71344 Federal Register / Vol. 69, No. 236 / Thursday, December 9, 2004 / Rules and Regulations 

Director of the Federal Register approves the 

incorporation by reference of this document 

in accordance with 5 U.S.C. 552(a) and 1 CFR 

part 51. For copies of the service information, 

contact Airbus, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France. For 

information on the availability of this 

material at the National Archives and 

Records Administration (NARA), call (202) 

741–6030, or go to http://www.archives.gov/

federal_register/code_of_federal_regulations/

ibr_locations.html. You may view the AD 

docket at the Docket Management Facility, 

U.S. Department of Transportation, 400 

Seventh Street SW., room PL–401, Nassif 

Building, Washington, DC.

Issued in Renton, Washington, on 

November 30, 2004. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service.

[FR Doc. 04–26916 Filed 12–8–04; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. 98–CE–64–AD; Amendment 39–

13891; AD 2004–25–04] 

RIN 2120–AA64 

Airworthiness Directives; Mooney 

Aircraft Corporation Models M20B, 

M20C, M20D, M20E, M20F, M20G, and 

M20J Airplanes

AGENCY: Federal Aviation 

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: The FAA adopts a new 

airworthiness directive (AD) for all 

Mooney Aircraft Corporation (Mooney) 

Models M20B, M20C, M20D, M20E, 

M20F, M20G, and M20J airplanes 

equipped with an O & N Bladder Fuel 

Cell installed per Supplemental Type 

Certificate (STC) SA2277CE or STC 

SA2350CE. The STCs apply to all the 

affected airplane models except for 

Model M20B airplanes. Model M20B 

airplanes could have one of the STCs 

incorporated by field approval. This AD 

requires you to inspect the drain valve 

to assure that it is inserted fully into the 

drain nipple and modify any drain valve 

found not to be inserted fully into the 

drain nipple. This AD also requires 

certain modifications and replacements 

on the affected fuel cells to reduce the 

chances of water/ice contamination. 

This AD is the result of reports of 

rainwater entering the fuel bladders and 

the information from the subsequent 

evaluation of the fuel systems. The 

actions specified by this AD are 

intended to assist in preventing water 

from entering the fuel bladders, which 

could result in rough engine operation 

or complete loss of engine power.

DATES: This AD becomes effective on 

January 21, 2005. 

As of January 21, 2005, the Director of 

the Federal Register approved the 

incorporation by reference of certain 

publications listed in the regulation.

ADDRESSES: You may get the service 

information identified in this AD from 

O & N Aircraft Modifications Inc., 210 

Windsock Lane, Seamans Airport, 

Factoryville, PA 18419; telephone: (717) 

945–3769; facsimile: (717) 945–7282. 

You may view the AD docket at FAA, 

Central Region, Office of the Regional 

Counsel, Attention: Rules Docket No. 

98–CE–64–AD, 901 Locust, Room 506, 

Kansas City, Missouri 64106. Office 

hours are 8 a.m. to 4 p.m., Monday 

through Friday, except Federal holidays.

FOR FURTHER INFORMATION CONTACT: Paul 

O. Pendleton, Aerospace Engineer, FAA, 

Wichita Aircraft Certification Office, 

1801 Airport Road, Room 100, MidContinent Airport, Wichita, Kansas 

67209; telephone: (316) 946–4143; 

facsimile: (316) 946–4107.

SUPPLEMENTARY INFORMATION: 

Discussion 

What events have caused this AD?

The FAA has received a report of water 

being trapped in the fuel bladders on 

Mooney Models M20C, M20D, M20E, 

M20F, M20G, and M20J airplanes that 

are equipped with an O & N Bladder 

Fuel Cell installed per Supplemental 

Type Certificate (STC) SA2277CE or 

STC SA2350CE. The STCs apply to all 

of the above-referenced airplane models 

except for the Mooney Model M20B 

airplanes; the Model M20B airplanes 

could have one of the STCs 

incorporated by field approval. 

Evaluation of this problem shows that 

improper installation of the fuel bladder 

drains and fuel caps could allow 

rainwater to enter the fuel bladders if 

the fuel cap was defective. 

The evaluation also revealed 

additional installation problems and 

design deficiencies, including:

—Inadequate installation of the foam 

filler that supports the fuel bladders; 

—Inadequate engine crankcase breather 

vent and primary fuel vent ice 

protection; and 

—Fuel caps that have the sealing surface 

below the fuel tank opening.

