74608 Federal Register / Vol. 75, No. 230 / Wednesday, December 1, 2010 / Rules and Regulations 

(b) * * * 

(1) * * * 

(iii) Determine the dollar value on the 

posting date of the number of shares the 

participant would have received had the 

contributions or loan payments been 

made on time. If the contributions or 

loan payments would have been 

invested in a Lifecycle fund that is 

retired on the posting date, the 

constructed share price shall equal the 

retired Lifecycle fund share price on 

December 31 of the retirement year, 

multiplied by the current L Income 

Fund share price, divided by the L 

Income Fund share price on December 

31 of the retirement year. The dollar 

value shall be the number of shares the 

participant would have received had the 

contributions or loan payments been 

made on time multiplied by the 

constructed share price. 

(iv) The difference between the dollar 

value of the contribution or loan 

payment on the posting date and the 

dollar value of the contribution or loan 

payment on the ‘‘as of’’ date is the 

breakage. 

* * * * * 

■ 3. Amend § 1605.12, by revising 

paragraph (c)(2)(ii) to read as follows: 

§ 1605.12 Removal of erroneous 

contributions. 

* * * * * 

(c) * * * 

(2) * * * 

(ii) Multiply the price per share on the 

date the adjustment is posted by the 

number of shares calculated in 

paragraph (c)(2)(i) of this section. If the 

contribution was erroneously 

contributed to a Lifecycle fund that is 

retired on the date the adjustment is 

posted, the price per share shall equal 

the retired Lifecycle fund share price on 

December 31 of the retirement year, 

multiplied by current L Income Fund 

share price, divided by the L Income 

Fund share price on December 31 of the 

retirement year. 

* * * * * 

[FR Doc. 2010–29886 Filed 11–30–10; 8:45 am] 

BILLING CODE 6760–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0735 Directorate 

Identifier 2010–CE–030–AD; Amendment 

39–16529; AD 2010–24–10] 

RIN 2120–AA64 

Airworthiness Directives; CENTRAIR 

Models 101, 101A, 101P, and 101AP 

Gliders 

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) 

issued 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: 

Damages to the rudder bar locking 

adjustment tube of a non-reinforced version 

have been reported to Socie ́te ́ Nouvelle (SN) 

Centrair. This tube had been reinforced in 

1984 with a modification. Gliders produced 

before the introduction of this modification 

have not been systematically retrofitted. 

In case of rudder bar locking adjustment 

tube breaking in flight when adjusting the 

rudder pedals position, it might interfere 

with the rudder pedals which could lead to 

rudder jam or a restricted rudder movement 

and consequently, to reduced control of the 

sailplane. 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

January 5, 2011. 

On January 5, 2011, the Director of the 

Federal Register approved the 

incorporation by reference of certain 

publications listed in this AD. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at 

Document Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue, SE., Washington, 

DC 20590. 

For service information identified in 

this AD, contact Socie ́te ́ Nouvelle 

CENTRAIR, Aerodome—36300 Le 

Blanc, France; telephone: +33 (0)254 

370796; fax: +33 (0)54. 374864; Internet: 

http://www.societe.com. You may 

review copies of the referenced service 

information at the FAA, Small Airplane 

Directorate, 901 Locust, Kansas City, 

Missouri 64106. For information on the 

availability of this material at the FAA, 

call 816–329–4148. 

FOR FURTHER INFORMATION CONTACT: Greg 

Davison, Aerospace Engineer, FAA, 

Small Airplane Directorate, 901 Locust, 

Room 301, Kansas City, Missouri 64106; 

telephone: (816) 329–4130; fax: (816) 

329–4090. 

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 July 23, 2010 (75 FR 43103). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI, issued on May 26, 

2010, states: 

Damages to the rudder bar locking 

adjustment tube of a non-reinforced version 

have been reported to Socie ́te ́ Nouvelle (SN) 

Centrair. This tube had been reinforced in 

1984 with a modification. Gliders produced 

before the introduction of this modification 

have not been systematically retrofitted. 

In case of rudder bar locking adjustment 

tube breaking in flight when adjusting the 

rudder pedals position, it might interfere 

with the rudder pedals which could lead to 

rudder jam or a restricted rudder movement 

and consequently, to reduced control of the 

sailplane. 

For the reason described above, this AD 

requires inspecting the rudder bar locking 

adjustment tube and, if necessary, replacing 

it. 

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 

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Federal Register / Vol. 75, No. 230 / Wednesday, December 1, 2010 / Rules and Regulations 74609 

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. 

