55236 Federal Register / Vol. 70, No. 182 / Wednesday, September 21, 2005 / Rules and Regulations 

Effective Date 

(a) This AD becomes effective October 6, 

2005. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to all BAE Systems 

(Operations) Limited Model HS 748 series 2A 

and series 2B airplanes, certificated in any 

category. 

Unsafe Condition 

(d) This AD results from a report that 

pintle pins could be installed in an incorrect 

manner during maintenance without 

maintenance personnel being aware (or 

having feedback) that the pin was installed 

incorrectly. The FAA is issuing this AD to 

prevent jamming or collapse of the nose 

landing gear (NLG), which could result in 

damage to the airplane structure or injury to 

passengers or crew. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Modifying the Undercarriage of the Nose 

Landing Gear 

(f) Within 64 months after the effective 

date of this AD, modify the undercarriage of 

the NLG in accordance with the 

Accomplishment Instructions of BAE 

Systems (Operations) Limited Service 

Bulletin HS748–32–104, dated April 9, 2002. 

Alternative Methods of Compliance 

(AMOCs) 

(g) The Manager, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, has the authority to approve AMOCs 

for this AD, if requested in accordance with 

the procedures found in 14 CFR 39.19. 

Related Information 

(h) British airworthiness directive 003–04–

2002 also addresses the subject of this AD. 

Material Incorporated by Reference 

(i) You must use BAE Systems (Operations) 

Limited Service Bulletin HS748–32–104, 

dated April 9, 2002, to perform the actions 

that are required by this AD, unless the AD 

specifies otherwise. The Director of the 

Federal Register approved the incorporation 

by reference of this document in accordance 

with 5 U.S.C. 552(a) and 1 CFR part 51. 

Contact British Aerospace Regional Aircraft 

American Support, 13850 Mclearen Road, 

Herndon, Virginia 20171, for a copy of this 

service information. You may review copies 

at the Docket Management Facility, U.S. 

Department of Transportation, 400 Seventh 

Street SW., room PL–401, Nassif Building, 

Washington, DC; on the Internet at http:// 

dms.dot.gov; or at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at the 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 

September 9, 2005. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 05–18521 Filed 9–20–05; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2005–22452; Directorate 

Identifier 2001–NM–336–AD; Amendment 

39–14277; AD 2005–19–12] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A330–301, –321, –322, –341, and –342 

Airplanes; and Model A340–200 and 

A340–300 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

Airbus Model A330–301, –321, –322, 

–341, and –342 airplanes; and Model 

A340–200 and A340–300 series 

airplanes. This AD requires repetitive 

inspections for cracks of the inboard 

lower flange and radius of the left- and 

right-hand outboard floor beams at 

frame (FR) 48, and related investigative 

and corrective actions if necessary. This 

AD also provides an optional 

terminating action for the repetitive 

inspections. This AD results from 

reports that cracks were found during 

fatigue tests at the attachment between 

the canted lower flange of the floor 

beam and the pressure diaphragm in 

front of FR48 on both left- and righthand floor beams; and that an additional 

crack was found in the flange radius of 

the floor beam. We are issuing this AD 

to detect and correct such cracking, 

which could propagate and result in 

reduced structural integrity of the 

fuselage. 

DATES: Effective October 6, 2005. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of October 6, 2005. 

We must receive comments on this 

AD by November 21, 2005. 

ADDRESSES: Use one of the following 

addresses to submit comments on this 

AD. 

• DOT Docket Web site: Go to http:// 

dms.dot.gov and follow the instructions 

for sending your comments 

electronically. 

• Government-wide rulemaking Web 

site: Go to http://www.regulations.gov 

and follow the instructions for sending 

your comments electronically. 

• Mail: Docket Management Facility; 

U.S. Department of Transportation, 400 

Seventh Street SW., Nassif Building, 

Room PL–401, Washington, DC 20590. 

• Fax: (202) 493–2251. 

• Hand Delivery: Room PL–401 on 

the plaza level of the Nassif Building, 

400 Seventh Street SW., Washington, 

DC, between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

Contact Airbus, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France, 

for service information identified in this 

AD. 

You may examine the contents of the 

AD docket on the Internet at http:// 

dms.dot.gov, or in person at the Docket 

Management Facility, U.S. Department 

of Transportation, 400 Seventh Street 

SW., Room PL–401, Washington, DC. 

This docket number is FAA–2005–

22452; the directorate identifier for this 

docket is 2001–NM–336–AD. 

