Federal Register / Vol. 76, No. 47 / Thursday, March 10, 2011 / Rules and Regulations 13069 

Bulletin 747–54A2203, dated August 31, 

2000; or Revision 1, dated August 9, 2007; 

and that have hi-lok bolts and collars at all 

of the Group B fastener locations: Except as 

provided by paragraph (m) of this AD, at the 

applicable time in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 747–54A2203, Revision 2, dated July 

9, 2009, do the initial inspection and related 

investigative and corrective actions in 

accordance with Part 2 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–54A2203, Revision 2, 

dated July 9, 2009, except as required by 

paragraph (n) of this AD. Repeat the 

inspection at the applicable interval in 

paragraph 1.E., ‘‘Compliance,’’ of Boeing Alert 

Service Bulletin 747–54A2203, Revision 2, 

dated July 9, 2009. 

Replacement of Hi-Lok Group B Fasteners 

(j) For airplanes that were inspected in 

accordance with Boeing Alert Service 

Bulletin 747–54A2203, dated August 31, 

2000, and that have hi-lok bolts and collars 

at all of the Group B fastener locations: 

Within 18 months after the effective date of 

this AD, replace all hi-lok Group B fasteners 

in accordance with Part 6 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–54A2203, Revision 2, 

dated July 9, 2009. Repeat the inspection 

required by Part 2 of the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–54A2203, Revision 2, dated July 9, 2009, 

at the applicable interval specified in 

paragraph 1.E., ‘‘Compliance,’’ of Boeing Alert 

Service Bulletin 747–54A2203, Revision 2, 

dated July 9, 2009. 

Exceptions to Service Bulletin 

(k) Where Step 3 of Part 7 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–54A2203, Revision 1, 

dated August 9, 2007; or Revision 2, dated 

July 9, 2009; provides the option to support 

the engine weight instead of removing the 

engine, this AD does not allow that option. 

This AD requires that the engine be removed 

before performing the inspections required 

by paragraph (h) of this AD. 

(l) Where Boeing Alert Service Bulletin 

747–54A2203, Revision 1, dated August 9, 

2007, specifies a compliance time after the 

date of that service bulletin, this AD requires 

compliance within the specified compliance 

time after October 9, 2007 (the effective date 

of AD 2007–19–19). 

(m) Where Boeing Alert Service Bulletin 

747–54A2203, Revision 2, dated July 9, 2009, 

specifies a compliance time after the date of 

Revision 1 or Revision 2 of that service 

bulletin, this AD requires compliance within 

the specified compliance time after the 

effective date of this AD. 

(n) Where Boeing Alert Service Bulletin 

747–54A2203, Revision 1, dated August 9, 

2007; or Boeing Alert Service Bulletin 747– 

54A2203, Revision 2, dated July 9, 2009; 

specifies to contact Boeing for appropriate 

action, this AD requires, before further flight, 

repair of the discrepancy or replacement of 

the discrepant part using a method approved 

in accordance with the Boeing Commercial 

Airplanes Organization Designation 

Authorization or in accordance with the 

procedures specified in paragraph (p) of this 

AD. 

Credit for Actions Previously Accomplished 

in Accordance With Previous Service 

Information 

(o) Actions performed before the effective 

date of this AD, in accordance with Boeing 

Alert Service Bulletin 747–53A2203, 

Revision 1, dated August 9, 2007, are 

acceptable for compliance with the 

corresponding actions specified in 

paragraphs (h), (i), and (j) of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(p)(1) The Manager, Seattle Aircraft 

Certification Office (ACO), 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: Ken 

Paoletti, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle ACO, 1601 

Lind Avenue, SW., Renton, Washington 

98057–3356; telephone (425) 917–6434; fax 

(425) 917–6590. Or, e-mail information to 9- 

ANM-Seattle-ACO-AMOC-Requests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD, if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization who has been 

authorized by the Manager, Seattle ACO, to 

make those findings. For a repair method to 

be approved, the repair must meet the 

certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(4) AMOCs approved previously in 

accordance with AD 2007–19–19, 

Amendment 39–15210, are approved as 

AMOCs for the corresponding provisions of 

this AD. 