What is the potential impact if FAA 

took no action? If not prevented, water 

entering the fuel bladders could result 

in rough engine operation or complete 

loss of engine power. 

Has FAA taken any action to this 

point? We issued a proposal to amend 

part 39 of the Federal Aviation 

Regulations (14 CFR part 39) to include 

an AD that would apply to all Mooney 

Aircraft Corporation (Mooney) Models 

M20B, M20C, M20D, M20E, M20F, 

M20G, and M20J airplanes equipped 

with an O & N Bladder Fuel Cell 

installed per Supplemental Type 

Certificate (STC) SA2277CE or STC 

SA2350CE. This proposal was 

published in the Federal Register as a 

notice of proposed rulemaking (NPRM) 

on October 9, 1998 (63 FR 54401). The 

NPRM proposed to require you to 

inspect the drain valve to assure that it 

was inserted fully into the drain nipple 

and modify any drain valve found not 

fully inserted into the drain nipple. The 

NPRM also proposed to require you to 

incorporate the design changes specified 

in O & N Aircraft Modifications Inc. 

Mandatory Service Bulletin No. ON–

100, dated February 1, 1998.

Comments 

Was the public invited to comment?

We provided the public the opportunity 

to participate in developing this AD. 

The following presents the comments 

received on the proposal and FAA’s 

response to each comment: 

Comment Issue No. 1: Remove the 

Requirement To Replace the Flush 

Style Fuel Cap With a Raised Style Fuel 

Cap 

What is the commenter’s concern?

The FAA received 18 comments with 

each commenter stating that requiring 

replacement of the flush style fuel caps 

with raised style fuel caps is 

unnecessary. 

Most commenters, which are owners 

and operators of the affected model 

airplanes, state that they have never 

experienced getting a single drop of 

water in the fuel tanks with the O&N 

flush style fuel caps. Many of these 

airplanes are washed frequently with 

high-pressure hoses and are parked 

outside in the rain, sleet, and snow. 

The commenters express no problems 

with the flush style fuel caps because of 

proper maintenance and proper 

operating procedures. 

Several commenters state that all high 

performance airplanes have flush style 

fuel caps. They further comment that, if 

the FAA wants these fuel caps replaced 

on the affected Mooney airplanes 

because they pose an unsafe condition, 

then the FAA should mandate this on 

all airplanes with flush style fuel caps. 

The commenters also communicate 

that this replacement would cause a 

financial burden with no gain in safety. 

The commenters want the fuel cap 

replacement requirement removed from 

the AD. 

Federal Register / Vol. 69, No. 236 / Thursday, December 9, 2004 / Rules and Regulations 71345

What is FAA’s response to the 

concern? We are requiring you to 

replace the flush style fuel caps with 

raised style caps because the sealing 

surface of the flush style fuel caps is 

below the fuel tank opening. 

However, based on the comments 

received, we have developed ‘‘Pilot 

Operating Procedures for Pre-flight Fuel 

System Check.’’ Inserting these 

procedures into the Limitations Section 

of the FAA-approved Airplane Flight 

Manual (AFM) would serve as an 

alternative method of compliance 

(AMOC) for replacing the flush style 

fuel caps. 

Based on these comments, we will 

change the final rule AD to incorporate 

these procedures as an AMOC to 

replacing the fuel caps. 

Comment Issue No. 2: Revise or 

Remove the Proposed AD 

What is the commenter’s concern?

The notice of proposed rulemaking 

(NPRM) states that improper installation 

of the fuel bladder drains and fuel caps 

could allow rainwater to enter the fuel 

bladders. 

Several commenters do not feel they 

should be penalized because of 

improper installation of the fuel 

bladders and the flush fuel cap that an 

unauthorized independent fixed base 

operator did. The commenters express 

that no reported problems exist with 

water in the fuel system on O&N 

bladder systems installed at an 

authorized installation center. 

Most commenters state that the 

proposed AD is unnecessary, could 

cause significant damage to the existing 

fuel bladder tanks, and could cause a 

financial burden to the owners and 

operators with no gain in safety. 

These commenters want the proposed 

AD withdrawn. 

One commenter wants the proposed 

AD revised to include a proper 

inspection by licensed FAA personnel 

to prevent the reoccurrence of any 

improper installation. 

Several commenters want the 

applicability of the AD revised to 

exclude airplanes that had the O&N 

bladder system installed at an 

authorized O&N facility. 

