Federal Register / Vol. 74, No. 144 / Wednesday, July 29, 2009 / Rules and Regulations 37523 

It was found one occurrence of a fuel 

booster pump circuit br[e]aker opening 

during an engine maintenance servicing. An 

inspection inside the fuel tank revealed the 

fuel booster pump[’]s electrical harness 

chafing against its body, causing the loss of 

the electrical wiring protection and resulting 

in a short circuit. Further in-tank inspections 

have showed other fuel booster pump 

electrical harnesses chafing either with the 

pump body and/or with adjacent fuel lines, 

causing damage to the harness protective 

layers and resulting * * * [in a] possible 

ignition source inside the fuel tank. 

* * * * * 

The corrective actions include revising the 

Limitations section of the airplane flight 

manual (AFM) to include a minimum fuel 

quantity, adding a minimum fuel quantity 

limitation for operation of the fuel booster 

pump, inspecting the fuel booster pump 

electrical harness of the left- and right-hand 

fuel tanks for damage, replacing any fuel 

booster pump assembly having a damaged 

electrical harness, installing clamps on the 

tank structure, and installing tie down straps 

for the fuel booster pump electrical harness. 

Actions and Compliance 

(f) Unless already done, do the following 

actions. 

(1) Within 30 days after the effective date 

of this AD, insert in the Limitations section 

of the AFM a copy of this AD or the 

following statement: 

The minimum fuel quantity inside each 

tank must be 300 kg (662 pounds) or 370 

liters (97.75 gallons). 

(2) As of the effective date of this AD, any 

fuel tank defueling or other maintenance 

action which demands use of the fuel booster 

pumps is limited to a minimum fuel quantity 

of no less than 300 kilograms (662 pounds) 

or 370 liters (97.75 gallons) inside the 

respective tank. 

(3) Within 4,000 flight hours, or 24 months, 

or at the next scheduled or unscheduled fuel 

tank opening after the effective date of this 

AD, whichever occurs first, do the following 

actions: 

(i) Inspect the fuel booster pump electrical 

harness of the left- and right-hand fuel tanks 

for damage on its external protection, in 

accordance with paragraph 3.F. (Part I) of the 

Accomplishment Instructions of Embraer 

Service Bulletin 120–28–0016, dated January 

9, 2008. If any damaged fuel booster pump 

electrical harness is found, before further 

flight, replace the affected fuel booster pump 

assembly with another fuel booster pump 

assembly bearing the same part number, in 

accordance with the Accomplishment 

Instructions of Embraer Service Bulletin 120– 

28–0016, dated January 9, 2008. 

(ii) Install clamps and tie down straps on 

the tank structure and attach each fuel 

booster pump electrical harness to the leftand right-hand fuel tanks to avoid eventual 

chafing against the pump body, adjacent fuel 

lines, structure or any other part, and to 

prevent damage to the harness protective 

layers, in accordance with paragraph 3.G. 

(Part II) of the Accomplishment Instructions 

of Embraer Service Bulletin 120–28–0016, 

dated January 9, 2008. 

(4) After complying with the actions in 

paragraphs (f)(3)(i) and (f)(3)(ii) of this AD, 

the limitations imposed by paragraphs (f)(1) 

and (f)(2) of this AD are no longer required, 

and the AFM revision required by paragraph 

(f)(1) of this AD may be removed from the 

AFM. 

FAA AD Differences 

Note: 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: Sanjay Ralhan, 

Aerospace Engineer, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone (425) 

227–1405; 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. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act, 

the Office of Management and Budget (OMB) 

has approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(h) Refer to MCAI Brazilian Airworthiness 

Directive 2008–05–01, effective June 13, 

2008; and Embraer Service Bulletin 120–28– 

0016, dated January 9, 2008; for related 

information. 

