Federal Register / Vol. 75, No. 71 / Wednesday, April 14, 2010 / Rules and Regulations 19207 

Directorate, 1601 Lind Avenue SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(5) 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 March 

25, 2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–7801 Filed 4–13–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0282; Directorate 

Identifier 2009–NM–140–AD; Amendment 

39–16262; AD 2010–08–07] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

340–500 and –600 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

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: 

Following successive ECAM [electronic 

centralized aircraft monitoring] warnings 

during the approach phase, just after the 

landing gear extension sequence and an 

uneventful landing, the maintenance 

inspection on an Airbus A340 has revealed 

a hydraulic leak that was caused by the 

failure of the Yellow high pressure (HP) 

hydraulic pipe supplying the back-up Nose 

Wheel Steering (NWS) which runs along the 

lower part of the avionic bay from frame 17 

to frame 20. 

This leak resulted in the loss of the Yellow 

hydraulic system and contamination of the 

avionics bay with sprayed hydraulic fluid. 

This condition, if not detected and 

corrected, could result in an ingestion of 

hydraulic fluid in the electrical connectors, 

which could generate an arcing phenomenon 

and, if sufficient energy is provided by the 

arcing, lead to an ignition source, which 

would be an unsafe condition. 

* * * * * 

This AD requires actions that are 

intended to address the unsafe 

condition described in the MCAI. 

DATES: This AD becomes effective April 

29, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of April 29, 2010. 

We must receive comments on this 

AD by June 1, 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. 

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 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: 

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 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2009–0130, 

dated June 23, 2009 (referred to after 

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

condition for the specified products. 

The MCAI states: 

Following successive ECAM [electronic 

centralized aircraft monitoring] warnings 

during the approach phase, just after the 

landing gear extension sequence and an 

uneventful landing, the maintenance 

inspection on an Airbus A340 has revealed 

a hydraulic leak that was caused by the 

failure of the Yellow high pressure (HP) 

hydraulic pipe supplying the back-up Nose 

Wheel Steering (NWS) which runs along the 

lower part of the avionic bay from frame 17 

to frame 20. 

This leak resulted in the loss of the Yellow 

hydraulic system and contamination of the 

avionics bay with sprayed hydraulic fluid. 

This condition, if not detected and 

corrected, could result in an ingestion of 

hydraulic fluid in the electrical connectors, 

which could generate an arcing phenomenon 

and, if sufficient energy is provided by the 

arcing, lead to an ignition source, which 

would be an unsafe condition. 

This AD requires the repetitive [detailed] 

inspection [for damage (e.g., chafing)] of the 

Yellow HP hydraulic line from frame 17 to 

the elbow connection near frame 20, the 

application of the associated corrective 

actions, as necessary, and the repetitive 

performance of a bleeding of the NWS system 

to verify the correct installation and 

condition of the HP hydraulic line. 

Required actions also include a detailed 

inspection for missing or damaged Pclamps including their grommets. 

Corrective actions include replacing 

damaged or missing P-clamp grommets 

and replacing P-clamps. If any P-clamp 

grommet is found missing or damaged, 

inspecting the hydraulic pipe under 

damaged P-clamps for chafing is 

required. You may obtain further 

information by examining the MCAI in 

the AD docket. 

Relevant Service Information 

Airbus has issued All Operators Telex 

A340–29A5014, dated October 14, 2008. 

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 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 issuing this 

AD because we evaluated all pertinent 

information and determined the unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

There are no products of this type 

currently registered in the United States. 

However, this rule is necessary to 

ensure that the described unsafe 

condition is addressed if any of these 


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19208 Federal Register / Vol. 75, No. 71 / Wednesday, April 14, 2010 / Rules and Regulations 

products are placed on the U.S. Register 

in the future. 

Differences Between the 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 FAA policies. 

Any such differences are highlighted in 

a NOTE within the AD. 

FAA’s Determination of the Effective 

Date 

Since there are currently no domestic 

operators of this product, notice and 

opportunity for public comment before 

issuing this AD are unnecessary. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety, and 

we did not precede it by notice and 

opportunity for public comment. We 

invite you to send any written relevant 

data, views, or arguments about this AD. 

Send your comments to an address 

listed under the ADDRESSES section. 

