolt and nut at each location, external 

inspections of the bolt installation of the 

fuel tanks, related investigative actions, 

and corrective actions, as applicable. 

The general inspection includes 

identifying the type of bolt and nut at 

each location. 

External inspections of the bolt 

installation include: 

• Visually inspecting for proper nut 

installation, nut seating, and fuel 

seepage. 

• Checking for gaps between the 

fitting and wing structure. 

• Checking the nuts with a suitable 

torque spanner to the specifications in 

the torque figures shown in Table 2. of 

the Accomplishment Instructions of 

BAE Systems (Operations) Limited 

Inspection Service Bulletin ISB.57–033, 

Revision 9, dated October 10, 2006, if 

Hi-Loks are installed, and 

• Doing either an ultrasonic 

inspection for damaged bolts or torque 

check of the tension bolts. 

Related investigative actions include: 

• Inspecting the condition of the 

sealant at and around all rear spar root 

joint attachment bolts. 

• Checking the bolt for damage or 

evidence of the nut being tightened to 

the end of the thread. 

• Examining the wear pattern on the 

seating surfaces of the bolt and nut to 

determine if the bolt and nut have been 

evenly seated on the structure. 

• Visually inspecting bolt hole and 

surrounding area for damage, and 

• Confirming that the hole edge 

radius on the forward face of the rear 

spar complies with the specifications in 

Table 4 of the Accomplishment 

Instructions of BAE Systems 

(Operations) Limited Inspection Service 

Bulletin ISB.57–033, Revision 9, dated 

October 10, 2006. 

Corrective actions include either 

replacing the bolt, or repairing the 

defect in accordance with approved 

repair data from BAE Systems. 

You may obtain further information 

by examining the MCAI in the AD 

docket. 

Relevant Service Information 

BAE Systems (Operations) Limited 

has issued Inspection Service Bulletin 

ISB.57–033, Revision 9, dated October 

10, 2006. The actions described in this 

service information are intended to 

correct the unsafe condition identified 

in the MCAI. 

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 

WReier-Aviles on DSKGBLS3C1PROD with PROPOSALS

38060 Federal Register / Vol. 75, No. 126 / Thursday, July 1, 2010 / Proposed Rules 

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 1 product of U.S. registry. 

We also estimate that it would take 

about 3 work-hours per product to 

comply with the basic requirements of 

this proposed AD. The average labor 

rate is $85 per work-hour. Based on 

these figures, we estimate the cost of the 

proposed AD on U.S. operators to be 

$255. 

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: 

BAE Systems (Operations) Limited: Docket 

No. FAA–2010–0642; Directorate 

Identifier 2007–NM–332–AD. 

Comments Due Date 

(a) We must receive comments by August 

16, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to all BAE Systems 

(Operations) Limited Model BAe 146–100A, 

–200A, and –300A series airplanes, and 

Model Avro 146–RJ70A, 146–RJ85A, and 

146–RJ100A airplanes, certificated in any 

category. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 57: Wings. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

* * * [F]uel leaks and failed fasteners 

[have been reported] in the region of the rear 

spar root joint attachment fitting at wing rib 

2. * * * 

* * * * * 

The unsafe condition is stress corrosion 

failures in the region of the rear spar root 

joint attachment fitting at wing rib 2, which 

could lead to reduced structural integrity of 

the wing, and consequent reduced 

controllability of the airplane. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Actions 

(g) At the applicable time in paragraph 

(g)(1) or (g)(2) of this AD, do a general visual 

inspection to identify the type of bolt and nut 

at each location, in accordance with the 

Accomplishment Instructions of BAE 

Systems (Operations) Limited Inspection 

Service Bulletin ISB.57–033, Revision 9, 

dated October 10, 2006. 