Costs of Compliance 

We estimate that this AD will affect 

52 products of U.S. registry. We also 

estimate that it will take about 1 workhour 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 on U.S. operators to 

be $4,420 or $85 per product. 

In addition, we estimate that any 

necessary follow-on actions will take 

about 1 work-hour and require parts 

costing $51, for a cost of $136 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 

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 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 

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. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 

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

Friday, except Federal holidays. The AD 

docket contains the NPRM, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(telephone (800) 647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

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: 

2010–24–10 CENTRAIR: Amendment 39– 

16529; Docket No. FAA–2010–0735; 

Directorate Identifier 2010–CE–030–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective January 5, 2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to CENTRAIR Models 

101, 101A, 101P, and 101AP gliders, all serial 

numbers, certificated in any category. 

Subject 

(d) Air Transport Association of America 

(ATA) Code 27: Flight Controls. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

Damages to the rudder bar locking 

adjustment tube of a non-reinforced version 

have been reported to Socie ́te ́ Nouvelle (SN) 

Centrair. This tube had been reinforced in 

1984 with a modification. Gliders produced 

before the introduction of this modification 

have not been systematically retrofitted. 

In case of rudder bar locking adjustment 

tube breaking in flight when adjusting the 

rudder pedals position, it might interfere 

with the rudder pedals which could lead to 

rudder jam or a restricted rudder movement 

and consequently, to reduced control of the 

sailplane. 

For the reason described above, this AD 

requires inspecting the rudder bar locking 

adjustment tube and, if necessary, replacing 

it. 

Actions and Compliance 

(f) Unless already done, do the following 

actions in accordance with Socie ́te ́ Nouvelle 

Centrair Service Bulletin No. 101–29, dated 

July 30, 2009: 

(1) Within the next 30 days after January 

5, 2011 (the effective date of this AD), inspect 

the rudder bar locking adjustment tube to 

determine if it has been reinforced and to 

determine if it has been damaged. 

(2) If the results of the inspection required 

in paragraph (f)(1) of this AD show that the 

rudder bar locking adjustment tube has not 

been reinforced and is not damaged, replace 

it with a reinforced rudder bar locking 

adjustment tube, part number (P/N) $Y186A, 

at the next scheduled maintenance event 

after January 5, 2011 (the effective date of 

this AD) but no later than 12 months after 

January 5, 2011 (the effective date of this 

AD). 

(3) If the results of the inspection required 

in paragraph (f)(1) of this AD show that the 

rudder bar locking adjustment tube has not 

been reinforced but is damaged, replace it 

with a reinforced rudder bar locking 

adjustment tube, P/N $Y186A, before further 

flight. 

FAA AD Differences 

Note: This AD differs from the MCAI and/ 

or service information as follows: No 

differences. 

Other FAA AD Provisions 

(g) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, Standards Office, 

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: Greg Davison, Aerospace Engineer, 

FAA, Small Airplane Directorate, 901 Locust, 

Room 301, Kansas City, Missouri 64106; 

telephone: (816) 329–4130; fax: (816) 329– 

4090. Before using any approved AMOC on 

any glider to which the AMOC applies, notify 

your appropriate principal inspector (PI) in 

the FAA Flight Standards District Office 

(FSDO), or lacking a PI, your local FSDO. 

(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. 

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(3) Reporting Requirements: For any 

reporting requirement in this AD, a federal 

agency may not conduct or sponsor, and a 

person is not required to respond to, nor 

shall a person be subject to a penalty for 

failure to comply with a collection of 

information subject to the requirements of 

the Paperwork Reduction Act unless that 

collection of information displays a current 

valid OMB Control Number. The OMB 

Control Number for this information 

collection is 2120–0056. Public reporting for 

this collection of information is estimated to 

be approximately 5 minutes per response, 

including the time for reviewing instructions, 

completing and reviewing the collection of 

information. All responses to this collection 

of information are mandatory. Comments 

concerning the accuracy of this burden and 

suggestions for reducing the burden should 

be directed to the FAA at: 800 Independence 

Ave., SW., Washington, DC 20591, Attn: 

Information Collection Clearance Officer, 

AES–200. 

Related Information 

(h) Refer to MCAI European Aviation 

Safety Agency (EASA) AD No. 2010–0099, 

dated May 26, 2010; and Socie ́te ́ Nouvelle 

Centrair Service Bulletin No. 101–29, dated 

July 30, 2009, for related information. 