Include ‘‘Docket No. FAA–2010–0282; 

Directorate Identifier 2009–NM–140– 

AD’’ at the beginning of your comments. 

We specifically invite comments on the 

overall regulatory, economic, 

environmental, and energy aspects of 

this AD. We will consider all comments 

received by the closing date and may 

amend this AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this AD. 

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. 

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: 

2010–08–07 Airbus: Amendment 39–16262. 

Docket No. FAA–2010–0282; Directorate 

Identifier 2009–NM–140–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective April 29, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to all Airbus Model 

A340–541 and –642 airplanes, certificated in 

any category, all manufacturer serial 

numbers. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 29: Hydraulic power. 

Reason 

(e) The mandatory continued airworthiness 

information (MCAI) states: 

Following successive ECAM [electronic 

centralized aircraft monitoring] warnings 

during the approach phase, just after the 

landing gear extension sequence and an 

uneventful landing, the maintenance 

inspection on an Airbus A340 has revealed 

an hydraulic leak that was caused by the 

failure of the Yellow high pressure (HP) 

hydraulic pipe supplying the back-up Nose 

Wheel Steering (NWS) which runs along the 

lower part of the avionic bay from frame 17 

to frame 20. 

This leak resulted in the loss of the Yellow 

hydraulic system and contamination of the 

avionics bay with sprayed hydraulic fluid. 

This condition, if not detected and 

corrected, could result in an ingestion of 

hydraulic fluid in the electrical connectors, 

which could generate an arcing phenomenon 

and, if sufficient energy is provided by the 

arcing, lead to an ignition source, which 

would be an unsafe condition. 

This AD requires the repetitive [detailed] 

inspection [for damage (e.g., chafing)] of the 

Yellow HP hydraulic line from frame 17 to 

the elbow connection near frame 20, the 

application of the associated corrective 

actions, as necessary, and the repetitive 

performance of a bleeding of the NWS system 

to verify the correct installation and 

condition of the HP hydraulic line. 

Required actions also include a detailed 

inspection for missing or damaged P-clamps 

including their grommets. Corrective actions 

include replacing damaged or missing Pclamp grommets and replacing P-clamps. If 

any P-clamp grommet is found missing or 

damaged, inspecting the hydraulic pipe 

under damaged P-clamps for chafing is 

required. 

Actions and Compliance 

(f) Unless already done, do the following 

actions. 

(1) At the applicable time specified in 

paragraph (f)(1)(i) or (f)(1)(ii) of this AD: 

Perform a detailed inspection for missing or 

damaged P-clamps, including their 

grommets, in accordance with the 

instructions of Airbus All Operators Telex 

A340–29A5014, dated October 14, 2008. 

(i) If the airplane has accumulated 1,000 

total flight cycles or more as of the effective 

date of this AD: Within 100 flight cycles after 

the effective date of this AD. 

(ii) If the airplane has accumulated fewer 

than 1,000 total flight cycles as of the 

effective date of this AD: Within 250 flight 

cycles after the effective date of this AD. 

(2) If any P-clamp grommet is found 

missing or damaged during the inspection 

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

Perform a detailed inspection of the 


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Federal Register / Vol. 75, No. 71 / Wednesday, April 14, 2010 / Rules and Regulations 19209 

hydraulic pipe under the damaged P-clamp 

for signs of damage (including bulging and 

chafing) in accordance with the instructions 

of Airbus All Operators Telex A340– 

29A5014, dated October 14, 2008. If the 

damage exceeds the applicable tolerance 

specified in paragraph (f)(2)(i) and (f)(2)(ii) of 

this AD, repair before further flight in 

accordance with Airbus All Operators Telex 

A340–29A5014, dated October 14, 2008. 

Note 1: Guidance on repairing damage to 

the hydraulic pipe under the damaged Pclamp as specified in paragraph (f)(2) of this 

AD is in AMM Task 20–23–11 of the Airbus 

A340–600 Aircraft Maintenance Manual. 

(i) For sharp-bottomed damage: 0.033 mm 

(0.001 inch) maximum depth. 

(ii) For round-bottomed damage: 0.066 mm 

(0.003 inch) maximum depth. 

(3) If any P-clamp or grommet is found 

missing or damaged during the inspection 

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

further flight, replace the P-clamp, in 

accordance with the instructions of Airbus 

All Operators Telex A340–29A5014, dated 

October 14, 2008. 