What is FAA’s response to the 

concern? The FAA does not concur that 

the AD is not necessary. As earlier 

stated, our evaluation of the problem 

reveals installation and design 

deficiencies on the fuel bladder drains 

and fuel caps. Our determination on this 

issue is that the actions of the AD are 

necessary to ensure that the unsafe 

condition does not continue to exist or 

develop on the affected type design 

airplanes. 

As stated before, the incorporation of 

the ‘‘Pilot Operating Procedures for Preflight Fuel System Check’’ as an AMOC 

for the fuel cap replacement 

requirement will alleviate a percentage 

of the commenters’ concerns. 

Comment Issue No. 3: Remove 

Requirement To Install an Anti-Ice 

Mast 

What is the commenter’s concern?

One commenter states these airplanes 

are not certificated to fly into known 

icing conditions. 

Another commenter states that, since 

anti-icing masts are not normally found 

on general aviation aircraft, there is no 

reason to add it to the affected Mooney 

airplanes. The commenter further 

expresses that the anti-ice mast is 

unproven and untested on Mooney 

airplanes and could actually impede 

vent performance under normal and 

icing conditions. The commenter also 

states that, if the FAA believes that the 

risk of vent icing is inordinately high, 

the FAA should then issue an AD for all 

registered aircraft. 

The commenters want the final rule 

AD revised to remove the requirement 

to install an anti-ice mast forward of the 

vent tubes. 

What is FAA’s response to the 

concern? The FAA does not concur. As 

stated earlier, this is one of the areas 

where we found installation or design 

deficiencies that needed action to 

remove an unsafe condition. Therefore, 

we have determined that this portion of 

the AD is valid and necessary to address 

the unsafe condition. 

We are not changing the final rule AD 

action based on these comments.

Comment Issue No. 4: Crank Case Vent 

Hole Is Unrelated to the O&N Bladder 

Fuel Cells 

What is the commenter’s concern?

The commenter states that, if Mooney 

airplanes with the bladder fuel cells 

installed need to have this vent hole 

drilled in the engine’s crankcase 

breathers, the FAA should then include 

all piston-powered airplanes. 

What is FAA’s response to the 

concern? To this date, FAA has not 

received data indicating that the 

condition exists on any other 

installations other the Mooney airplanes 

with the O&N fuel cap installation. If 

our continued evaluation reveals such a 

condition, we will consider further 

rulemaking action on other type design 

aircraft. 

We are not changing the final rule AD 

action based on these comments. 

Conclusion 

What is FAA’s final determination on 

this issue? We have carefully reviewed 

the available data and determined that 

air safety and the public interest require 

adopting the AD as proposed except for 

the changes discussed above and minor 

editorial corrections. We have 

determined that these changes and 

minor corrections:

—Are consistent with the intent that 

was proposed in the NPRM for 

correcting the unsafe condition; and 

—Do not add any additional burden 

upon the public than was already 

proposed in the NPRM. 

Changes to 14 CFR Part 39—Effect on 

the AD 

How does the revision to 14 CFR part 

39 affect this AD? On July 10, 2002, the 

FAA published a new version of 14 CFR 

part 39 (67 FR 47997, July 22, 2002), 

which governs the FAA’s AD system. 

This regulation now includes material 

that relates to altered products, special 

flight permits, and alternative methods 

of compliance. This material previously 

was included in each individual AD. 

Since this material is included in 14 

CFR part 39, we will not include it in 

future AD actions. 

Costs of Compliance 

How many airplanes does this AD 

impact? We estimate that this AD affects 

300 airplanes in the U.S. registry. 

What is the cost impact of this AD on 

owners/operators of the affected 

airplanes? We estimate the following 

costs to accomplish the inspection and 

modification:

Labor cost Parts cost Total cost per airplane Total cost on U.S.

operations 

8 work hours × $65 per hour = $520 ..................... $200 ........... $520 + $200 = $750 .............................................. $720 × 300 = $216,000. 

71346 Federal Register / Vol. 69, No. 236 / Thursday, December 9, 2004 / Rules and Regulations 

Authority for This Rulemaking 

What authority does FAA have for 

issuing this rulemaking action? 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 AD. 

Regulatory Findings 

Will this AD impact various entities?

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. 

Will this AD involve a significant rule 

or regulatory action? For the reasons 

discussed above, I certify that 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 summary of the costs 

to comply with this AD and placed it in 

the AD Docket. You may get a copy of 

this summary by sending a request to us 

at the address listed under ADDRESSES. 