Material Incorporated by Reference 

(i) You must use Embraer Service Bulletin 

120–28–0016, dated January 9, 2008, to do 

the actions required by this AD, unless the 

AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Empresa Brasileira de 

Aeronautica S.A. (EMBRAER), Technical 

Publications Section (PC 060), Av. Brigadeiro 

Faria Lima, 2170—Putim—12227–901 Sa ̃o 

Jose dos Campos—SP—BRASIL; telephone: 

+55 12 3927–5852 or +55 12 3309–0732; fax: 

+55 12 3927–7546; e-mail: 

distrib@embraer.com.br; Internet: http:// 

www.flyembraer.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 July 13, 

2009. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E9–17534 Filed 7–28–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0211; Directorate 

Identifier 2008–NM–028–AD; Amendment 

39–15980 AD 2009–15–17] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A330–200, A330–300, A340–200, and 

A340–300 Series 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: 

* * * * * 

[B]ogie beam internal paint has been 

degraded, leading to a loss of cadmium 

plating and thus allowing development of 

corrosion pitting. 

If not corrected, this situation under higher 

speed could result in the aircraft departing 

the runway or in the bogie [beam] detaching 

from the aircraft or [main landing] gear 

collapses, which would constitute an unsafe 

condition. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

September 2, 2009. 


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37524 Federal Register / Vol. 74, No. 144 / Wednesday, July 29, 2009 / Rules and Regulations 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of September 2, 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: 

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 March 10, 2009 (74 FR 

10199). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

The operator of an A330 aircraft (which 

has a common bogie beam with the A340) 

has reported a fracture of the RH (right-hand) 

MLG (main landing gear) Bogie Beam whilst 

turning during low speed taxi maneuvers. 

The bogie [beam] fractured aft of the pivot 

point and remained attached to the sliding 

tube by the brake torque reaction rods. After 

this RH bogie [beam] failure, the aircraft 

continued for approximately 40 meters on 

the forks of the sliding member before 

coming to rest on the taxiway without any 

passenger injury. 

The preliminary investigations revealed 

that this event was due to corrosion pitting 

occurring on the bore of the bogie beam. 

Investigations are ongoing to determine why 

bogie beam internal paint has been degraded, 

leading to a loss of cadmium plating and thus 

allowing development of corrosion pitting. 

If not corrected, this situation under higher 

speed could result in the aircraft departing 

the runway or in the bogie [beam] detaching 

from the aircraft or [main landing] gear 

collapses, which would constitute an unsafe 

condition. 

To enable early detection and repair of any 

corrosion of the internal surfaces, EASA 

(European Aviation Safety Agency) AD 2007– 

0314 required a one-time inspection on all 

MLG Bogie Beams except Enhanced MLG 

Bogie Beams and the reporting of the results 

to AIRBUS. 

The Revision 1 of AD 2007–0314 aimed to 

clarify the compliance time of the inspection 

and to extend the reporting period. 

The present AD which supersedes the AD 

2007–0314R1: 

—Takes over the AD 2007–0314R1 

requirements and 

—Reduces the inspection threshold from 6 to 

4.5 years due to significant findings on the 

inspected aircraft. 

Required actions include applying 

protective treatments to the bogie beam 

and corrective actions. Corrective 

actions include repair of any damaged 

or corroded surfaces or surface 

treatments, and contacting MessierDowty for repair instructions and doing 

the repair. 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. 

Request To Revise References to the 

French Export Certificate in the NPRM 

Airbus requests that we revise the 

phrase ‘‘French export certificate of 

airworthiness’’ that is specified in 

paragraphs (f)(2), (f)(2)(i), (f)(3), and 

(f)(3)(i) of the NPRM. Airbus states that 

there is no more ‘‘French’’ export 

airworthiness certificate and states that 

it has been replaced with the EASA 

export airworthiness certificate. 

We agree to revise paragraphs (f)(2), 

(f)(2)(i), (f)(3), and (f)(3)(i) of this AD for 

the reason provided by the commenter. 

We have replaced the phrase ‘‘French 

export certificate of airworthiness’’ with 

‘‘French or EASA export certificate of 

airworthiness.’’ 