FOR FURTHER INFORMATION CONTACT: Tim 

Backman, Aerospace Engineer, ANM–

116, International Branch, FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington 

98055–4056; telephone (425) 227–2797; 

fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

Although this is a final rule that was 

not preceded by notice and an 

opportunity for public comment, we 

invite you to submit any relevant 

written data, views, or arguments 

regarding this AD. Include ‘‘Docket No. 

FAA–2005–22452; Directorate Identifier 

2001–NM–336–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of the AD. We will consider all 

comments received by the closing date 

and may amend the AD in light of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

dms.dot.gov, including any personal 

information you provide. We will also 

post a report summarizing each 

substantive verbal contact with FAA 

personnel concerning this AD. Using the 

search function of that Web site, anyone 

can find and read the comments in any 

of our dockets, including the name of 

the individual who sent the comment 

(or signed the comment on behalf of an 

association, business, labor union, etc.). 

You may review the DOT’s complete 

Federal Register / Vol. 70, No. 182 / Wednesday, September 21, 2005 / Rules and Regulations 55237 

Privacy Act Statement in the Federal 

Register published on April 11, 2000 

(65 FR 19477–78), or you may visit 

http://dms.dot.gov. 

Examining the Docket 

You may examine the AD docket on 

the Internet at http://dms.dot.gov, or in 

person at the Docket Management 

Facility office between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. The Docket 

Management Facility office (telephone 

(800) 647–5227) is located on the plaza 

level of the Nassif Building at the DOT 

street address stated in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after the Docket 

Management System receives them. 

Discussion 

The Direction Ge ́ne ́rale de l’Aviation 

Civile (DGAC), which is the 

airworthiness authority for France, 

notified us that an unsafe condition may 

exist on certain Airbus Model A330–

301, –321, –322, –341, and –342 

airplanes; and Model A340–200 and 

A340–300 series airplanes. The DGAC 

advises that cracks were found during 

fatigue tests at the attachment between 

the canted lower flange of the floor 

beam and the pressure diaphragm in 

front of frame (FR) 48 on both left- and 

right-hand floor beams. The cracks 

extended between two fasteners close to 

FR48 on the canted lower flange of the 

floor beam. In addition, another crack 

was found in the flange radius of the 

floor beam. Further investigation 

revealed that the cracks resulted from 

excessive bending of the canted lower 

flange of the floor beam. Fatigue cracks 

could propagate from one fastener to 

another. This condition, if not corrected, 

could result in reduced structural 

integrity of the fuselage. 

Relevant Service Information 

Airbus has issued Service Bulletin 

A330–53–3014, Revision 05, dated June 

20, 2003 (for Model A330–301, –321, 

–322, –341, and –342 airplanes); and 

Service Bulletin A340–53–4022, 

Revision 05, dated June 16, 2003 (for 

Model A340–200 and A340–300 series 

airplanes). The service bulletins 

describe procedures for doing repetitive 

high-frequency eddy current (HFEC) 

inspections for cracks of the inboard 

lower flange and radius of the left- and 

right-hand outboard floor beams at 

FR48. The service bulletins also 

describe procedures for reporting 

inspection findings to Airbus. If no 

cracks are found during an HFEC 

inspection, the service bulletins specify 

that operators repeat the inspection. If 

any crack is found during any HFEC 

inspection, the service bulletins give 

procedures for related investigative and 

corrective actions as follows: 

• For cracks at the radius, the service 

bulletins specify that operators should 

contact Airbus for repair instructions 

before further flight. 

• For cracks at the flange, the service 

bulletins specify that operators should 

measure the total length of the crack. If 

the crack is within certain limits, the 

service bulletins give procedures for 

stop-drilling the crack before further 

flight, and for repairing the crack within 

500 flight cycles after the stop-drilling 

by installing stainless steel doublers 

under the floor beams. If the crack is 

outside certain limits, the service 

bulletins specify that operators should 

contact Airbus for repair instructions 

before further flight. 

Accomplishing the actions specified 

in the service information is intended to 

adequately address the unsafe 

condition. The DGAC mandated the 

service information and issued French 

airworthiness directives 2001–506(B), 

dated October 17, 2001, and 2001–

507(B), dated October 17, 2001, to 

ensure the continued airworthiness of 

these airplanes in France. 