Related Information 

(q) For more information about this AD, 

contact Ken Paoletti, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

ACO, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone (425) 

917–6434; fax (425) 917–6590. 

Material Incorporated by Reference 

(r) You must use Boeing Alert Service 

Bulletin 747–54A2203, Revision 2, dated July 

9, 2009, 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 Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P. O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; telephone 

206–544–5000, extension 1; fax 206–766– 

5680; e-mail me.boecom@boeing.com; 

Internet https://www.myboeingfleet.com. 

(3) You may review copies of the service 

information at the FAA, 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 an NARA facility, 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 February 

22, 2011. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–5117 Filed 3–9–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0150; Directorate 

Identifier 2010–NM–100–AD; Amendment 

39–16619; AD 2011–05–10] 

RIN 2120–AA64 

Airworthiness Directives; BAE 

Systems (Operations) Limited Model 

ATP Airplanes; BAE Systems 

(Operations) Limited Model HS 748 

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: 

* * * * * 

Recently, during a walk round check, an 

operator found an aileron trim tab hinge pin 

that had migrated sufficiently to cause a 

rubbing foul on the flap. Other reports 

indicate that, for the purposes of expediency, 

it has become common practice during 

maintenance when replacing a control tab, 

instead of unbolting the forward part of the 

piano hinge from the primary control surface, 

the hinge pins are punched out of the hinges. 

Investigations have concluded that, after 

reinserting the pins after maintenance, the 

ends of the hinges may not have been 

pinched, which is likely to have been the 

cause of the detected hinge pin migration. 

This condition [non-pinched hinge pin 

ends], if not detected and corrected, could 

lead to further incidents of migration of a tab 


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13070 Federal Register / Vol. 76, No. 47 / Thursday, March 10, 2011 / Rules and Regulations 

hinge pin out of the hinge, likely resulting in 

restricted movement of the tab control and 

consequent reduced control of the aeroplane. 

This AD requires actions that are 

intended to address the unsafe 

condition described in the MCAI. 

DATES: This AD becomes effective 

March 25, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of March 25, 2011. 

We must receive comments on this 

AD by April 25, 2011. 

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: 

Todd Thompson, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; phone: 425– 

227–1175; 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 2010–0035, 

dated March 4, 2010 (referred to after 

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

condition for the specified products. 

The MCAI states: 

Early in the life of the ATP (circa 1989), 

a report was received that a control surface 

hinge pin had migrated out of position, 

causing a rubbing contact. BAE Systems 

responded by issuing SB ATP–27–11, 

describing a one-time inspection of the hinge 

pins, which was classified mandatory by UK 

CAA AD 006–06–89. Both SB and AD were 

subsequently cancelled in 1990. The HS.748 

and the ATP secondary controls are similar 

in these areas, although no action was taken 

on the HS.748 fleet at that time. 

Recently, during a walk round check, an 

operator found an aileron trim tab hinge pin 

that had migrated sufficiently to cause a 

rubbing foul on the flap. Other reports 

indicate that, for the purposes of expediency, 

it has become common practice during 

maintenance when replacing a control tab, 

instead of unbolting the forward part of the 

piano hinge from the primary control surface, 

the hinge pins are punched out of the hinges. 

Investigations have concluded that, after 

reinserting the pins after maintenance, the 

ends of the hinges may not have been 

pinched, which is likely to have been the 

cause of the detected hinge pin migration. 

This condition [non-pinched hinge pin 

ends], if not detected and corrected, could 

lead to further incidents of migration of a tab 

hinge pin out of the hinge, likely resulting in 

restricted movement of the tab control and 

consequent reduced control of the aeroplane. 

For the reasons described above, this AD 

requires the [detailed] inspection of aileron 

and rudder tab piano hinge pins [for length 

and end pinching] and, depending on 

findings, the necessary corrective actions. 