Request To Revise Compliance Time 

Specified in Paragraphs (f)(3)(i) and 

(f)(3)(ii) of the NPRM 

Airbus requests that we revise the 

compliance time specified in paragraphs 

(f)(3)(i) and (f)(3)(ii) of the NPRM to 

include the additional phrase ‘‘or at the 

next scheduled bogie beam overhaul, 

whichever occurs first.’’ 

We disagree with revising the 

compliance time, ‘‘within 18 months 

after the effective date of this AD,’’ 

specified in paragraphs (f)(3)(i) and 

(f)(3)(ii) of this AD to include the 

additional phrase. The requested change 

would shorten the compliance time for 

certain operators. In developing an 

appropriate compliance time, we 

considered the safety implications and 

normal maintenance schedules for 

timely accomplishment of the required 

actions. We determined that the 

compliance time represents an 

appropriate interval in which the 

actions required by this AD can be done, 

in a timely manner within the fleet, 

while still maintaining an adequate 

level of safety. Operators are always 

permitted to accomplish the 

requirements of an AD at a time earlier 

than the specified compliance time. If 

additional data are presented that would 

justify a shorter compliance time, we 

might consider further rulemaking on 

this issue. We have not revised this AD 

in this regard. 

New Relevant Service Information 

Airbus and Messier-Dowty have 

issued the service information described 

in the following table. 

NEW SERVICE INFORMATION

Service Bulletin Revision Date 

Airbus Mandatory Service Bulletin A330–32–3225, including Appendix 1 ................................................. 01 October 30, 2008. 

Airbus Mandatory Service Bulletin A340–32–4268, including Appendix 1 ................................................. 01 October 30, 2008. 

Messier-Dowty Service Bulletin A33/34–32–271, including Appendixes A and B ...................................... 1 November 16, 2007. 

Messier-Dowty Service Bulletin A33/34–32–272, including Appendixes A, B, C, and D ........................... 1 September 22, 2008. 

We referred to earlier revisions of the 

service bulletins in the NPRM, as 

described in the following table. 

SERVICE INFORMATION SPECIFIED IN THE NPRM 

Service Bulletin Date 

Airbus Mandatory Service Bulletin A330–32–3225, including Appendix 01 ........................................................................... November 21, 2007. 


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Federal Register / Vol. 74, No. 144 / Wednesday, July 29, 2009 / Rules and Regulations 37525 

SERVICE INFORMATION SPECIFIED IN THE NPRM—Continued 

Service Bulletin Date 

Airbus Mandatory Service Bulletin A340–32–4268, including Appendix 01 ........................................................................... November 21, 2007. 

Messier-Dowty Service Bulletin A33/34–32–271, including Appendix A ................................................................................ September 13, 2007. 

Messier-Dowty Service Bulletin A33/34–32–272, including Appendixes A, B, C, and D ....................................................... November 16, 2007. 

The new service information does not 

add work for airplanes on which the 

actions specified in the earlier revisions 

of the service bulletins have been 

accomplished. 

Revision 01 of Airbus Mandatory 

Service Bulletins A330–32–3225 and 

A340–32–4268 revises references to 

Messier-Dowty Service Bulletin A33/ 

34–32–272. We have revised paragraphs 

(f)(1) and (h) of this AD to refer to 

Revision 01 of Airbus Mandatory 

Service Bulletins A330–32–3225 and 

A340–32–4268. We have also added 

Airbus Mandatory Service Bulletins 

A330–32–3225 and A340–32–4268, both 

dated November 21, 2007, to paragraph 

(f)(6) of this AD to give credit for actions 

done in accordance with these service 

bulletins before the effective date of this 

AD. 

Revision 1 of Messier-Dowty Service 

Bulletin A33/34–32–271 provides a new 

illustration and updates the procedures. 

We have revised paragraphs (f)(5) and 

(h) of this AD to refer to Revision 1 of 

Messier-Dowty Service Bulletin A33/ 

34–32–271. We have also added 

Messier-Dowty Service Bulletin A33/ 

34–32–271, including Appendix A, 

dated September 13, 2007, to paragraph 

(f)(6) of this AD to give credit for actions 

done in accordance with that service 

bulletin before the effective date of this 

AD. 