Airbus has also issued Service 

Bulletins A330–53–3013, Revision 03 

dated December 23, 1999 (for Model 

A330–301, –321, –322, –341, and –342 

airplanes); and Service Bulletin A340–

53–4021, Revision 05, dated January 27, 

2003 (for Model A340–200 and A340–

300 series airplanes). These service 

bulletins provide an optional 

terminating action for the repetitive 

inspections of the inboard lower flange. 

The terminating action is installing new 

stainless steel doublers under the floor 

beam to limit the bending movement of 

the canted lower flange. The installation 

involves removing certain fasteners and 

doing a rotating probe inspection for 

cracks of the fastener holes. If any crack 

is found, the service bulletins specify 

contacting Airbus for repair 

instructions. 

FAA’s Determination and Requirements 

of This AD 

These airplane models are 

manufactured in France and are type 

certificated for operation in the United 

States under the provisions of section 

21.29 of the Federal Aviation 

Regulations (14 CFR 21.29) and the 

applicable bilateral airworthiness 

agreement. Pursuant to this bilateral 

airworthiness agreement, the DGAC has 

kept the FAA informed of the situation 

described above. We have examined the 

DGAC’s findings, evaluated all pertinent 

information, and determined that we 

need to issue an AD for products of this 

type design that are certificated for 

operation in the United States. 

Therefore, we are issuing this AD to 

detect and correct cracks between the 

canted lower flange of the floor beam 

and the pressure diaphragm in front of 

FR48 on both left- and right-hand floor 

beams; and cracks in the flange radius 

of the floor beam; which could 

propagate and result in reduced 

structural integrity of the fuselage. This 

AD requires accomplishing the actions 

specified in the service information 

described previously, except as 

discussed under ‘‘Differences Among 

the AD, the French Airworthiness 

Directives, and the Service Bulletins.’’

Operators should note that, in 

consonance with the findings of the 

DGAC, this proposed AD allows 

operators to continue the repetitive 

inspections instead of doing the 

terminating action. Additionally, in 

certain cases, operators that detect 

cracking may defer the repair for a 

specified period of time. In making 

these determinations, we consider that, 

in the case of this AD, long-term 

continued operational safety is 

adequately assured by doing the 

repetitive inspections to detect cracking 

before it represents a hazard to the 

airplane, and by doing repairs within 

the specified time limits. 

Differences Among the AD, the French 

Airworthiness Directives, and the 

Service Bulletins 

The applicability of the French 

airworthiness directives excludes 

airplanes on which Airbus Service 

Bulletin A330–53–3013 or A340–53–

4021 was accomplished in service. 

However, we have not excluded those 

airplanes in the applicability of this AD; 

rather, this AD includes a requirement 

to accomplish the actions specified in 

those service bulletins. This 

requirement will ensure that the actions 

specified in the applicable service 

bulletin and required by this AD are 

accomplished on all affected airplanes. 

Operators must continue to operate the 

airplane in the configuration required 

by this AD unless an alternative method 

of compliance is approved. This 

difference has been coordinated with 

the DGAC. 

The French airworthiness directives 

specify a compliance time based on the 

time ‘‘since new.’’ However, this AD 

specifies a compliance time after the 

date of issuance of the original standard 

airworthiness certificate or the date of 

issuance of the original export 

certificate of airworthiness. This 

decision is based on our determination 

that ‘‘since new’’ may be interpreted 

differently by different operators. We 

55238 Federal Register / Vol. 70, No. 182 / Wednesday, September 21, 2005 / Rules and Regulations 

find that our proposed terminology is 

generally understood within the 

industry and records will always exist 

that establish these dates with certainty. 

The service bulletins specify that you 

may contact the manufacturer for 

instructions on how to repair certain 

conditions, but this AD would require 

you to repair those conditions using a 

method that we or the DGAC (or its 

delegated agent) approve. In light of the 

type of repair that would be required to 

address the unsafe condition, and 

consistent with existing bilateral 

airworthiness agreements, we have 

determined that, for this AD, a repair 

we, or the DGAC, approve would be 

acceptable for compliance with this AD. 

Although the Accomplishment 

Instructions of Airbus Service Bulletins 

A330–53–3014, Revision 05, and A340–

53–4022, Revision 05, provide 

procedures for reporting certain 

information to the manufacturer, this 

AD would not require those actions. 