Corrective actions include cutting the 

hinge pin to specified size, and 

pinching the piano hinge ends sufficient 

to prevent the piano hinge pin from 

migrating from the piano hinge. You 

may obtain further information by 

examining the MCAI in the AD docket. 

Relevant Service Information 

BAE Systems (Operations) Limited 

has issued Service Bulletin ATP–27– 

090, dated April 14, 2009; and Service 

Bulletin HS748–27–136, dated April 14, 

2009. 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 

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–2011–0150; 

Directorate Identifier 2010–NM–100– 

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. 


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Federal Register / Vol. 76, No. 47 / Thursday, March 10, 2011 / Rules and Regulations 13071 

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: 

2011–05–10 BAE Systems (Operations) 

Limited: Amendment 39–16619. Docket 

No. FAA–2011–0150; Directorate 

Identifier 2010–NM–100–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective March 25, 2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to all BAE Systems 

(Operations) Limited Model ATP airplanes 

and BAE Systems (Operations) Limited 

Model HS 748 series 2A and series 2B 

airplanes; certificated in any category. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 27: Flight Controls. 

Reason 

(e) The mandatory continued airworthiness 

information (MCAI) states: 

* * * * * 

Recently, during a walk round check, an 

operator found an aileron trim tab hinge pin 

that had migrated sufficiently to cause a 

rubbing foul on the flap. Other reports 

indicate that, for the purposes of expediency, 

it has become common practice during 

maintenance when replacing a control tab, 

instead of unbolting the forward part of the 

piano hinge from the primary control surface, 

the hinge pins are punched out of the hinges. 

Investigations have concluded that, after 

reinserting the pins after maintenance, the 

ends of the hinges may not have been 

pinched, which is likely to have been the 

cause of the detected hinge pin migration. 

This condition [non-pinched hinge pin 

ends], if not detected and corrected, could 

lead to further incidents of migration of a tab 

hinge pin out of the hinge, likely resulting in 

restricted movement of the tab control and 

consequent reduced control of the aeroplane. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Inspection and Corrective Action 

(g) Within 90 days after the effective date 

of this AD: Do a detailed inspection of the 

aileron and rudder tab piano hinge pins to 

determine that each piano hinge pin is 0.120 

inch (3.00 mm) shorter than the piano hinge 

at each end; and that the piano hinge ends 

have been pinched sufficiently to prevent the 

piano hinge migrating from the piano hinge, 

in accordance with the Accomplishment 

Instructions of BAE Systems (Operations) 

Limited Service Bulletin ATP–27–090, dated 

April 14, 2009; or BAE Systems (Operations) 

Limited Service Bulletin HS748–27–136, 

dated April 14, 2009, as applicable. 

(1) If any piano hinge pin is not 0.120 inch 

(3.00 mm) shorter than the piano hinge at 

each end, before further flight, cut to size, in 

accordance with Accomplishment 

Instructions of BAE Systems (Operations) 

Limited Service Bulletin ATP–27–090, dated 

April 14, 2009; or BAE Systems (Operations) 

Limited Service Bulletin HS748–27–136, 

dated April 14, 2009; as applicable. 

(2) If any piano hinge pin is not pinched 

sufficiently to prevent the piano hinge 

migrating from the piano hinge, before 

further flight, pinch the hinge, in accordance 

with Accomplishment Instructions of BAE 

Systems (Operations) Limited Service 

Bulletin ATP–27–090, dated April 14, 2009; 

or BAE Systems (Operations) Limited Service 

Bulletin HS748–27–136, dated April 14, 

2009; as applicable. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: No 

differences 

Other FAA AD Provisions 

(h) 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: Todd Thompson, 

Aerospace Engineer, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; phone: 425–227– 

1175; fax: 425–227–1149. Information may be 

e-mailed to: 9-ANM-116-AMOCREQUESTS@faa.gov. Before using any 

approved AMOC, notify your appropriate 

principal inspector, or lacking a principal 

inspector, the manager of the local flight 

standards district office/certificate holding 

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. 