(1) For airplanes on which neither 

Modification HCM01447A nor repair 

information leaflet (RIL) HC536H9156 (at any 

location) has been done as of the effective 

date of this AD, the compliance time for the 

inspection is at the later of the times 

specified in paragraphs (g)(1)(i) and (g)(1)(ii) 

of this AD. 

(i) Within 12 months after the effective 

date of this AD, or within 2 years after the 

last inspection done in accordance with BAE 

Systems (Operations) Limited Inspection 

Service Bulletin ISB.57–033, whichever 

occurs later, without exceeding 4,000 flight 

cycles after the last inspection. 

(ii) Within 250 flight cycles or 3 months 

after the effective date of this AD, whichever 

occurs first. 

(2) For airplanes on which either 

Modification HCM01447A or RIL 

HC536H9156 (at any location) has been done 

as of the effective date of this AD, the 

compliance time for the inspection is at the 

latest of the times specified in paragraphs 

(g)(2)(i), (g)(2)(ii), and (g)(2)(iii) of this AD. 

(i) Before the accumulation of 4,000 total 

flight cycles. 

(ii) Within 4,000 flight cycles after all bolts 

are inspected and replaced in accordance 

with BAE Systems (Operations) Limited 

Inspection Service Bulletin ISB.57–033. 

(iii) Within 12 months after the effective 

date of this AD. 

(h) At the applicable time in paragraph 

(g)(1) or (g)(2) of this AD, do detailed 

inspections of the bolt installation for proper 

nut installation, nut seating, and fuel 

seepage; a detailed inspection for gaps 

between the fitting and wing structure; if HiLoks are installed, measure the torque of the 

nuts to determine the specifications in the 

torque figures shown in Table 2. of the 

Accomplishment Instructions of BAE 

Systems (Operations) Limited Inspection 

Service Bulletin ISB.57–033, Revision 9, 

dated October 10, 2006; and either an 

ultrasonic inspection for damaged bolts or a 

torque measurement of the tension bolts to 

determine the specifications in the torque 

figures shown in Table 3. of the 

Accomplishment Instructions of BAE 

Systems (Operations) Limited Inspection 

Service Bulletin ISB.57–033, Revision 9, 

dated October 10, 2006. Do all actions in 

accordance with the Accomplishment 

Instructions of BAE Systems (Operations) 

Limited Inspection Service Bulletin ISB.57– 

033, Revision 9, dated October 10, 2006. 

(i) If, during any inspection required by 

paragraph (h) of this AD, any defect (e.g., 

evidence of fuel seepage, damaged bolts or 

WReier-Aviles on DSKGBLS3C1PROD with PROPOSALS

Federal Register / Vol. 75, No. 126 / Thursday, July 1, 2010 / Proposed Rules 38061 

low bolt torque, loose or rotating nuts, 

suspect integrity of the bolt/nut assembly, or 

gaps between the fitting and wing structure) 

is found, before further flight, do the actions 

specified in paragraphs (i)(1), (i)(2), (i)(3), 

(i)(4), and (i)(5) of this AD, in accordance 

with the Accomplishment Instructions of 

BAE Systems (Operations) Limited 

Inspection Service Bulletin ISB.57–033, 

Revision 9, dated October 10, 2006. 

(1) Do a detailed inspection of the sealant 

for cracks at and around all rear spar root 

joint attachment bolts. 

(2) Do a detailed inspection of the bolt for 

damage or evidence of the nut being 

tightened to the end of the thread. 

(3) Do a detailed inspection of the wear 

pattern on the seating surfaces of the bolt and 

nut to determine if the bolt and nut have 

been evenly seated on the structure. 

(4) Do a detailed inspection of the bolt hole 

and surrounding area for damage. 

(5) Do a detailed inspection to determine 

that the hole edge radius on the forward face 

of the rear spar meets the dimensions 

specified in Table 4 of the Accomplishment 

Instructions of BAE Systems (Operations) 

Limited Inspection Service Bulletin ISB.57– 

033, Revision 9, dated October 10, 2006. 