Clarification of Optional Terminating 

Action 

The service bulletins describe 

procedures for installing a stainless steel 

doubler, which is an optional 

terminating action for the repetitive 

inspections of both the inboard lower 

flange and the radius. The manufacturer 

has determined that the crack in the 

radius is a direct consequence of the 

load re-distribution following cracking 

of the fastener holes. The stainless steel 

doubler reinforces the area of the 

fastener holes. 

Costs of Compliance 

None of the airplanes affected by this 

action are on the U.S. Register. All 

airplanes affected by this AD are 

currently operated by non-U.S. 

operators under foreign registry; 

therefore, they are not directly affected 

by this AD action. However, we 

consider this AD necessary to ensure 

that the unsafe condition is addressed if 

any affected airplane is imported and 

placed on the U.S. Register in the future. 

The following table provides the 

estimated costs to comply with this AD 

for any affected airplane that might be 

imported and placed on the U.S. 

Register in the future. 

ESTIMATED COSTS

Action Work 

hours 

Average labor 

rate per hour 

Parts 

cost 

Cost per 

airplane 

HFEC inspection, per inspection cycle ........................... 2 $65 None ................. $130, per inspection cycle. 

Optional terminating action ............................................. 18 65 $1,930 .............. $3,100. 

FAA’s Determination of the Effective 

Date 

No airplane affected by this AD is 

currently on the U.S. Register. 

Therefore, providing notice and 

opportunity for public comment is 

unnecessary before this AD is issued, 

and this AD may be made effective in 

less than 30 days after it is published in 

the Federal Register. 

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 have 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 that the 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 AD and placed it in the AD docket. 

See the ADDRESSES section for a location 

to examine the regulatory evaluation. 

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 Federal Aviation 

Administration (FAA) amends § 39.13 

by adding the following new 

airworthiness directive (AD): 

2005–19–12 Airbus: Amendment 39–14277. 

Docket No. FAA–2005–22452; 

Directorate Identifier 2001–NM–336–AD. 

Effective Date 

(a) This AD becomes effective October 6, 

2005. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Airbus Model A330–

301, –321, –322, –341, and –342 airplanes; 

and Model A340–211, –212, –213, –311, 

–312, and –313 airplanes; certificated in any 

category; on which Airbus Modification 

42418 has not been accomplished in 

production. 

Unsafe Condition 

(d) This AD results from reports that cracks 

were found during fatigue tests at the 

attachment between the canted lower flange 

of the floor beam and the pressure diaphragm 

in front of frame (FR) 48 on both left- and 

right-hand floor beams; and that an 

additional crack was found in the flange 

radius of the floor beam. The FAA is issuing 

this AD to detect and correct such cracking, 

Federal Register / Vol. 70, No. 182 / Wednesday, September 21, 2005 / Rules and Regulations 55239 

which could propagate and result in reduced 

structural integrity of the fuselage. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Repetitive Inspections 

(f) At the applicable times in paragraph 

(f)(1) or (f)(2) of this AD: Do high-frequency 

eddy current inspection for cracks of the 

inboard lower flange and radius of the lefthand and right-hand outboard floor beams at 

FR48. Do all inspections in accordance with 

the Accomplishment Instructions of the 

applicable service bulletin in Table 1 of this 

AD. Doing the action in paragraph (h) of this 

AD terminates the repetitive inspection 

requirements of this paragraph. 

(1) For Airbus Model A330–301, –321, 

–322, –341, and –342 airplanes: Do the first 

inspection before the accumulation of 8,400 

flight cycles since the date of issuance of the 

original standard airworthiness certificate or 

the date of issuance of the original export 

certificate of airworthiness, or within 6 

months after the effective date of this AD, 

whichever occurs later; and repeat the 

inspection thereafter at intervals not to 

exceed 3,860 total flight cycles or 15,050 

flight hours, whichever occurs earlier. 

(2) For Airbus Model A340–211, –212, 

–213, –311, –312, and –313 airplanes: Do the 

first inspection before the accumulation of 

the earlier of 9,200 flight cycles or 70,000 

flight hours since the date of issuance of the 

original standard airworthiness certificate or 

the date of issuance of the original export 

certificate of airworthiness, or within 6 

months after the effective date of this AD, 

whichever occurs later; and repeat the 

inspection thereafter at intervals not to 

exceed 3,070 flight cycles. 

TABLE 1.—SERVICE BULLETINS

For airbus model— Airbus service bulletin—

A330–301, –321, –322, –341, and –342 airplanes ........................................................... A330–53–3014, Revision 05, dated June 20, 2003. 

