Federal Register / Vol. 77, No. 218 / Friday, November 9, 2012 / Rules and Regulations 67251 

‘‘certifying agents to demonstrate the 

ability to fully comply with the 

requirements for accreditation set forth 

in this subpart’’ including the 

prohibition on discrimination. The 

granting of accreditation to certifying 

agents under section 205.506 requires 

the review of information submitted by 

the certifying agent and an on-site 

review of the certifying agent’s 

operation. Further, if certification is 

denied, section 205.405(d) requires that 

the certifying agent notify the applicant 

of their right to file an appeal to the 

AMS Administrator in accordance with 

section 205.681. These regulations 

provide protections against 

discrimination, thereby permitting all 

handlers, regardless of race, color, 

national origin, gender, religion, age, 

disability, political beliefs, sexual 

orientation, or marital or family status, 

who voluntarily choose to adhere to the 

final rule and qualify, to be certified as 

meeting NOP requirements by an 

accredited certifying agent. This final 

rule in no way changes any of these 

protections against discrimination. 

List of Subjects in 7 CFR Part 205 

Administrative practice and 

procedure, Agriculture, Animals, 

Archives and records, Imports, Labeling, 

Organically produced products, Plants, 

Reporting and recordkeeping 

requirements, Seals and insignia, Soil 

conservation. 

For the reasons set forth in the 

preamble, 7 CFR part 205 is amended as 

follows: 

PART 205—NATIONAL ORGANIC 

PROGRAM 

■ 1. The authority citation for 7 CFR 

part 205 continues to read as follows: 

Authority: 7 U.S.C. 6501–6522. 

■ 2. Section 205.670 is revised to read 

as follows: 

§ 205.670 Inspection and testing of 

agricultural products to be sold or labeled 

as ‘‘100 percent organic,’’ ‘‘organic,’’ or 

‘‘made with organic (specified ingredients 

or food group(s)).’’ 

(a) All agricultural products that are 

to be sold, labeled, or represented as 

‘‘100 percent organic,’’ ‘‘organic,’’ or 

‘‘made with organic (specified 

ingredients or food group(s))’’ must be 

made accessible by certified organic 

production or handling operations for 

examination by the Administrator, the 

applicable State organic program’s 

governing State official, or the certifying 

agent. 

(b) The Administrator, applicable 

State organic program’s governing State 

official, or the certifying agent may 

require preharvest or postharvest testing 

of any agricultural input used or 

agricultural product to be sold, labeled, 

or represented as ‘‘100 percent organic,’’ 

‘‘organic,’’ or ‘‘made with organic 

(specified ingredients or food group(s))’’ 

when there is reason to believe that the 

agricultural input or product has come 

into contact with a prohibited substance 

or has been produced using excluded 

methods. Samples may include the 

collection and testing of soil; water; 

waste; seeds; plant tissue; and plant, 

animal, and processed products 

samples. Such tests must be conducted 

by the applicable State organic 

program’s governing State official or the 

certifying agent at the official’s or 

certifying agent’s own expense. 

(c) A certifying agent must conduct 

periodic residue testing of agricultural 

products to be sold, labeled, or 

represented as ‘‘100 percent organic,’’ 

‘‘organic,’’ or ‘‘made with organic 

(specified ingredients or food 

group(s)).’’ Samples may include the 

collection and testing of soil; water; 

waste; seeds; plant tissue; and plant, 

animal, and processed products 

samples. Such tests must be conducted 

by the certifying agent at the certifying 

agent’s own expense. 

(d) A certifying agent must, on an 

annual basis, sample and test from a 

minimum of five percent of the 

operations it certifies, rounded to the 

nearest whole number. A certifying 

agent that certifies fewer than thirty 

operations on an annual basis must 

sample and test from at least one 

operation annually. Tests conducted 

under paragraphs (b) and (c) of this 

section will apply to the minimum 

percentage of operations. 

(e) Sample collection pursuant to 

paragraphs (b) and (c) of this section 

must be performed by an inspector 

representing the Administrator, 

applicable State organic program’s 

governing State official, or certifying 

agent. Sample integrity must be 

maintained throughout the chain of 

custody, and residue testing must be 

performed in an accredited laboratory. 

