Federal Register / Vol. 75, No. 18 / Thursday, January 28, 2010 / Rules and Regulations 4477 

Harness manufacturer Seat harness P/N 

P/N 17912–03–00 (Eurocopter P/N 704A41210106). 

On Sicma two-seat benches with the following P/Ns: 

P/N 17920–02–00 (Eurocopter P/N 704A41210104). 

P/N 17920–03–00 (Eurocopter P/N 704A41210107). 

P/N 504729–401–2251 on rear bench seats (all P/Ns). 

Note: Embodiment of MOD 332V080169 

can be checked visually by verifying that no 

blanking plug is fitted on the 5th attachment 

point of the buckle plus verifying that aircraft 

records indicate the blanking plug has been 

removed by following MOD 332V080169. 

Reason 

(d) The mandatory continuing 

airworthiness information (MCAI) states: 

‘‘Recently, a report was received concerning 

the discovery of fragments of a plastic 

blanking plug (fitted to the harness belt 

buckle 5th attachment point) inside a seat 

harness belt buckle. Over time, this blanking 

plug hardens and becomes brittle. This 

condition, if not corrected, can lead to failure 

of the plug and fragments being caught inside 

the buckle, causing interference and 

preventing the belt from being released 

during an emergency evacuation of the 

aircraft.’’ 

Actions and Compliance 

(e) Required as indicated, unless 

accomplished previously, do the following: 

(1) Within 30 days, pry out the blanking 

plug from each seat harness belt buckle. 

(2) If the removed blanking plug has 

deteriorated (fragmented), before further 

flight, replace the belt buckle with an 

airworthy belt buckle without a plastic 

blanking plug. Do this replacement as 

depicted in Figures 7 and 8 for the ‘‘AM– 

SAFE’’ belt buckle and Figure 9 for the 

‘‘SCHROTH’’ belt buckle of Eurocopter 

Emergency Alert Service Bulletin (ASB) No. 

01.00.72 for the Model AS332L1 and L2 and 

ASB No. 04A003 for the Model EC225LP 

helicopters, both dated April 15, 2008. To 

replace a belt buckle, follow the 

Accomplishment Instructions, paragraph 

2.B.2.b. of ASB 01.00.72 or ASB 04A003, 

both dated April 15, 2008, as applicable to 

your model helicopter, except this AD does 

not require you to return the harness belt 

buckle to the manufacturer. 

(i) Conduct a buckle fastening release test 

to ensure the buckle works correctly. 

(ii) Inspect the positioning of the seat 

harness belt on the buckle to assure that it 

is as depicted in Figure 6 of the ASB, as 

applicable to your model helicopter. 

(3) If the blanking plug has not 

deteriorated, return the buckle to service 

without the blanking plug. 

Note: This modifies the buckle to be 

airworthy without the blanking plug. 

Differences Between This AD and the MCAI 

AD 

(f) This AD does not require you to return 

the harness belt buckle to the manufacturer. 

Also, we use a compliance time of 30 days 

rather than 1 month. 

Other Information 

(g) The Manager, Safety Management 

Group, FAA, ATTN: George Schwab, 

Aviation Safety Engineer, Rotorcraft 

Directorate, Fort Worth, Texas 76137, 

telephone (817) 222–5114, fax (817) 222– 

5961 has the authority to approve AMOCs for 

this AD, if requested, using the procedures 

found in 14 CFR 39.19. 

Related Information 

(h) European Aviation Safety Agency 

(EASA) AD No. 2008–0075, dated April 22, 

2008, contains related information. 

Joint Aircraft System/Component (JASC) 

Code 

(i) JASC Code 2500: Cabin Equipment & 

Furnishings. 

Material Incorporated by Reference 

(j) You must use the specified portions of 

Eurocopter Emergency Alert Service Bulletin 

No. 01.00.72 for the Model AS332L1 and L2 

helicopters and No. 04A003 for the Model 

EC225LP helicopters, both dated April 15, 

2008, to do the actions required. 

(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 American Eurocopter 

Corporation, 2701 Forum Drive, Grand 

Prairie, TX 75053–4005, telephone (972) 

641–3460, fax (972) 641–3527, or at http:// 

www.eurocopter.com. 

(3) You may review copies at the FAA, 

Rotorcraft Directorate, Fort Worth, Texas 

76137; or at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

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

to: http://www.archives.gov/federal-register/ 

cfr/ibr-locations.html. 

Issued in Fort Worth, Texas, on November 

24, 2009. 

