70038 Federal Register / Vol. 70, No. 223 / Monday, November 21, 2005 / Rules and Regulations 

cycles on the thrust reverser since new or 

within 6 months after the effective date of 

this AD, whichever is later. 

Note 2: Airbus Service Bulletin A340–78–

4028, Revision 01, dated October 23, 2003, 

references Rohr Service Bulletin RA34078–

71, Revision 1, dated February 7, 2003, as an 

additional source of service information for 

accomplishing the applicable actions in 

paragraph (f) of this AD. 

(g) At the later of the times specified in 

paragraphs (g)(1) and (g)(2) of this AD: 

Accomplish an eddy current inspection for 

cracking of the J-ring structure at the 12 

o’clock and 6 o’clock positions by doing all 

the applicable actions in accordance with 

CFM International CFM56–5C Alert Service 

Bulletin 78–A0072, Revision 2, dated January 

27, 2004, including Rohr Alert Service 

Bulletin RA340A78–72, Revision 2, dated 

January 27, 2004. If no cracking is found: 

Repeat the inspection thereafter at intervals 

not to exceed 800 flight hours or 175 flight 

cycles on the thrust reverser, whichever is 

first. 

(1) Before the accumulation of 3,000 total 

flight cycles on any thrust reverser since 

new. 

(2) Within 800 flight hours or 175 flight 

cycles after the effective date of this AD, 

whichever is first. 

(h) If any cracking is found at the 12 

o’clock position, before further flight, do the 

actions required by either paragraph (h)(1) or 

(h)(2) of this AD. 

(1) Replace the thrust reverser by doing all 

the applicable actions in accordance with 

CFM International CFM56–5C Alert Service 

Bulletin 78–A0072, Revision 2, dated January 

27, 2004, including Rohr Alert Service 

Bulletin RA340A78–72, Revision 2, dated 

January 27, 2004. 

(2) Modify the J-ring and replace the 12 

o’clock fitting by doing all the applicable 

actions in accordance with CFM 

International CFM56–5C Alert Service 

Bulletin 78–A0073, Revision 1, dated January 

27, 2004, including Rohr Alert Service 

Bulletin RA340A78–73, Revision 1, dated 

January 27, 2004. Except, if any cracking is 

found on machined parts, repair the damage 

using a method approved by the Manager, 

International Branch, ANM–116. Repeat the 

inspection of the 6 o’clock position only at 

the time specified in paragraph (g) of this AD. 

(i) If cracking is found at the 6 o’clock 

position: Before further flight, replace the 

thrust reverser by doing all the applicable 

actions in accordance with CFM 

International CFM56–5C Alert Service 

Bulletin 78–A0072, Revision 2, dated January 

27, 2004, including Rohr Alert Service 

Bulletin RA340A78–72, Revision 2, dated 

January 27, 2004. 

No Reporting Required 

(j) Although Airbus Service Bulletin A340–

78–4028, Revision 01, dated October 23, 

2003; and CFM International CFM56–5C 

Alert Service Bulletin 78–A0072, Revision 2, 

dated January 27, 2004, specify reporting the 

replacement of any thrust reverser to Airbus 

or CFM, this AD does not include that 

requirement. 

Alternative Methods of Compliance 

(AMOCs) 

(k)(1) 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. 

(2) Before using any AMOC approved in 

accordance with § 39.19 on any airplane to 

which the AMOC applies, notify the 

appropriate principal inspector in the FAA 

Flight Standards Certificate Holding District 

Office. 

Related Information 

(l) French airworthiness directives 2003–

108(B), dated March 19, 2003; and F–2004–

020, dated February 4, 2004, also address the 

subject of this AD. 

Material Incorporated by Reference 

(m) You must use Airbus Service Bulletin 

A340–78–4028, Revision 01, excluding 

Appendix 01, dated October 23, 2003; CFM 

International CFM56–5C Alert Service 

Bulletin 78–A0072, Revision 2, dated January 

27, 2004, including Rohr Alert Service 

Bulletin RA340A78–72, Revision 2, dated 

January 27, 2004; and CFM International 

CFM56–5C Alert Service Bulletin 78–A0073, 

Revision 1, dated January 27, 2004, including 

Rohr Alert Service Bulletin RA340A78–73, 

Revision 1, dated January 27, 2004; as 

applicable; 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; or 

Rohr Inc., 850 Lagoon Drive, Chula Vista, 

California 91912, 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 

November 9, 2005. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 05–22789 Filed 11–18–05; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2005–23006; Directorate 

Identifier 2002–NM–51–AD; Amendment 39–

14380; AD 2005–23–22] 

RIN 2120–AA64 

Airworthiness Directives; British 

Aerospace Model HS 748 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 all 

British Aerospace Model HS 748 

airplanes. This AD requires repetitive 

inspections for fatigue cracking, 

corrosion, and other related 

discrepancies of the rear pressure 

bulkhead and associated areas, and the 

fin attachment fittings, particularly the 

fin link beam; and related investigative 

and corrective actions. This AD results 

from a structural integrity audit of the 

airplane that showed the importance of 

inspecting for fatigue cracking and 

corrosion of these areas. We are issuing 

this AD to detect and correct cracking, 

corrosion, and other related 

discrepancies of the rear pressure 

bulkhead and associated areas, and the 

fin attachment fittings, particularly the 

fin link beam, which could result in 

damage to the airplane structure or 

injury to airplane occupants. 