(4) At the applicable time specified in 

paragraph (f)(4)(i) or (f)(4)(ii) of this AD: 

Perform a detailed inspection to detect 

damage (including bulging and chafing) of 

the yellow high pressure hydraulic line from 

frame 17 to the elbow connection near frame 

20, in accordance with the instructions of 

Airbus All Operators Telex A340–29A5014, 

dated October 14, 2008. If any damage is 

detected, before further flight, repair the 

pipeline in accordance with the instructions 

of Airbus All Operators Telex A340– 

29A5014, dated October 14, 2008. 

Note 2: Guidance on repairing damage to 

the hydraulic pipe under the damaged Pclamp as specified in paragraph (f)(2) of this 

AD is in Task 20–23–11 of the Airbus A340– 

600 Aircraft Maintenance Manual. 

(i) If the airplane has accumulated 1,000 

total flight cycles or more as of the effective 

date of this AD: Within 100 flight cycles after 

the effective date of this AD. 

(ii) If the airplane has accumulated fewer 

than 1,000 total flight cycles as of the 

effective date of this AD: Within 250 flight 

cycles after the effective date of this AD. 

(5) At the same time as accomplishing the 

actions required by paragraphs (f)(1) and 

(f)(4) of this AD: Perform a bleeding of the 

nose wheel steering system, in accordance 

with the instructions of Airbus All Operators 

Telex A340–29A5014, dated October 14, 

2008. 

(6) Repeat the inspection required by 

paragraphs (f)(1) and (f)(4) of this AD and the 

bleeding of the nose wheel steering system 

required by paragraph (f)(5) of this AD at 

intervals not to exceed 500 flight cycles. 

(7) At the applicable time in paragraph 

(f)(7)(i) or (f)(7)(ii) of this AD, submit a report 

of the findings (both positive and negative) 

of the inspections required by paragraphs 

(f)(1) and (f)(4) of this AD to Airbus Customer 

Services, Engineering and Technical Support, 

ATTN: Mr. C. DUPHIL, SEEL4, 1 Rond Point 

Maurice Bellonte, 31707 Blagnac Cedex, 

France; telephone: +33/(0)5 61 93 40 05; fax: 

+33/(0)5 61 67 19 12 05; e-mail: 

christophe.duphil@airbus.com. 

(i) If the inspection was done on or after 

the effective date of this AD: Submit the 

report within 30 days after the inspection. 

(ii) If the inspection was done before the 

effective date of this AD: Submit the report 

within 30 days after the effective date of this 

AD. 

FAA AD Differences 

Note 3: This AD differs from the MCAI 

and/or service information as follows: 

Although the MCAI does not tell you to 

submit information to Airbus, paragraph 

(f)(7) of this AD specifies that such submittal 

is required. 

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 2009–0130, dated June 23, 2009; 

and Airbus All Operators Telex A340– 

29A5014, dated October 14, 2008; for related 

information. 

Material Incorporated by Reference 

(i) You must use Airbus All Operators 

Telex A340–29A5014, dated October 14, 

2008, to do the actions required by this AD, 

unless the AD specifies otherwise. (The issue 

date of Airbus All Operators Telex A340– 

29A5014 is indicated only on the first page 

of the document.) 

(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; telephone +33 

5 61 93 36 96; 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. 

(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 April 1, 

2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–8180 Filed 4–13–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0056; Directorate 

Identifier 2009–CE–051–AD; Amendment 

39–16259; AD 2010–08–04] 

RIN 2120–AA64 

Airworthiness Directives; British 

Aerospace Regional Aircraft Model 

HP.137 Jetstream Mk.1, Jetstream 

Series 200, Jetstream Series 3101, and 

Jetstream Model 3201 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) for 

the products listed above. This AD 

results from mandatory continuing 

airworthiness information (MCAI) 

issued by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

Cracks have been found in the NLG 

steering jack piston rod adjacent to the eyeend. This was caused by excessive torque 

which had been applied to the eye-end 

during assembly of the unit. Severe cracking, 

if not detected and corrected, can cause the 

jack to fail during operation, which may lead 

to loss of directional control of the aeroplane 

during critical phases of take-off and landing. 


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