Lance T. Gant, 

Acting Manager, Rotorcraft Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–1515 Filed 1–27–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0782; Directorate 

Identifier 2009–NM–011–AD; Amendment 

39–16181; AD 2010–02–10] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A330–201, –202, –203, –223, –243, 

–301, –302, –303, –321, –322, –323, 

–341, –342, and –343 Series Airplanes; 

Model A340–211, –212, –213, –311, 

–312, and –313 Series Airplanes; and 

Model A340–541 and –642 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: 

During a scheduled maintenance 

inspection on the MLG [main landing gear], 

the bogie stop pad was found deformed and 

cracked. Upon removal of the bogie stop pad 

for replacement, the bogie beam was also 

found cracked. 

* * * * * 

A second bogie beam crack has 

subsequently been found on another aircraft, 

located under a bogie stop pad which only 

had superficial paint damage. 

This condition, if not detected and 

corrected, could result in the aircraft 

departing the runway or to the bogie 

detaching from the aircraft or gear collapses, 

which would all constitute unsafe conditions 

at speeds above 30 knots. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

March 4, 2010. The Director of the 

Federal Register approved the 

incorporation by reference of certain 

publications listed in this AD as of 

March 4, 2010. 


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4478 Federal Register / Vol. 75, No. 18 / Thursday, January 28, 2010 / Rules and Regulations 

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: 

Vladimir Ulyanov, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1138; fax (425) 227–1149. 

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 4, 2009 (74 FR 

45781). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

During a scheduled maintenance 

inspection on the MLG [main landing gear], 

the bogie stop pad was found deformed and 

cracked. Upon removal of the bogie stop pad 

for replacement, the bogie beam was also 

found cracked. 

Laboratory investigation indicates that an 

overload event has occurred and no fatigue 

propagation of the crack was evident. An 

investigation is still underway to establish 

the root cause of this overload. 

A second bogie beam crack has 

subsequently been found on another aircraft, 

located under a bogie stop pad which only 

had superficial paint damage. 

This condition, if not detected and 

corrected, could result in the aircraft 

departing the runway or to the bogie 

detaching from the aircraft or gear collapses, 

which would all constitute unsafe conditions 

at speeds above 30 knots. 

As a precautionary measure, this AD 

requires detailed inspections under the bogie 

stop pad of both MLG bogie beams and, in 

case deformation or damage is detected, to 

apply the associated repair. 

The one-time inspections consist of the 

following: 

• Inspection for corrosion and 

damage to the paint and cadmium plate 

of the sliding piston subassembly. 

• Inspection for cracking and 

deformation of the top and bottom 

surfaces and bolt holes of the bogie stop 

pad subassembly and bracket. 

• Inspection for cracking, corrosion, 

and damage to protective treatments, 

and deformation of the bogie beam 

surface of the bogie beam subassembly 

where the bogie stop pad subassembly 

has been removed, and a magnetic 

particle non-destructive test inspection 

of the bogie beam assembly where the 

bogie stop pad subassembly has been 

removed. 

Corrective actions include repairing 

protective treatments, removing 

corrosion, and replacing the bogie stop 

pad if necessary. For airplanes on which 

a crack or deformation in the bogie 

beam is found, corrective actions 

include contacting Messier-Dowty 

Limited and/or Airbus for instructions 

for repair, and repairing before further 

flight. 

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. 

Correction of Labor Estimate 

Air Transport Association (ATA), on 

behalf of its member Northwest Airlines 

(NWA), states that the labor estimates 

are significantly underestimated in the 

proposed AD. NWA states that the 

NPRM estimate of 2 work-hours should 

be revised to specify 18 work-hours, 

based on work-hours listed in the 

vendor service bulletins. 

We agree that the labor estimates are 

underestimated. The service bulletins 

cited in the proposed AD call for a total 

of 4 work-hours, but only to get access. 

The Airbus service bulletins refer to the 

vendor service bulletins for inspection 

time and repair. The vendor service 

bulletins identify up to 8 work-hours 

per bogie beam for a total of up to 16 

work-hours for the inspection per 

airplane. However, we have not 

included the time to perform oncondition actions, such as repair. The 

‘‘Cost of Compliance’’ section has been 

changed accordingly. 

Clarification of Compliance Times and 

Affected Airplanes 

The ATA, on behalf of its member 

NWA, states that clarification of the 

compliance time is needed in 

paragraphs (f)(1)(ii), (f)(1)(iii), and 

(f)(1)(iv) of the proposed AD. Where the 

paragraphs specify time or flight cycles 

on the new or overhauled bogie beam, 

the operator proposes to refer to the 

time or flight cycles from the 

installation date of the new or 

overhauled bogie beam in service. 