Include ‘‘AD Docket No. 98–CE–64–AD’’

in your request.

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 Federal Aviation Administration 

amends part 39 of the Federal Aviation 

Regulations (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. FAA amends § 39.13 by adding a 

new AD to read as follows:

2004–25–04 Mooney Aircraft Corporation:

Amendment 39–13891; Docket No. 98–

CE–64–AD. 

When Does This AD Become Effective? 

(a) This AD becomes effective on January 

21, 2005. 

What Other ADs Are Affected By This 

Action? 

(b) None. 

What Airplanes Are Affected by This AD? 

(c) This AD affects Models M20C, M20D, 

M20E, M20F, M20G, and M20J airplanes, all 

serial numbers, that are: 

(1) certificated in any category; 

(2) equipped with an O & N Bladder Fuel 

Cell installed per Supplemental Type 

Certificate (STC) SA2277CE or STC 

SA2350CE; and 

(3) This AD affects Model M20B airplanes, 

all serial numbers, that are certificated in any 

category and have any of the STCs referenced 

in paragraph (c)(2) incorporated by field 

approval.

What Is the Unsafe Condition Presented in 

This AD? 

(d) This AD is the result of reports of rain 

water entering the fuel bladders and the 

information from the subsequent evaluation 

of the fuel systems. The actions specified in 

this AD are intended to assist in preventing 

water from entering the fuel bladders, which 

could result in rough engine operation or 

complete loss of engine power. 

What Must I Do To Address This Problem? 

(e) To address this problem, you must do 

the following:

Actions Compliance Procedures 

(1) On both the left and right wing, inspect the 

drain valve to assure that it was inserted fully 

into the drain nipple 

Within the next 12 months after January 21, 

2005 (the effective date of this AD), unless 

already done (see Note 1) 

Follow O & N Aircraft Modifications Inc. Mandatory Service Bulletin No. ON–100, dated 

February 1, 1998. 

(2) Modify any drain valve found not to be inserted fully into the drain nipple Prior to further flight after the inspection required in paragraph (e)(1) of this AD, unless already done (see Note 1). Follow O & N Aircraft Modifications Inc. Mandatory Service Bulletin No. ON–100, dated 

February 1, 1998. 

(3) On both the left and right wing do the following: 

(i) Install a foam wedge to reduce the amount 

of trapped fluids in the center fuel cell; 

(ii) Install an anti-ice mast forward of the vent 

tubes to prevent icing of the fuel tank vents; 

(iii) Drill a vent hole to prevent icing of the engine’s crankcase breathers; and 

(iv) Replace the flush style fuel caps and adapters with raised style caps and adapters. Follow the instructions in paragraph (f) of this 

AD as an alternative method of compliance 

for replacing the flush style fuel caps 

Within the next 12 months after January 21, 

2005 (the effective date of this AD), unless 

already done (see Note 1). 

Follow O & N Aircraft Modifications Inc. Mandatory Service Bulletin No. ON–100, dated 

February 1, 1998. 

Note 1: All kits installed by (or obtained 

from) O&N Aircraft Modifications Inc. after 

February 1, 1998, incorporate the actions of 

this AD. If you have one of these kits 

installed, you may take ‘‘unless already 

done’’ credit for the actions of this AD.

What Is the Alternate Method of Compliance 

(AMOC) for Replacing the Flush Style Fuel 

Caps as Required in Paragraph (e)(3)(iv) of 

This AD? 

(f) Instead of replacing the flush style fuel 

caps as required in paragraph (e)(3)(iv) of this 

AD, you may do a preflight fuel system check 

prior to each flight. To do this, you must 

insert the following ‘‘Pilot Operating 

Procedures—Preflight Fuel System Check’’

(paragraphs (f)(1), (f)(2), (f)(3), and (f)(4) of 

this AD) into the Limitation Section of the 

FAA-approved Airplane Flight Manual 

(AFM): 

Federal Register / Vol. 69, No. 236 / Thursday, December 9, 2004 / Rules and Regulations 71347

(1) Place a suitable container under the fuel 

strainer drain outlet prior to operating the 

strainer drain control for at least 4 seconds. 

Check strainer to ensure drain is closed.(2) 

Inspect the fluid drained from the fuel 

strainer and each wing tank quick drain for 

evidence of fuel contamination in the form of 

water, rust, sludge, ice, or any other 

substance not compatible with fuel. Also 

check for proper fuel grade before the first 

flight of each day and after each refueling. If 

any contamination is detected, comply with 

paragraph (f)(4) of this AD. 