Revision 1 of Messier-Dowty Service 

Bulletin A33/34–32–272 provides new 

illustrations and updates the 

procedures. We have revised paragraphs 

(f)(1)(i), (f)(1)(ii), and (h), and Note 1 of 

this AD to refer to Revision 1 of MessierDowty Service Bulletin A33/34–32–272. 

We have also added Messier-Dowty 

Service Bulletin A33/34–32–272, 

including Appendixes A, B, C, and D, 

dated November 16, 2007, to paragraph 

(f)(6) of this AD to give credit for actions 

done in accordance with that service 

bulletin before the effective date 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. 

Costs of Compliance 

We estimate that this AD will affect 

29 products of U.S. registry. We also 

estimate that it will take about 22 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 $51,040, or $1,760 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. 


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37526 Federal Register / Vol. 74, No. 144 / Wednesday, July 29, 2009 / Rules and Regulations 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new AD: 

2009–15–17 Airbus: Amendment 39–15980. 

Docket No. FAA–2009–0211; Directorate 

Identifier 2008–NM–028–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective September 2, 2009. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Airbus Model A330– 

200, A330–300, A340–200, and A340–300 

series airplanes; certificated in any category; 

all certified models; all serial numbers, 

except those on which Airbus modification 

54500 has been embodied in production or 

Airbus Service Bulletin A330–32–3212 has 

been embodied in service. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 32: Landing Gear. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

The operator of an A330 aircraft (which 

has a common bogie beam with the A340) 

has reported a fracture of the RH (right-hand) 

MLG (main landing gear) Bogie Beam whilst 

turning during low speed taxi maneuvers. 

The bogie [beam] fractured aft of the pivot 

point and remained attached to the sliding 

tube by the brake torque reaction rods. After 

this RH bogie [beam] failure, the aircraft 

continued for approximately 40 meters on 

the forks of the sliding member before 

coming to rest on the taxiway without any 

passenger injury. 

The preliminary investigations revealed 

that this event was due to corrosion pitting 

occurring on the bore of the bogie beam. 

Investigations are ongoing to determine why 

bogie beam internal paint has been degraded, 

leading to a loss of cadmium plating and thus 

allowing development of corrosion pitting. 

If not corrected, this situation under higher 

speed could result in the aircraft departing 

the runway or in the bogie [beam] detaching 

from the aircraft or [main landing] gear 

collapses, which would constitute an unsafe 

condition. 

To enable early detection and repair of any 

corrosion of the internal surfaces, EASA 

(European Aviation Safety Agency) AD 2007– 

0314 required a one-time inspection on all 

MLG Bogie Beams except Enhanced MLG 

Bogie Beams and the reporting of the results 

to AIRBUS. 

The Revision 1 of AD 2007–0314 aimed to 

clarify the compliance time of the inspection 

and to extend the reporting period. 

The present AD which supersedes the AD 

2007–0314R1: 

—Takes over the AD 2007–0314R1 

requirements and 

—Reduces the inspection threshold from 6 to 

4.5 years due to significant findings on the 

inspected aircraft. 

Required actions include applying protective 

treatments to the bogie beam and corrective 

actions. Corrective actions include repair of 

any damaged or corroded surfaces or surface 

treatments, and contacting Messier-Dowty for 

repair instructions and doing the repair. 

Actions and Compliance 

(f) Unless already done, do the following 

actions. 

(1) At the applicable compliance time 

specified in paragraph (f)(2) or (f)(3) of this 

AD: Clean the internal bore and perform a 

detailed visual inspection of internal surfaces 

of the MLG bogie beam (right-hand and lefthand) for any damage to the protective 

treatments or any corrosion, in accordance 

with the Accomplishment Instructions of 

Airbus Mandatory Service Bulletin A330–32– 

3225 or A340–32–4268, both Revision 01, 

both dated October 30, 2008; as applicable. 