We agree and have made changes to 

paragraphs (f)(1)(ii), (f)(1)(iii), and 

(f)(1)(iv) of this AD accordingly. Similar 

changes have been made to paragraphs 

(f)(1)(v) and (f)(1)(vi) of this AD. 

Explanation of Changes Made To This 

AD 

We have revised this AD to identify 

the legal name of the manufacturer as 

published in the most recent type 

certificate data sheet for the affected 

airplane models. 

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. 

Costs of Compliance 

We estimate that this AD will affect 

52 products of U.S. registry. We also 

estimate that it will take about 16 workhours per product to comply with the 

basic requirements of this AD. The 

average labor rate is $80 per work-hour. 

Based on these figures, we estimate the 

cost of this AD to the U.S. operators to 

be $66,560, or $1,280 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 


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Federal Register / Vol. 75, No. 18 / Thursday, January 28, 2010 / Rules and Regulations 4479 

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: 

2010–02–10 AIRBUS: Amendment 39– 

16181. Docket No. FAA–2009–0782; 

Directorate Identifier 2009–NM–011–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective March 4, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Airbus Model A330– 

201, –202, –203, –223, –243, –301, –302, 

–303, –321, –322, –323, –341, –342, and –343 

series airplanes; Model A340–211, –212, 

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

Model A340–541 and –642 airplanes; all 

serial numbers; certificated in any category. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 32: Landing gear. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

During a scheduled maintenance 

inspection on the MLG [main landing gear], 

the bogie stop pad was found deformed and 

cracked. Upon removal of the bogie stop pad 

for replacement, the bogie beam was also 

found cracked. 

Laboratory investigation indicates that an 

overload event has occurred and no fatigue 

propagation of the crack was evident. An 

investigation is still underway to establish 

the root cause of this overload. 

A second bogie beam crack has 

subsequently been found on another aircraft, 

located under a bogie stop pad which only 

had superficial paint damage. 

This condition, if not detected and 

corrected, could result in the aircraft 

departing the runway or to the bogie 

detaching from the aircraft or gear collapses, 

which would all constitute unsafe conditions 

at speeds above 30 knots. 

As a precautionary measure, this AD 

requires detailed inspections under the bogie 

stop pad of both MLG bogie beams and, in 

case deformation or damage is detected, to 

apply the associated repair. 

Actions and Compliance 

(f) Unless already done, do the following 

actions. 

(1) At the applicable compliance time 

specified in paragraph (f)(1)(i), (f)(1)(ii), 

(f)(1)(iii), (f)(1)(iv), (f)(1)(v), or (f)(1)(vi) of this 

AD, perform one-time detailed inspections of 

both main landing gear bogie beams in the 

region of the bogie stop pad for detection of 

deformation and damage, and apply the 

applicable corrective actions, in accordance 

with instructions defined in the Airbus 

mandatory service bulletins listed in Table 1 

of this AD, as applicable. Do all applicable 

corrective actions before further flight. 

(i) Airplanes with 22 months or less and 

2,500 flight cycles or less from the first flight 

with the original bogie beam as of the 

effective date of this AD: Not earlier than 

2,500 flight cycles or 22 months on the 

original bogie beam, whichever occurs first, 

but not later than 40 months from first flight. 

(ii) Airplanes with 22 months or less and 

2,500 flight cycles or less from the 

installation date of a new bogie beam in 

service as of the effective date of this AD: Not 

earlier than 2,500 flight cycles or 22 months 

from the installation date of the new bogie 

beam, whichever occurs first, but no later 

than 40 months from the installation date of 

a new bogie beam in service. 

(iii) Airplanes with 22 months or less and 

2,500 flight cycles or less from the 

installation date of an overhauled bogie beam 

in service as of the effective date of this AD: 

Not earlier than 2,500 flight cycles or 22 

months from the installation date of the 

overhauled bogie beam in service, whichever 

occurs first, but no later than 40 months from 

the installation date of the overhauled bogie 

beam in service. 

(iv) Airplanes with more than 22 months 

or more than 2,500 flight cycles from the first 

flight with the original bogie beam, as of the 

effective date of this AD: Within 18 months 

after the effective date of this AD. 

(v) Airplanes with more than 22 months or 

more than 2,500 flight cycles from the 

installation date of a new bogie beam in 

service, as of the effective date of this AD: 

Within 18 months after the effective date of 

this AD. 