(j) If during any inspection required by 

paragraph (h) or (i) of this AD, any defects 

(e.g., evidence of fuel seepage, damaged bolts 

or low bolt torque, loose or rotating nuts, 

suspect integrity of the bolt/nut assembly, 

gaps between the fitting and wing structure, 

cracked sealant, bolt damage or evidence of 

the nut being tightened to the end of the 

thread, uneven seating of the bolt and nut, 

bolt hole and surrounding area damage, or 

hole edge radius out of dimensions specified 

in Table 4 of the Accomplishment 

Instructions of BAE Systems (Operations) 

Limited Inspection Service Bulletin ISB.57– 

033, Revision 9, dated October 10, 2006), is 

found, before further flight, do all applicable 

correction actions, which include either 

replacing the bolt or repairing the defect, in 

accordance with the Accomplishment 

Instructions of BAE Systems (Operations) 

Limited Inspection Service Bulletin ISB.57– 

033, Revision 9, dated October 10, 2006. 

(k) Repeat the inspections in paragraph (h) 

of this AD thereafter, at the applicable time 

specified in Table 1 of this AD, for each 

individual location. 

TABLE 1—COMPLIANCE TIMES FOR REPEAT INSPECTIONS

If the location has— Then repeat the inspection— 

A Hi-Lok bolt ............................................................................................. Within 4,000 flight cycles or 24 months, whichever occurs earlier, after 

doing the last inspection. 

A tension bolt that was not replaced during the inspections in paragraphs (h) and (i) of this AD and no defects were found.Within 8,000 flight cycles or 48 months, whichever occurs earlier, after 

doing the last inspection. 

A tension bolt that was replaced as required by paragraph (j) of this AD Within 4,000 flight cycles or 24 months, whichever occurs earlier after 

doing the replacement. 

A tension bolt that was not replaced and any defects were repaired as 

required by paragraph (j) of this AD.

Within 4,000 flight cycles or 24 months, whichever occurs earlier after 

doing the repair specified in paragraph (j) of this AD. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: 

Although BAE Systems (Operations) Limited 

Inspection Service Bulletin ISB.57–033, 

Revision 9, dated October 10, 2006, allows 

additional time to rectify the defect for the 

corrective action depending on the condition, 

this AD requires rectifying the defect before 

further flight. 

Other FAA AD Provisions 

(l) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

Send information to ATTN: Todd Thompson, 

Aerospace Engineer, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone (425) 

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

any approved AMOC on any airplane to 

which the AMOC applies, notify your 

principal maintenance inspector (PMI) or 

principal avionics inspector (PAI), as 

appropriate, or lacking a principal inspector, 

your local Flight Standards District Office. 

The AMOC approval letter must specifically 

reference this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act 

(44 U.S.C. 3501 et seq.), the Office of 

Management and Budget (OMB) has 

approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(m) Refer to MCAI European Aviation 

Safety Agency Airworthiness Directive 2007– 

0270 R1, dated November 7, 2007; and BAE 

Systems (Operations) Limited Inspection 

Service Bulletin ISB.57–033, Revision 9, 

dated October 10, 2006; for related 

information. 

Issued in Renton, Washington, on June 23, 

2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–15981 Filed 6–30–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0644; Directorate 

Identifier 2009–NM–204–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300 B4–600 Series Airplanes; Model 

A300 B4–600R Series Airplanes; Model 

A300 C4–605R Variant F Airplanes; and 

Model A300 F4–600R Series 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: 

Within the framework of the A300–600 

aircraft Service Life Extension programme 

(42 500 FC [flight cycles]), it has been 

concluded that a reinforcement of the 

junction of frame bases at FR48, FR49 and 

FR51 to FR53 is necessary to enable the 

aircraft to reach the Extended Service Goal 

(ESG). 

WReier-Aviles on DSKGBLS3C1PROD with PROPOSALS