DATES: This AD becomes effective 

December 6, 2005. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of December 6, 2005. 

We must receive comments on this 

AD by January 20, 2006. 

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, 

Federal Register / Vol. 70, No. 223 / Monday, November 21, 2005 / Rules and Regulations 70039 

400 Seventh Street, SW., Washington, 

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

through Friday, except Federal holidays. 

Contact British Aerospace Regional 

Aircraft American Support, 13850 

Mclearen Road, Herndon, Virginia 

20171, for service information identified 

in this AD. 

FOR FURTHER INFORMATION CONTACT: 

Todd Thompson, Aerospace Engineer, 

International Branch, ANM–116, FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington 

98055–4056; telephone (425) 227–1175; 

fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The Civil Aviation Authority (CAA), 

which is the airworthiness authority for 

the United Kingdom, notified us that an 

unsafe condition may exist on all British 

Aerospace Model HS 748 airplanes. The 

CAA advises that a structural integrity 

audit of the airplane showed the 

importance of inspecting for fatigue 

cracking and corrosion of the rear 

pressure bulkhead and associated areas, 

and of the fin attachment fittings, 

particularly the fin link beam. Although 

there have been no reports of damage or 

corrosion, the CAA has determined that 

the potential exists for fatigue cracking 

or corrosion to occur in these areas. The 

CAA further advises that, in order to do 

the inspection, operators must remove 

the fin, and that other inspections for 

cracking or corrosion and certain 

replacements should be done while the 

fin is removed. Failure to detect and 

repair cracking, corrosion, and other 

related discrepancies of the rear 

pressure bulkhead and associated areas, 

and the fin attachment fittings, 

particularly the fin link beam, could 

result in damage to the airplane 

structure or injury to airplane 

occupants. 

Relevant Service Information 

BAE Systems (Operations) Limited 

has issued Inspection Service Bulletin 

HS748–53–49, Revision 2, dated May 4, 

2001. The service bulletin describes 

procedures for doing various repetitive 

inspections of the rear pressure 

bulkhead and associated areas, and of 

the fin attachment fittings, particularly 

the fin link beam. The service bulletin 

also states that, in order to inspect these 

areas, the fin of the airplane must be 

removed. The inspections include high 

frequency eddy current (HFEC), rototest 

eddy current, radiographic, and close 

visual inspections for fatigue cracking 

and corrosion, and for other related 

discrepancies described in the service 

bulletin, such as loose rivets, and worn 

bolts and bushings. 

The service bulletin also describes 

procedures for any necessary corrective 

actions. The corrective actions depend 

on the inspection findings and the 

location of the problem to be corrected. 

The corrective actions can include 

reaming rivet holes, installing 

appropriate new bolts, repairing cracks 

and corrosion, and replacing various 

parts with new or serviceable parts. The 

corrective actions can also include 

related investigative actions such as 

close visual inspections for cracks, 

corrosion, and discrepancies that may 

be revealed during the repair process. 

For certain inspection findings, such 

as certain bore diameters or certain 

cracks, and for certain areas that cannot 

be repaired within the limits described 

in the service bulletin, the service 

bulletin specifies that operators should 

contact BAE Systems (Operations) 

Limited for repair instructions. The 

service bulletin also specifies that 

certain parts are to be returned to the 

manufacturer, and that results of all 

inspections should be sent to the 

manufacturer. 

Accomplishing the actions specified 

in the service information is intended to 

adequately address the unsafe 

condition. The CAA mandated the 

service information and issued British 

airworthiness directive 002–03–83 to 

ensure the continued airworthiness of 

these airplanes in the United Kingdom. 

FAA’s Determination and Requirements 

of This AD 

This airplane model is manufactured 

in the United Kingdom and is 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 CAA has 

kept the FAA informed of the situation 

described above. We have examined the 

CAA’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 cracking, corrosion, 

and other related discrepancies of the 

rear pressure bulkhead and associated 

areas, and the fin attachment fittings, 

particularly the fin link beam, which 

could result in damage to the airplane 

structure or injury to airplane 

occupants. This AD requires 

accomplishing the actions specified in 

the service information described 

previously, except as discussed under 

‘‘Differences Among the AD, the British 

Airworthiness Directive, and the Service 

Bulletin.’’