Chemical analysis must be made in 

accordance with the methods described 

in the most current edition of the 

Official Methods of Analysis of the 

AOAC International or other current 

applicable validated methodology for 

determining the presence of 

contaminants in agricultural products. 

(f) Results of all analyses and tests 

performed under this section will be 

available for public access, unless the 

testing is part of an ongoing compliance 

investigation. 

(g) If test results indicate a specific 

agricultural product contains pesticide 

residues or environmental contaminants 

that exceed the Food and Drug 

Administration’s or the Environmental 

Protection Agency’s regulatory 

tolerances, the certifying agent must 

promptly report such data to the Federal 

health agency whose regulatory 

tolerance or action level has been 

exceeded. Test results that exceed 

federal regulatory tolerances must also 

be reported to the appropriate State 

health agency or foreign equivalent. 

Dated: November 5, 2012. 

David R. Shipman, 

Administrator, Agricultural Marketing 

Service. 

[FR Doc. 2012–27378 Filed 11–8–12; 8:45 am] 

BILLING CODE 3410–02–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2012–1194; Special 

Conditions No. 25–472–SC] 

Special Conditions: Boeing Model 757 

Series Airplanes; Seats with NonTraditional, Large, Non-Metallic Panels 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special condition; request 

for comments. 

SUMMARY: These special conditions are 

issued for the Boeing Model 757 series 

airplanes. These airplanes as modified 

by Flight Structures, Inc. will have 

novel or unusual design features 

associated with seats that include nontraditional, large, non-metallic panels 

that would affect survivability during a 

post-crash fire event. The applicable 

airworthiness regulations do not contain 

adequate or appropriate safety standards 

for this design feature. These special 

conditions contain the additional safety 

standards that the Administrator 

considers necessary to establish a level 

of safety equivalent to that established 

by the existing airworthiness standards. 

DATES: The effective date of these 

special conditions is November 5, 2012. 

We must receive your comments by 

December 24, 2012. 

ADDRESSES: Send comments identified 

by docket number [FAA–2012–1194] 

using any of the following methods: 

• Federal eRegulations Portal: Go to 

http://www.regulations.gov/ and follow 

the online instructions for sending your 

comments electronically. 

Mail: Send comments to Docket 

Operations, M–30, U.S. Department of 

Transportation (DOT), 1200 New Jersey 


wreier-aviles on DSK5TPTVN1PROD with 
67252 Federal Register / Vol. 77, No. 218 / Friday, November 9, 2012 / Rules and Regulations 

Avenue SE, Room W12–140, West 

Building Ground Floor, Washington, 

DC, 20590–0001. 

Hand Delivery or Courier: Take 

comments to Docket Operations in 

Room W12–140 of the West Building 

Ground Floor at 1200 New Jersey 

Avenue SE., Washington, DC, between 8 

a.m. and 5 p.m., Monday through 

Friday, except federal holidays. 

Fax: Fax comments to Docket 

Operations at 202–493–2251. 

Privacy: The FAA will post all 

comments it receives, without change, 

to http://www.regulations.gov/, 

including any personal information the 

commenter provides. Using the search 

function of the docket web site, anyone 

can find and read the electronic form of 

all comments received into any FAA 

docket, including the name of the 

individual sending the comment (or 

signing the comment for an association, 

business, labor union, etc.). DOT’s 

complete Privacy Act Statement can be 

found in the Federal Register published 

on April 11, 2000 (65 FR 19477–19478), 

as well as at http://DocketsInfo.dot.gov/. 

Docket: Background documents or 

comments received may be read at 

http://www.regulations.gov/ at any time. 

Follow the online instructions for 

accessing the docket or go to the Docket 

Operations in Room W12–140 of the 

West Building Ground Floor at 1200 

New Jersey Avenue SE., Washington, 

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

through Friday, except federal holidays. 