Material Incorporated by Reference 

(i) You must use Socie ́te ́ Nouvelle Centrair 

Service Bulletin No. 101–29, dated July 30, 

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 Socie ́te ́ Nouvelle 

CENTRAIR, Aerodome—36300 Le Blanc, 

France; telephone: +33 (0)254 370796; fax: 

+33 (0)54. 374864; Internet: http:// 

www.societe.com. 

(3) You may review copies of the service 

information incorporated by reference for 

this AD at the FAA, Central Region, Office of 

the Regional Counsel, 901 Locust, Kansas 

City, Missouri 64106. For information on the 

availability of this material at the Central 

Region, call (816) 329–3768. 

(4) You may also review copies of the 

service information incorporated by reference 

for this AD 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 

November 17, 2010. 

Patrick R. Mullen, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–29461 Filed 11–30–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–1067; Directorate 

Identifier 2009–NM–071–AD; Amendment 

39–16516; AD 2010–23–26] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300 B2–1C, B2K–3C, B2–203, B4–2C, 

B4–103, and B4–203 Airplanes; and 

Model A300 B4–601, B4–603, B4–620, 

B4–622, B4–605R, B4–622R, and F4– 

605R Airplanes 

AGENCY: Federal Aviation 

Administration, Department of 

Transportation. 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing 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: 

Following the occurrence of cracks on the 

MLG [main landing gear] rib 5 RH [righthand] and LH [left-hand] attachment fitting 

lower flanges, DGAC [Direction Ge ́ne ́rale de 

l’Aviation Civile] France AD 2003–318(B) 

[parallel to part of FAA AD 2006–12–13] was 

issued to require repetitive inspections and, 

as terminating action * * *[.] 

Subsequently, new cases of cracks were 

discovered during scheduled maintenance 

checks by operators of A300B4 and A300– 

600 type aeroplanes on which the 

terminating action * * * [was] embodied. 

This condition, if not corrected, could affect 

the structural integrity of those aeroplanes. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

January 5, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of January 5, 2011. 

On July 18, 2006 (71 FR 33994, June 

13, 2006), the Director of the Federal 

Register approved the incorporation by 

reference of certain other publications 

listed in this AD. 

On April 12, 2000 (65 FR 12077, 

March 8, 2000), the Director of the 

Federal Register approved the 

incorporation by reference of certain 

other publications listed in this AD. 

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: 

Dan Rodina, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–2125; 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 November 18, 2009 (74 FR 

59483), and proposed to supersede AD 

2006–12–13, Amendment 39–14639 (71 

FR 33994, June 13, 2006). That NPRM 

proposed to correct an unsafe condition 

for the specified products. The MCAI 

states: 

Following the occurrence of cracks on the 

MLG [main landing gear] rib 5 RH [righthand] and LH [left-hand] attachment fitting 

lower flanges, DGAC [Direction Ge ́ne ́rale de 

l’Aviation Civile] France AD 2003–318(B) 

[parallel to part of FAA AD 2006–12–13] was 

issued to require repetitive inspections and, 

as terminating action, the embodiment of 

Airbus Service Bulletins (SB) A300–57–0235 

and A300–57–6088 * * *. 

Subsequently, new cases of cracks were 

discovered during scheduled maintenance 

checks by operators of A300B4 and A300– 

600 type aeroplanes on which the 

terminating action SB’s were embodied. This 

condition, if not corrected, could affect the 

structural integrity of those aeroplanes. 

To address and correct this condition, 

Airbus developed an inspection programme 

for aeroplanes modified in accordance with 

SB A300–57–0235 or A300–57–6088. This 

inspection programme was required to be 

implemented by DGAC France AD F–2005– 

113, original issue and later revision 1 

[parallel to part of FAA AD 2006–12–13]. 

A new EASA [European Aviation Safety 

Agency] AD 2008–0111, superseding DGAC 

France AD F–2005–113R1, was issued to 

reduce the applicability. For aeroplanes 

already compliant with DGAC France AD F– 

2005–113R1, no further action was required. 

Since EASA AD 2008–0111 issuance, 

Airbus reviewed the inspection programmes 

of SB A300–57A0246 and SB A300–57A6101 

to introduce repetitive inspections including 

a new inspection technique for holes 47 and 

54 and to reduce inspections threshold and 

intervals from 700 Flight Cycles (FC) to 400 

FC until a revised terminating action is made 

available. 

For the reasons stated above, AD 2009– 

0081 superseded EASA AD 2008–0111 and 

required operators to comply with the new 

inspection programme introduced in 

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