Differences Among the AD, the British 

Airworthiness Directive, and the 

Service Bulletin 

Although the service bulletin 

referenced by the British airworthiness 

directive specifies to submit certain 

information to the manufacturer, and to 

return certain parts to the manufacturer, 

this AD does not include those 

requirements. 

The service bulletin referenced by the 

British airworthiness directive specifies 

to contact the manufacturer for 

instructions on how to repair certain 

conditions, but this AD requires 

repairing those conditions using a 

method that we approve. 

Clarification of Actions in the Service 

Bulletin 

Where the service bulletin is not 

specific regarding an inspection, 

corrective action, or any step necessary 

to complete the requirements of this AD, 

this AD requires doing the applicable 

action or step using a method that we, 

or the CAA (or its delegated agent) 

approve. 

Clarification of Inspection Terminology 

In this AD, the ‘‘close visual 

inspection’’ specified in the service 

bulletin is referred to as a ‘‘detailed 

inspection.’’ We have included the 

definition for a detailed inspection in a 

note in the AD. 

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. 

If an affected airplane is imported and 

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

the required actions would take about 

200 work hours per airplane, at an 

average labor rate of $65 per work hour. 

Based on these figures, the estimated 

cost of the AD would be $13,000 per 

airplane, per inspection cycle. 

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 

70040 Federal Register / Vol. 70, No. 223 / Monday, November 21, 2005 / Rules and Regulations 

less than 30 days after it is published in 

the Federal Register. 

Comments Invited 

This AD is a final rule that involves 

requirements that affect flight safety and 

was not preceded by notice and an 

opportunity for public comment; 

however, we invite you to submit any 

relevant written data, views, or 

arguments regarding this AD. Send your 

comments to an address listed in the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2005–23006; Directorate Identifier 

2002–NM–51–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of the AD that might suggest a 

need to modify it. 

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 

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. 

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): 

2005–23–22 BAE Systems (Operations) 

Limited (Formerly British Aerospace 

Regional Aircraft): Amendment 39–

14380. Docket No. FAA–2005–23006; 

Directorate Identifier 2002–NM–51–AD. 

Effective Date 

(a) This AD becomes effective December 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 structural 

integrity audit of the airplane that showed 

the importance of inspecting for fatigue 

cracking and corrosion of the rear pressure 

bulkhead and associated areas, and of the fin 

attachment fittings, particularly the fin link 

beam. We are issuing this AD to detect and 

correct cracking, corrosion, and other related 

discrepancies of these areas, which could 

result in damage to the airplane structure or 

injury to airplane occupants. 

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. 

Inspections and Corrective Actions 

(f) At the applicable time in paragraph 

(f)(1), (f)(2), or (f)(3) of this AD: Do high 

frequency eddy current (HFEC), rototest eddy 

current, radiographic, and detailed 

inspections for fatigue cracking, corrosion, 

and other related discrepancies of the rear 

pressure bulkhead and associated areas, and 

the fin attachment fittings, particularly the 

fin link beam; and do applicable related 

investigative and corrective actions before 

further flight except as provided by 

paragraph (g) of this AD. Do all actions in 

accordance with the Accomplishment 

Instructions of BAE Systems (Operations) 

Limited Inspection Service Bulletin HS748–

53–49, Revision 2, dated May 4, 2001. 

(1) For airplanes with maximum cabin 

differential pressure of 5.5 psi, do the 

inspections at the applicable time in 

paragraphs (f)(1)(i) and (f)(1)(ii) of this AD. 

(i) Before the accumulation of 50,000 total 

flight cycles, or within 6 months after the 

effective date of this AD, whichever occurs 

later. 

(ii) Before the accumulation of 83,000 total 

flight cycles, or within 6 months after the 

effective date of this AD, whichever occurs 

later: Extend the inspection of the fin link 

beam to cover the central 30 inches of the 

beam, and repeat this inspection at intervals 

not to exceed 11,000 flight cycles. If the 

inspection of the fin link beam indicates a 

defect in any rivet hole, before further flight: 

Repair the hole in accordance with the 

service bulletin, and repeat the inspection 

thereafter at intervals not to exceed the 

applicable interval in Table 1 of this AD, 

depending on the size of the hole following 

reaming during the repair process. 

Federal Register / Vol. 70, No. 223 / Monday, November 21, 2005 / Rules and Regulations 70041 

TABLE 1.—REPETITIVE INTERVALS FOR AIRPLANES WITH REPAIRED RIVET HOLES, MAXIMUM CABIN DIFFERENTIAL

PRESSURE 5.5 PSI

Defect removed at— Repetitive inspection 

interval 

Hole size 3/16 inch + 1/32 inch diameter ...................................................................................................................... 10,000 flight cycles. 