FOR FURTHER INFORMATION CONTACT: John 

Shelden, FAA, Airframe and Cabin 

Safety Branch, ANM–115, Transport 

Airplane Directorate, Aircraft 

Certification Service, 1601 Lind Avenue 

SW., Renton, Washington 98057–3356; 

telephone 425–227–2785; facsimile 425 

227–1232; email John.Shelden@faa.gov. 

SUPPLEMENTARY INFORMATION: The FAA 

has determined that notice of, and 

opportunity for prior public comment 

on, these special conditions are 

impracticable because these procedures 

would significantly delay issuance of 

the design approval and thus delivery of 

the affected aircraft. In addition, the 

substance of these special conditions 

has been subject to the public comment 

process in several prior instances with 

no substantive comments received. The 

FAA therefore finds that good cause 

exists for making these special 

conditions effective upon issuance. 

Comments Invited 

We invite interested people to take 

part in this rulemaking by sending 

written comments, data, or views. The 

most helpful comments reference a 

specific portion of the special 

conditions, explain the reason for any 

recommended change, and include 

supporting data. 

We will consider all comments we 

receive by the closing date for 

comments. We may change these special 

conditions based on the comments we 

receive. 

Background 

On April 5, 2012, Flight Structures, 

Inc. applied for a supplemental type 

certificate for installing seats that 

include non-traditional, large, nonmetallic panels in Boeing Model 757 

series airplanes. The Boeing Model 757 

series airplanes, currently approved 

under Type Certificate No. A2NM, are 

swept-wing, conventional tail, twinengine, turbo-fan-powered, single aisle, 

medium-sized transport category 

airplanes. 

The applicable regulations to 

airplanes currently approved under 

Type Certificate No. A2NM do not 

require seats to meet the more stringent 

flammability standards required of 

large, non-metallic panels in the cabin 

interior. At the time the applicable rules 

were written, seats were designed with 

a metal frame covered by fabric, not 

with large, non-metallic panels. Seats 

also met the then-recently-adopted 

standards for flammability of seat 

cushions. With the seat design being 

mostly fabric and metal, the 

contribution to a fire in the cabin had 

been minimized and was not considered 

a threat. For these reasons, seats did not 

need to be tested to heat release and 

smoke emission requirements. 

Seat designs have now evolved to 

occasionally include non-traditional, 

large, non-metallic panels. Taken in 

total, the surface area of these panels is 

on the same order as the sidewall and 

overhead stowage bin interior panels. 

To provide the level of passenger 

protection intended by the 

airworthiness standards, these nontraditional, large, non-metallic panels in 

the cabin must meet the standards of 

Title 14, Code of Federal Regulations 

(14 CFR), part 25, Appendix F, parts IV 

and V, heat release and smoke emission 

requirements. 

Type Certification Basis 

Under the provisions of § 21.101, 

Flight Structures, Inc. must show that 

the Boeing Model 757 series airplanes, 

as changed, continue to meet the 

applicable provisions of the regulations 

incorporated by reference in Type 

Certificate No. A2NM or the applicable 

regulations in effect on the date of 

application for the change. The 

regulations incorporated by reference in 

the type certificate are commonly 

referred to as the ‘‘original type 

certification basis.’’ The regulations 

incorporated by reference in Type 

Certificate No. A2NM are as follows: 

For Boeing Model 757–200 series 

airplanes—part 25, as amended by 

Amendment 25–1 through Amendment 

25–45. In addition, an equivalent safety 

finding exists with respect to 

§ 25.853(c), Compartment interiors. 

For Boeing Model 757–300 series 

airplanes—part 25, as amended by 

Amendment 25–1 through Amendment 

25–85 with the exception listed: Section 

25.853(d)(3), Compartment interiors, at 

Amendment 25–72. 

If the Administrator finds that the 

applicable airworthiness regulations 

(i.e., 14 CFR part 25) do not contain 

adequate or appropriate safety standards 

for the Boeing Model 757 series 

airplanes because of a novel or unusual 

design feature, special conditions are 

prescribed under the provisions of 

§ 21.16. 