(i) If no damage and corrosion is found, 

before further flight, apply the protective 

treatments of the bogie beam, in accordance 

with the Accomplishment Instructions of 

Messier-Dowty Service Bulletin A33/34–32– 

272, Revision 1, including Appendixes A, B, 

C, and D, dated September 22, 2008. 

(ii) If any damage or corrosion is found, 

before further flight, do all applicable 

corrective actions and apply the protective 

treatments of the bogie beam, in accordance 

with the Accomplishment Instructions of 

Messier-Dowty Service Bulletin A33/34–32– 

272, Revision 1, including Appendixes A, B, 

C, and D, dated September 22, 2008. 

(2) For airplanes with 54 months or less 

time-in-service since the date of issuance of 

the original French airworthiness certificate 

or the date of issuance of the original French 

or EASA export certificate of airworthiness as 

of the effective date of this AD: At the latest 

of the applicable times specified in 

paragraphs (f)(2)(i), (f)(2)(ii), and (f)(2)(iii) of 

this AD, do the actions required by paragraph 

(f)(1) of this AD. 

(i) Not before 54 months since the date of 

issuance of the original French airworthiness 

certificate or the date of issuance of the 

original French or EASA export certificate of 

airworthiness, but no later than 72 months 

since the date of issuance of the original 

French airworthiness certificate or the date of 

issuance of the original French or EASA 

export certificate of airworthiness. 

(ii) Not before 54 months since the 

installation of a new bogie beam in-service 

before the effective date of this AD, but no 

later than 72 months since the installation of 

a new bogie beam in-service before the 

effective date of this AD. 

(iii) Not before 54 months since the last 

overhaul of a bogie beam before the effective 

date of this AD, but no later than 72 months 

since the last overhaul of a bogie beam before 

the effective date of this AD. 

(3) For airplanes with more than 54 months 

time-in-service since the date of issuance of 

the original French airworthiness certificate 

or the date of issuance of the original French 

or EASA export certificate of airworthiness as 

of the effective date of this AD: At the 

applicable time specified in paragraph 

(f)(3)(i), (f)(3)(ii), f)(3)(iii), (f)(3)(iv), or (f)(3)(v) 

of this AD, do the actions required by 

paragraph (f)(1) of this AD. 

(i) For airplanes on which the bogie beam 

has not been replaced or overhauled since 

the date of issuance of the original French 

airworthiness certificate or the date of 

issuance of the original French or EASA 

export certificate of airworthiness as of the 

effective date of this AD: Within 18 months 

after the effective date of this AD. 

(ii) For airplanes on which the bogie beam 

has been replaced in-service with a new 

bogie beam and the new bogie beam has more 

than 54 months time-in-service as of the 

effective date of this AD: Within 18 months 

after the effective date of this AD. 

(iii) For airplanes on which the bogie beam 

has been replaced in-service with a new 

bogie beam and the new bogie beam has 54 

months or less time-in-service as of the 

effective date of this AD: Not before 54 

months since the installation of a new bogie 

beam in-service before the effective date of 

this AD, but no later than 72 months since 

the installation of a new bogie beam inservice before the effective date of this AD. 

(iv) For airplanes on which the bogie beam 

has been overhauled and the overhauled 

bogie beam has more than 54 months timein-service as of the effective date of this AD: 

Within 18 months after the effective date of 

this AD, or at the next scheduled bogie beam 

overhaul, whichever occurs first. 

(v) For airplanes on which the bogie beam 

has been overhauled and the overhauled 

bogie beam has 54 months or less time-inservice as of the effective date of this AD: Not 

before 54 months since the last overhaul of 

a bogie beam before the effective date of this 

AD, but no later than 72 months since the 

last overhaul of a bogie beam before the 

effective date of this AD. 

(4) Within 30 days after accomplishment of 

the inspection required by paragraph (f)(1) of 

this AD or within 30 days after the effective 

date of this AD, whichever occurs later, 

report the results, including no findings, to 

Airbus, 1 Rond Point Maurice Bellonte, 

31707 Blagnac Cedex, France; e-mail 

airworthiness.A330-A340@airbus.com. 