Hole size 3/16 inch + 1/16 inch diameter ...................................................................................................................... 7,000 flight cycles. 

Hole size 3/16 inch + 5/64 inch diameter ...................................................................................................................... 6,000 flight cycles. 

(2) For airplanes on which BAe 

Modification 7191 has been incorporated 

(reduction of cabin differential pressure from 

5.5 psi to 4.2 psi) before the effective date of 

this AD: Do the inspections at the applicable 

time in paragraphs (f)(2)(i), (f)(2)(ii), and 

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

(i) If Modification 7191 is incorporated 

before the accumulation of 50,000 total flight 

cycles, do the inspections before the 

accumulation of 50,000 total flight cycles, or 

within 6 months after the effective date of 

this AD, whichever occurs later. Repeat the 

inspection thereafter at intervals not to 

exceed 25,000 flight cycles. 

(ii) If Modification 7191 is incorporated 

during one of the inspections required by this 

AD: Repeat the inspection thereafter at 

intervals not to exceed 25,000 flight cycles. 

(iii) If Modification 7191 is incorporated 

between inspections required by this AD: Do 

the inspection 11,000 flight cycles following 

the previous inspection, and repeat the 

inspection thereafter at intervals not to 

exceed 25,000 flight cycles. If the inspection 

of the fin link beam indicates a defect in any 

rivet hole, before further flight: Repair the 

hole in accordance with the service bulletin, 

and repeat the inspection thereafter at 

intervals not to exceed the applicable interval 

in Table 2 of this AD, depending on the size 

of the hole following reaming during the 

repair process. 

TABLE 2.—REPETITIVE INTERVALS FOR AIRPLANES WITH REPAIRED RIVET HOLES, MAXIMUM CABIN DIFFERENTIAL

PRESSURE 4.2 PSI

Defect removed at— Repetitive inspection 

interval 

Hole size 3/16 inch + 1/32 inch diameter ...................................................................................................................... 22,000 flight cycles. 

Hole size 3/16 inch + 1/16 inch diameter ...................................................................................................................... 16,000 flight cycles. 

Hole size 3/16 inch + 5/64 inch diameter ...................................................................................................................... 14,000 flight cycles. 

(3) For series 1 airplanes, including Model 

200, Constructors Number 1535 (maximum 

cabin differential pressure of 4.2 psi): Before 

the accumulation of 70,000 total flight cycles, 

or within 6 months after the effective date of 

this AD, whichever occurs later. If the 

inspection of the fin link beam indicates a 

defect in any rivet hole, before further flight: 

Repair the hole in accordance with the 

service bulletin, and repeat the inspection 

thereafter at intervals not to exceed the 

applicable interval in Table 2 of this AD, 

depending on the size of the hole following 

reaming during the repair process. 

Note 1: For the purposes of this AD, a 

detailed inspection is: ‘‘An intensive 

examination of a specific item, installation, 

or assembly to detect damage, failure, or 

irregularity. Available lighting is normally 

supplemented with a direct source of good 

lighting at an intensity deemed appropriate. 

Inspection aids such as mirror, magnifying 

lenses, etc., may be necessary. Surface 

cleaning and elaborate procedures may be 

required.’’

(g) Where BAE Systems (Operations) 

Limited Inspection Service Bulletin HS748–

53–49, Revision 2, dated May 4, 2001, 

recommends contacting BAE Systems 

(Operations) Limited for appropriate action: 

Before further flight, do the action according 

to a method approved by the Manager, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA. Where the service 

bulletin is not specific regarding an 

inspection, corrective action, or any step 

necessary to complete the requirements of 

this AD: Before further flight, do the 

inspection, corrective action, or step 

according to a method approved by the 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA, or by 

the CAA (or its delegated agent). 

No Reporting Required 

(h) Although the service bulletin 

referenced in this AD specifies to submit 

certain information to the manufacturer, this 

AD does not include that requirement. 

Alternative Methods of Compliance 

(AMOCs) 

(i)(1) 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. 

(2) Before using any AMOC approved in 

accordance with § 39.19 on any airplane to 

which the AMOC applies, notify the 

appropriate principal inspector in the FAA 

Flight Standards Certificate Holding District 

Office. 

Related Information 

(j) British airworthiness directive 002–03–

83 also addresses the subject of this AD. 

Material Incorporated by Reference 

(k) You must use BAE Systems 

(Operations) Limited Inspection Service 

Bulletin HS748–53–49, Revision 2, dated 

May 4, 2001, 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 

November 9, 2005. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 05–22790 Filed 11–18–05; 8:45 am] 

BILLING CODE 4910–13–P