Special conditions are initially 

applicable to the model for which they 

are issued. Should the applicant apply 

for a supplemental type certificate to 

modify any other model included on the 

same type certificate to incorporate the 

same novel or unusual design feature, 

the special conditions would also apply 

to the other model. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Boeing Model 757 series 

airplanes must comply with the fuel 

vent and exhaust emission requirements 

of 14 CFR part 34 and the noise 

certification requirements of 14 CFR 

part 36. 

The FAA issues special conditions, as 

defined in 14 CFR 11.19, in accordance 

with § 11.38, and they become part of 

the type-certification basis under 

§ 21.101. 

Novel or Unusual Design Features 

The Boeing Model 757 series 

airplanes will incorporate the following 

novel or unusual design features: These 

models offer interior arrangements that 

include passenger seats that incorporate 

non-traditional, large, non-metallic 

panels in lieu of the traditional metal 

frame covered by fabric. The 

flammability properties of these panels 

have been shown to significantly affect 

the survivability of the cabin in the case 

of fire. These seats are considered a 

novel design for transport category 

airplanes that include Amendment 25– 

61 and Amendment 25–66 in the 

certification basis, and were not 

considered when those airworthiness 

standards were established. 

The existing regulations do not 

provide adequate or appropriate safety 


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Federal Register / Vol. 77, No. 218 / Friday, November 9, 2012 / Rules and Regulations 67253 

standards for seat designs that 

incorporate non-traditional, large, nonmetallic panels in their designs. In order 

to provide a level of safety that is 

equivalent to that afforded to the 

balance of the cabin, additional 

airworthiness standards, in the form of 

special conditions, are necessary. These 

special conditions supplement § 25.853. 

The requirements contained in these 

special conditions consist of applying 

the identical test conditions required of 

all other large panels in the cabin, to 

seats with non-traditional, large, nonmetallic panels. 

A non-traditional, large, non-metallic 

panel, in this case, is defined as a panel 

with exposed-surface areas greater than 

1.5 square feet installed per seat place. 

The panel may consist of either a single 

component or multiple components in a 

concentrated area. Examples of parts of 

the seat where these non-traditional 

panels are installed include, but are not 

limited to seat backs, bottoms and leg/ 

foot rests, kick panels, back shells, 

credenzas and associated furniture. 

Examples of traditional exempted parts 

of the seat include: arm caps, armrest 

close-outs such as end bays and armreststyled center consoles, food trays, video 

monitors, and shrouds. 

Clarification of ‘‘Exposed’’ 

‘‘Exposed’’ is considered to include 

panels that are directly exposed to the 

passenger cabin in the traditional sense, 

and panels that are enveloped, such as 

by a dress cover. Traditional fabrics or 

leathers currently used on seats are 

excluded from these special conditions. 

These materials must still comply with 

§ 25.853(a) and § 25.853(c) if used as a 

covering for a seat cushion, or 

§ 25.853(a) if installed elsewhere on the 

seat. Non-traditional, large, non-metallic 

panels covered with traditional fabrics 

or leathers will be tested without their 

coverings or covering attachments. 

Discussion 

In the early 1980s, the FAA 

conducted extensive research on the 

effects of post-crash flammability in the 

passenger cabin. As a result of this 

research and service experience, the 

FAA adopted new standards for interior 

surfaces associated with large surface 

area parts. Specifically, the rules require 

measurement of heat release and smoke 

emission (part 25, Appendix F, parts IV 

and V) for the affected parts. Heat 

release has been shown to have a direct 

correlation with post-crash fire survival 

time. Materials that comply with the 

standards (i.e., § 25.853 titled 

‘‘Compartment interiors’’ as amended by 

Amendment 25–61 and Amendment 

25–66) extend survival time by 

approximately two minutes over 

materials that do not comply. 

At the time these standards were 

written, the potential application of the 

requirements of heat release and smoke 

emission to seats was explored. The seat 

frame itself was not a concern because 

it was primarily made of aluminum and 

there were only small amounts of nonmetallic materials. It was determined 

that the overall effect on survivability 

was negligible, whether or not the food 

trays met the heat release and smoke 

requirements. The requirements 

therefore did not address seats. The 

preambles to both the Notice of 

Proposed Rule Making, Notice No. 85– 

10 (50 FR 15038, April 16, 1985) and the 

Final Rule at Amendment 25–61 (51 FR 

26206, July 21, 1986), specifically note 

that seats were excluded ‘‘because the 

recently-adopted standards for 

flammability of seat cushions will 

greatly inhibit involvement of the 

seats.’’ 