Related Information 

(i) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) EASA 

Airworthiness Directive 2010–0035, dated 

March 04, 2010; BAE Systems (Operations) 

Limited Service Bulletin ATP–27–090, dated 

April 14, 2009; and BAE Systems 

(Operations) Limited Service Bulletin 

HS748–27–136, dated April 14, 2009; for 

related information. 

Material Incorporated by Reference 

(j) You must use BAE Systems (Operations) 

Limited Service Bulletin ATP–27–090, dated 

April 14, 2009; or BAE Systems (Operations) 

Limited Service Bulletin HS748–27–136, 

dated April 14, 2009; as applicable; to do the 

actions required by this AD, unless the AD 

specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact BAE Systems (Operations) 

Limited, Customer Information Department, 

Prestwick International Airport, Ayrshire, 

KA9 2RW, Scotland, United Kingdom; 

telephone +44 1292 675207; fax +44 1292 


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13072 Federal Register / Vol. 76, No. 47 / Thursday, March 10, 2011 / Rules and Regulations 

675704; e-mail 

RApublications@baesystems.com; Internet 

http://www.baesystems.com/Businesses/ 

RegionalAircraft/index.htm. 

(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 February 

22, 2011. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–5115 Filed 3–9–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–1198; Directorate 

Identifier 2010–NM–145–AD; Amendment 

39–16623; AD 2011–05–13] 

RIN 2120–AA64 

Airworthiness Directives; Saab AB, 

Saab Aerosystems Model SAAB 2000 

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: 

Corrosion has been found on the rear spar 

upper cap of the horizontal stabilizer of 

SAAB 2000 aeroplanes. The affected areas 

are adjacent to the inboard elevator hinge 

where the electrical wiring harnesses are 

located and wired through the lightening 

holes. The upper spar cap is a primary 

structural element and is important to the 

structural integrity of the horizontal 

stabilizer. 

Corrosion damage in these areas, if not 

detected and corrected, can result in a 

starting point for future crack propagation, 

which would impair the integrity of the 

horizontal stabilizer upper spar cap structure. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective April 

14, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of April 14, 2011. 

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: 

Shahram Daneshmandi, Aerospace 

Engineer, International Branch, ANM– 

116, Transport Airplane Directorate, 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1112; 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 December 14, 2010 (75 FR 

77796). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

Corrosion has been found on the rear spar 

upper cap of the horizontal stabilizer of 

SAAB 2000 aeroplanes. The affected areas 

are adjacent to the inboard elevator hinge 

where the electrical wiring harnesses are 

located and wired through the lightening 

holes. The upper spar cap is a primary 

structural element and is important to the 

structural integrity of the horizontal 

stabilizer. 

Corrosion damage in these areas, if not 

detected and corrected, can result in a 

starting point for future crack propagation, 

which would impair the integrity of the 

horizontal stabilizer upper spar cap structure. 

For the reasons describe above, this AD 

requires a detailed visual inspection (DVI) of 

the LH and RH horizontal stabilizer rear spar 

adjacent to the inboard elevator hinge and 

the harnesses installed in the adjacent areas, 

installation of convoluted tubing on the 

harness, and corrective actions depending on 

findings. 

The corrective actions include 

installing convoluted tubing on the 

harness, applying corrosion prevention 

compound to the inspected area, making 

sure clearance exists between the spar 

cap and the harnesses/convoluted tube, 

and contacting Saab 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 

received no comments on the NPRM or 

on the determination of the cost to the 

public. 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

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 8 

products of U.S. registry. We also 

estimate that it will take about 2 workhours per product to comply with the 

basic requirements of this AD. The 

average labor rate is $85 per work-hour. 

Based on these figures, we estimate the 

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

be $1,360 or $170 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 


jdjones on DSK8KYBLC1PROD with RULES