(vi) Airplanes with more than 22 months 

or more than 2,500 flight cycles from the 

installation date of an overhauled bogie beam 

in service, as of the effective date of this AD: 

Within 18 months after the effective date of 

this AD. 

TABLE 1—SERVICE BULLETINS

For model— Use Airbus Mandatory Service 

Bulletin— Dated— 

A330–201, –202, –203, –223, –243, –301, –302, –303, –321, –322, –323, –341, 

–342, –343 series airplanes.

A330–32–3220 ...................................... October 10, 2008. 

A340–211, –212, –213, –311, –312, –313 series airplanes .................................. A340–32–4264 ...................................... October 10, 2008. 

A340–541, –642 airplanes ...................................................................................... A340–32–5087 ...................................... October 10, 2008. 


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4480 Federal Register / Vol. 75, No. 18 / Thursday, January 28, 2010 / Rules and Regulations 

(2) Report the results of the inspection 

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

including no findings, to Airbus, Customer 

Services Directorate, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex France; Attn: 

SEDCC1 Technical Data and Documentation 

Services; Fax (+33) 5 61 93 28 06; e-mail 

sb.reporting@airbus.com; at the applicable 

time specified in paragraph (f)(2)(i) or 

(f)(2)(ii) of this AD. 

(i) If the inspection is done on or after the 

effective date of this AD: Submit the report 

within 30 days after the inspection. 

(ii) If the inspection was accomplished 

prior to the effective date of this AD: Submit 

the report within 30 days after the effective 

date of this AD. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(g) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, 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: Vladimir 

Ulyanov, Aerospace Engineer, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA, 1601 Lind Avenue, SW., 

Renton, Washington 98057–3356; telephone 

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

using any approved AMOC on any airplane 

to which the AMOC applies, notify your 

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 

(h) Refer to MCAI European Aviation 

Safety Agency (EASA) Airworthiness 

Directive 2008–0223, dated December 15, 

2008, and the Airbus mandatory service 

bulletins listed in Table 1 of this AD, for 

related information. 

Material Incorporated by Reference 

(i) You must use the service information 

contained in Table 2 of this AD, as 

applicable, to do the actions required by this 

AD, unless the AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Airbus SAS—Airworthiness 

Office—EAL, 1 Rond Point Maurice Bellonte, 

31707 Blagnac Cedex, France; fax +33 5 61 

93 45 80; e-mail airworthiness.A330- 

A340@airbus.com; Internet http:// 

www.airbus.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221 or 425–227–1152. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

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

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

code_of_federal_regulations/ 

ibr_locations.html. 

TABLE 2—MATERIAL INCORPORATED

BY REFERENCE

Airbus Mandatory 

Service Bulletin— Dated— 

A330–32–3220 ............. October 10, 2008. 

A340–32–4264 ............. October 10, 2008. 

A340–32–5087 ............. October 10, 2008. 

Issued in Renton, Washington, on January 

14, 2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–1277 Filed 1–27–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0912; Directorate 

Identifier 2009–NM–047–AD; Amendment 

39–16182; AD 2010–02–11] 

RIN 2120–AA64 

Airworthiness Directives; BAE 

Systems (Operations) Limited Model 

BAe 146 and Avro 146–RJ 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: 

Reports have been received of finding 

corrosion at the Frame 29 wing-to-fuselage 

attachment lug plate joint. This condition, if 

not detected and corrected, could result in a 

degradation of the structural integrity of 

Frame 29 and the wing-to-fuselage 

attachment. 

* * * * * 

The unsafe condition is degradation of 

the structural integrity of Frame 29 and 

the wing-to-fuselage attachment, which 

could result in loss of control of the 

airplane. We are issuing this AD to 

require actions to correct the unsafe 

condition on these products. 

DATES: This AD becomes effective 

March 4, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of March 4, 2010. 

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: 

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: 

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 October 19, 2009 (74 FR 

53433). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

Reports have been received of finding 

corrosion at the Frame 29 wing-to-fuselage 

attachment lug plate joint. This condition, if 

not detected and corrected, could result in a 

degradation of the structural integrity of 

Frame 29 and the wing-to-fuselage 

attachment. 

The current method of inspecting the 

Frame 29 wing-to-fuselage attachment lug 

plate joint for corrosion is not considered 

adequate for finding corrosion in this 

particular area. 

To address this concern, BAE Systems 

(Operations) Limited has published 

Inspection Service Bulletin ISB.53–213, 

which replaces current Maintenance Review 

Board Report Structurally Significant Items 

Task 53–20–103 (equal to Maintenance 


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