(5) Actions accomplished in accordance 

with Messier-Dowty Service Bulletin A33/ 

34–32–271, Revision 1, including 

Appendixes A and B, dated November 16, 

2007, are considered acceptable for 

compliance with the corresponding 

requirements of this AD. 

(6) Actions accomplished before the 

effective date of this AD in accordance with 

the service bulletins specified in Table 1 of 

this AD are considered acceptable for 

compliance with the corresponding 

requirements of this AD. 


sroberts on DSKD5P82C1PROD with RULES
Federal Register / Vol. 74, No. 144 / Wednesday, July 29, 2009 / Rules and Regulations 37527 

TABLE 1—CREDIT SERVICE INFORMATION

Service Bulletin Date 

Airbus Mandatory Service Bulletin A330–32–3225 ................................................................................................................. November 21, 2007. 

Airbus Mandatory Service Bulletin A340–32–4268 ................................................................................................................. November 21, 2007. 

Messier-Dowty Service Bulletin A33/34–32–271, including Appendix A ................................................................................ September 13, 2007. 

Messier-Dowty Service Bulletin A33/34–32–272, including Appendixes A, B, C, and D ....................................................... November 16, 2007. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: The 

MCAI specifies repair and corrective actions 

in accordance with Airbus Mandatory 

Service Bulletin A330–32–3225 or A340–32– 

4268, both dated November 21, 2007; 

however, these Airbus service bulletins do 

not describe those actions. Paragraphs (f)(1)(i) 

and (f)(1)(ii) of this AD specify repair and 

corrective actions in accordance with 

Messier-Dowty Service Bulletin A33/34–32– 

272, Revision 1, including Appendixes A, B, 

C, and D, dated September 22, 2008. 

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. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act, 

the Office of Management and Budget (OMB) 

has approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(h) Refer to EASA Airworthiness Directive 

2008–0093, dated May 20, 2008, and the 

service bulletins specified in Table 2 of this 

AD, for related information. 

TABLE 2—SERVICE INFORMATION

Service Bulletin Revision Date 

Airbus Mandatory Service Bulletin A330–32–3225, including Appendix 1 ................................................. 01 October 30, 2008. 

Airbus Mandatory Service Bulletin A340–32–4268, including Appendix 1 ................................................. 01 October 30, 2008. 

Messier-Dowty Service Bulletin A33/34–32–271, including Appendixes A and B ...................................... 1 November 16, 2007. 

Messier-Dowty Service Bulletin A33/34–32–272, including Appendixes A, B, C, and D ........................... 1 September 22, 2008. 

Material Incorporated by Reference 

(i) You must use the service information 

contained in Table 3 of this AD to do the 

actions required by this AD, unless the AD 

specifies otherwise. 

TABLE 3—MATERIAL INCORPORATED BY REFERENCE

Service Bulletin Revision Date 

Airbus Mandatory Service Bulletin A330–32–3225, including Appendix 1 ................................................. 01 October 30, 2008. 

Airbus Mandatory Service Bulletin A340–32–4268, including Appendix 1 ................................................. 01 October 30, 2008. 

Messier-Dowty Service Bulletin A33/34–32–271, including Appendixes A and B ...................................... 1 November 16, 2007. 

Messier-Dowty Service Bulletin A33/34–32–272, including Appendixes A, B, C, and D ........................... 1 September 22, 2008. 

(Pages identified as ‘‘intentionally blank’’ in 

the Messier-Dowty service bulletins 

identified in Table 3 of this AD are at the 

revision level and date specified in Table 3 

for those documents.) 

(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 Airbus 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. For MessierDowty service information identified in this 

AD, contact Messier Services Americas, 

Customer Support Center, 45360 Severn 

Way, Sterling, Virginia 20166–8910; 

telephone 703–450–8233; fax 703–404–1621; 

Internet https://techpubs.services.messierdowty.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 July 2, 

2009. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E9–17539 Filed 7–28–09; 8:45 am] 

BILLING CODE 4910–13–P 


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