Subsequently, the Final Rule at 

Amendment 25–83 (60 FR 6615, March 

6, 1995) clarified the definition of 

minimum panel size: ‘‘It is not possible 

to cite a specific size that will apply in 

all installations; however, as a general 

rule, components with exposed-surface 

areas of one square foot or less may be 

considered small enough that they do 

not have to meet the new standards. 

Components with exposed-surface areas 

greater than two square feet may be 

considered large enough that they do 

have to meet the new standards. Those 

with exposed-surface areas greater than 

one square foot, but less than two square 

feet, must be considered in conjunction 

with the areas of the cabin in which 

they are installed before a determination 

could be made.’’ 

In the late 1990s, the FAA issued 

Policy Memorandum 97–112–39, 

Guidance for Flammability Testing of 

Seat/Console Installations, October 17, 

1997. That memo was issued when it 

became clear that seat designs were 

evolving to include large, non-metallic 

panels with surface areas that would 

impact survivability during a cabin fire 

event, comparable to partitions or 

galleys. The memo noted that large 

surface area panels must comply with 

heat release and smoke emission 

requirements, even if they were attached 

to a seat. 

If the FAA had not issued such 

policy, seat designs could have been 

viewed as a loophole to the 

airworthiness standards that would 

result in an unacceptable decrease in 

survivability during a cabin fire event. 

In October 2004, an issue was raised 

regarding the appropriate flammability 

standards for passenger seats that 

incorporated non-traditional, large, nonmetallic panels in lieu of the traditional 

metal covered by fabric. The Seattle 

Aircraft Certification Office and 

Transport Standards Staff reviewed this 

design and determined that it 

represented the kind and quantity of 

material that should be required to pass 

the heat release and smoke emissions 

requirements. We have determined that 

special conditions would be 

promulgated to apply the standards 

defined in § 25.853(d) to seats with 

large, non-metallic panels in their 

design. 

Applicability 

As discussed above, these special 

conditions are applicable to the Boeing 

Model 757 series airplanes. Should 

Flight Structures, Inc. apply at a later 

date for a supplemental type certificate 

to modify any other model included on 

Type Certificate No. A2NM to 

incorporate the same novel or unusual 

design feature, the special conditions 

would apply to that model as well. 

Conclusion 

This action affects only certain novel 

or unusual design features on the 

Boeing Model 757 series of airplanes. It 

is not a rule of general applicability and 

affects only the applicant who applied 

to the FAA for approval of these features 

on the airplane. 

The substance of these special 

conditions has been subjected to the 

notice and comment period in several 

prior instances and has been derived 

without substantive change from those 

previously issued. It is unlikely that 

prior public comment would result in a 

significant change from the substance 

contained herein. Therefore, because a 

delay would significantly affect the 

certification of the airplane, which is 

imminent, the FAA has determined that 

prior public notice and comment are 

unnecessary and impracticable, and 

good cause exists for adopting these 

special conditions upon issuance. The 

FAA is requesting comments to allow 

interested persons to submit views that 

may not have been submitted in 

response to the prior opportunities for 

comment described above. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

The authority citation for these 

special conditions is as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701, 

44702, 44704. 

The Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 


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67254 Federal Register / Vol. 77, No. 218 / Friday, November 9, 2012 / Rules and Regulations 

Administrator, the following special 

conditions are issued as part of the type 

certification basis for Boeing Model 757 

series airplanes modified by Flight 

Structures, Inc. 

Seats With Non-Traditional, Large, 

Non-Metallic Panels 

1. Except as provided in paragraph 3 

of these special conditions, compliance 

with 14 CFR part 25, Appendix F, parts 

IV and V, heat release and smoke 

emission, is required for seats that 

incorporate non-traditional, large, nonmetallic panels that may either be a 

single component or multiple 

components in a concentrated area in 

their design. 