A340–211, –212, –213, –311, –312, and –313 airplanes ................................................. A340–53–4022, Revision 05, dated June 16, 2003. 

Related Investigative and Corrective Actions 

(g) If any crack is found during any 

inspection required by paragraph (f) of this 

AD: Do the applicable actions in paragraph 

(g)(1) and (g)(2) of this AD. 

(1) For cracks at the radius: Before further 

flight, repair the crack according to a method 

approved by either the Manager, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA; or the Direction 

Gea ́nea ́rale de l’Aviation Civile (DGAC) (or 

its delegated agent). 

(2) For cracks at the flange: Before further 

flight, measure the total length of the crack 

and do the applicable action in paragraph 

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

(i) If the crack is less than 12 mm (0.472 

inch) in length: Before further flight, stopdrill the crack and, within 500 flight cycles 

after stop-drilling the crack, do the action in 

paragraph (h) of this AD. 

(ii) If the crack is greater than or equal to 

12 mm (0.472 inch) in length: Before further 

flight, repair the crack according to a method 

approved by either the Manager, 

International Branch, ANM–116; or the 

Direction Gea ́nea ́rale de l’Aviation Civile 

(DGAC) (or its delegated agent). 

Optional Terminating Action 

(h) Installing a stainless steel doubler in 

accordance with Airbus Service Bulletin 

A330–53–3013, Revision 03, December 23, 

1999; or Airbus Service Bulletin A340–53–

4021, Revision 05, dated January 27, 2003; as 

applicable; terminates the repetitive 

inspection requirements of paragraph (f) of 

this AD. If any crack is found during this 

installation while doing the rotating probe 

inspection of the fastener holes: Before 

further flight, repair the crack according to a 

method approved by either the Manager, 

International Branch, ANM–116; or the 

DGAC (or its delegated agent). 

No Reporting Required 

(i) Although the Accomplishment 

Instructions of the service bulletins identified 

in Table 1 of this AD describe procedures for 

reporting certain information to the 

manufacturer, this AD would not require 

those actions. 

Alternative Methods of Compliance 

(AMOCs) 

(j) The Manager, International Branch, 

ANM–116, has the authority to approve 

AMOCs for this AD, if requested in 

accordance with the procedures found in 14 

CFR 39.19. 

Related Information 

(k) French airworthiness directives 2001–

506(B) and 2001–507(B), both dated October 

17, 2001, also address the subject of this AD. 

Material Incorporated by Reference 

(l) You must use the service information 

identified in Table 2 of this AD to perform 

the actions that are required by this AD, 

unless the AD specifies otherwise. The 

Director of the Federal Register approved the 

incorporation by reference of these 

documents in accordance with 5 U.S.C. 

552(a) and 1 CFR part 51. Contact Airbus, 1 

Rond Point Maurice Bellonte, 31707 Blagnac 

Cedex, France, for a copy of this service 

information. You may review copies at the 

Docket Management Facility, U.S. 

Department of Transportation, 400 Seventh 

Street SW., Room PL–401, Nassif Building, 

Washington, DC; on the Internet at http:// 

dms.dot.gov; or at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at the NARA, call (202) 741–6030, 

or go to http://www.archives.gov/federalregister/cfr/ibr-locations.html. 

TABLE 2.—MATERIAL INCORPORATED

BY REFERENCE

Service 

Bulletin 

Revision 

level Date 

A330–53–3013 03 December 23, 

1999. 

A330–53–3014 05 June 20, 2003. 

A340–53–4021 05 January 27, 

2003. 

A340–53–4022 05 June 16, 2003. 

Issued in Renton, Washington, on 

September 9, 2005. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 05–18522 Filed 9–20–05; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2005–20347; Directorate 

Identifier 2004–NM–226–AD; Amendment 

39–14284; AD 2005–19–19] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 737–300, –400, –500, –600, –700, 

–700C, –800 and –900 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

Boeing Model 737–300, –400, –500, 

–600, –700, –700C, –800 and –900 series 

airplanes. This AD requires installing an 

updated version of the operational 

program software (OPS) and certain 

other software in the flight management 

computers (FMCs); and doing 

configuration checks to ensure that 

certain software is properly installed 

and doing other specified actions. This 

AD also requires reinstalling software, if 

necessary. This AD results from one 

operator reporting FMC map shifts on 

several Model 737–400 series airplanes 

with dual FMCs, using OPS version 

U10.4A. We are issuing this AD to 

prevent the FMC from displaying the