(3) Repeat steps in paragraph (f)(1) and 

(f)(2) of this AD on each wing tank quick 

drain. 

(4) If the airplane has been exposed to rain, 

sleet, or snow, or if the wing fuel tanks or 

fuel strainer drains produce water or other 

contamination, you must purge the airplane 

fuel system to the extent necessary to ensure 

that there is no water, ice, or other fuel 

contamination. 

May I Request Another AMOC for This AD? 

(g) You may request a different method of 

compliance or a different compliance time 

for this AD by following the procedures in 14 

CFR 39.19. Unless FAA authorizes otherwise, 

send your request to your principal 

inspector. The principal inspector may add 

comments and will send your request to the 

Manager, Wichita Aircraft Certification Office 

(ACO), FAA. For information on any already 

approved alternative methods of compliance, 

contact Paul O. Pendleton, Aerospace 

Engineer, FAA, Wichita ACO, 1801 Airport 

Road, Room 100, Mid-Continent Airport, 

Wichita, Kansas 67209; telephone: (316) 946–

4143; facsimile: (316) 946–4107. 

Does This AD Incorporate Any Material by 

Reference? 

(h) You must do the actions required by 

this AD following the instructions in O & N 

Aircraft Modifications Inc. Mandatory 

Service Bulletin No. ON–100, dated February 

1, 1998. The Director of the Federal Register 

approved the incorporation by reference of 

this service bulletin in accordance with 5 

U.S.C. 552(a) and 1 CFR part 51. You may get 

a copy from O & N Aircraft Modifications 

Inc., 210 Windsock Lane, Seamans Airport, 

Factoryville, PA 18419. You may review 

copies at FAA, Central Region, Office of the 

Regional Counsel, 901 Locust, Room 506, 

Kansas City, Missouri 64106; or 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 Kansas City, Missouri, on 

December 1, 2004. 

David A. Downey, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service.

[FR Doc. 04–26915 Filed 12–8–04; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2004–19228; Directorate 

Identifier 2004–NM–77–AD; Amendment 39–

13897; AD 2004–25–09] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 707 Airplanes and Model 720 

and 720B Series Airplanes

AGENCY: Federal Aviation 

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for all 

Boeing Model 707 airplanes and Model 

720 and 720B series airplanes. This AD 

requires repetitive inspections of the left 

and right support ribs for the main 

landing gear (MLG) trunnion, related 

investigative/corrective actions if 

necessary, and other specified actions. 

This AD is prompted by reports of inservice cracking of the support ribs for 

the MLG trunnion. We are issuing this 

AD to detect and correct corrosion and 

cracking of the support ribs for the MLG 

trunnion, which could result in collapse 

of the MLG.

DATES: This AD becomes effective 

January 13, 2005. 

The incorporation by reference of a 

certain publication listed in the AD is 

approved by the Director of the Federal 

Register as of January 13, 2005.

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, P.O. Box 3707, 

Seattle, Washington 98124–2207. You 

can examine this information 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.

You can examine the contents of this 

AD docket on the Internet at http://

dms.dot.gov, or at the Docket 

Management Facility, U.S. Department 

of Transportation, 400 Seventh Street, 

SW., room PL–401, on the plaza level of 

the Nassif Building, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Technical information: Candice 

Gerretsen, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98055–4056; telephone 

(425) 917–6428; fax (425) 917–6590. 

Plain language information: Marcia 

Walters, marcia.walters@faa.gov.

Examining the Docket 

The AD docket contains the proposed 

AD, comments, and any final 

disposition. You can 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.

SUPPLEMENTARY INFORMATION: The FAA 

proposed to amend 14 CFR part 39 with 

an AD for all Boeing Model 707 

airplanes and Model 720 and 720B 

series airplanes. That action, published 

in the Federal Register on October 4, 

2004 (69 FR 59151), proposed to require 

repetitive inspections of the left and 

right support ribs for the main landing 

gear (MLG) trunnion, related 

investigative/corrective actions if 

necessary, and other specified actions. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comment that was 

submitted on the proposed AD. The 

commenter, the manufacturer, supports 

the proposed AD. 

Conclusion 

We have carefully reviewed the 

available data, including the comment 

that has been submitted, and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

Costs of Compliance 

There are about 227 airplanes of the 

affected design worldwide. The 

following table provides the estimated 

costs for U.S. operators to comply with 

this AD.