2. The applicant may designate up to 

and including 1.5 square feet of nontraditional, non-metallic panel material 

per seat place that does not have to 

comply with special condition Number 

1, above. A triple seat assembly may 

have a total of 4.5 square feet excluded 

on any portion of the assembly (e.g., 

outboard seat place 1 square foot, 

middle 1 square foot, and inboard 2.5 

square feet). 

3. Seats do not have to meet the test 

requirements of 14 CFR part 25, 

Appendix F, parts IV and V, when 

installed in compartments that are not 

otherwise required to meet these 

requirements. Examples include: 

a. Airplanes with passenger capacities 

of 19 or less, 

b. Airplanes that do not have § 25.853, 

Amendment 25–61 or later, in their 

certification basis and do not need to 

comply with the requirements of 14 CFR 

121.312, and 

c. Airplanes exempted from § 25.853, 

Amendment 25–61 or later. 

Issued in Renton, Washington, on 

November, 5, 2012. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–27370 Filed 11–8–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0806; Directorate 

Identifier 2012–NM–022–AD; Amendment 

39–17243; AD 2012–22–07] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Bombardier, Inc. Model DHC–8–400, 

–401, and –402 airplanes. This AD was 

prompted by reports of an in-service 

incident where the propeller de-icing 

system became unavailable due to 

burnt/chafed wires within the 

alternating current contactor box 

(ACCB). This AD requires inspection for 

chafing, damage, and loose wiring 

within an ACCB and repair if necessary; 

and requires rework and reidentification of the wiring installation 

within each ACCB. We are issuing this 

AD to detect and correct damaged, 

chafed, or loose wiring within an ACCB, 

which could affect the operation of the 

windshield heater, ice detector, angle of 

attack (AOA) vane heater, pilot probe 

heater, engine intake heater, or propeller 

de-icing system, and subsequently 

adversely affect the airplane’s flight 

characteristics in icing conditions. 

DATES: This AD becomes effective 

December 14, 2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of December 14, 2012. 

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: 

Assata Dessaline, Aerospace Engineer, 

Avionics and Flight Test Branch, ANE– 

172, FAA, New York Aircraft 

Certification Office (ACO), 1600 Stewart 

Avenue, Suite 410, Westbury, New York 

11590; telephone (516) 228–7301; fax 

(516) 794–5531. 

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 August 16, 2012 (77 FR 

49394). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The Mandatory Continuing 

Airworthiness Information (MCAI) 

states: 

There has been one (1) reported in-service 

incident where the propeller de-icing system 

became unavailable due to burnt/chafed 

wires within the Alternating Current 

Contactor Box (ACCB). There has also been 

a number of additional minor events of wires 

found chafed within ACCBs. 

An investigation revealed that inadequate 

clearance between the wires and metallic 

structure within the ACCB could cause 

chafed wires. 

Damaged, chafed or loose wiring within an 

ACCB could affect the operation of the 

windshield heater, ice detector, angle of 

attack (AOA) vane heater, pitot probe heater, 

engine intake heater or propeller de-icing 

system. Loss of one of these systems could 

adversely affect the aeroplane’s flight 

characteristics in icing conditions. 

This [Transport Canada Civil Aviation 

(TCCA)] Airworthiness Directive (AD) 

mandates the [visual] inspection [for 

damaged, chafed, and loose wiring within an 

ACCB and replace if necessary] and 

rectification [rework] of the wiring 

installation within each ACCB. 

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 (77 

FR 49394, August 16, 2012) 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—except for minor editorial 

changes. We have determined that these 

minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (77 FR 

49394, August 16, 2012) for correcting 

the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (77 FR 49394, 

August 16, 2012). 

Costs of Compliance 

We estimate that this AD will affect 

83 products of U.S. registry. We also 

estimate that it will take about 7 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 $49,385, or $595 per product. 

In addition, we estimate that any 

necessary follow-on actions would take 

about 2 work-hours and require parts 

costing $0, for a cost of $170 per 

product. We have no way of 

determining the number of products 

that may need these actions. 

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 


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