57666 Federal Register / Vol. 75, No. 183 / Wednesday, September 22, 2010 / Rules and Regulations 

Accomplishment Instructions, PART B, dated 

May 18, 2010, to terminate the repetitive 

inspection required in paragraph (f)(1) of this 

AD, and to terminate the conditions required 

by paragraphs (f)(2) of this AD. This repair 

must be done before further flight if cracks 

are found as required in paragraph (f)(4) of 

this AD. 

FAA AD Differences 

Note: This AD differs from the MCAI and/ 

or service information as follows: The MCAI 

allows flight with known cracks for up to 100 

hours time-in-service. FAA policy is to not 

allow further flight with known cracks in 

critical structure. We require that if any 

cracks are found, before further flight, the 

crack must be repaired following the 

applicable GROB service information. 

Other FAA AD Provisions 

(h) 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 airplane 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. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act 

(44 U.S.C. 3501 et seq.), the Office of 

Management and Budget (OMB) has 

approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(i) Refer to MCAI European Aviation Safety 

Agency (EASA) AD No.: 2010–0140, dated 

July 2, 2010; GROB Aircraft AG Repair 

Instruction No. RI–1121–017, dated April 1, 

2010; GROB Aircraft AG Repair Instruction 

No. RI–1121–018, dated May 18, 2010; and 

GROB Aircraft AG Service Bulletin No.: 

ASB1121–113/1, dated May 18, 2010, for 

related information. 

Material Incorporated by Reference 

(j) You must use GROB Aircraft AG Repair 

Instruction No. RI–1121–017, dated April 1, 

2010; GROB Aircraft AG Repair Instruction 

No. RI–1121–018, dated May 18, 2010; and 

GROB Aircraft AG Service Bulletin No.: 

ASB1121–113/1, dated May 18, 2010, 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 GROB Aircraft AG, 

Lettenbachstrasse 9, 86874 TussenhausenMattsies, Germany; telephone: +49 (0) 8268– 

998–0; fax: +49 (0) 8268–998–200; e-mail 

productsupport@grob-aircraft.com; Internet: 

http://www.grob-aircraft.eu/service-andsupport/g-120/documentation/servicebulletins.html. 

(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 

September 14, 2010. 

William J. Timberlake, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–23377 Filed 9–21–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0715; Directorate 

Identifier 2008–NM–211–AD; Amendment 

39–16432; AD 2010–19–04] 

RIN 2120–AA64 

Airworthiness Directives; Empresa 

Brasileira de Aeronautica S.A. 

(EMBRAER) Model EMB–120, –120ER, 

–120FC, –120QC, and –120RT 

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: 

It has been found the occurrence of 

corrosion on the Auxiliary Power Unit (APU) 

mounting rods that could cause the APU rod 

to break, affecting the APU support structure 

integrity. 

* * * * * 

APU support structure failure could 

result in loss of power of the APU and 

possible loss of control of the airplane. 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

October 27, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of October 27, 2010. 

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: 

Todd Thompson, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1175; 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 August 19, 2009 (74 FR 

41805). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

It has been found the occurrence of 

corrosion on the Auxiliary Power Unit (APU) 

mounting rods that could cause the APU rod 

to break, affecting the APU support structure 

integrity. 

* * * * * 

APU support structure failure could 

result in loss of power of the APU and 

possible loss of control of the airplane. 

The required action is doing an external 

detailed inspection for corrosion of the 

APU auxiliary and center mounting rods 

and rod ends, and corrective actions if 

necessary. Corrective actions include 

removing corrosion, applying 

anticorrosive treatment, and replacing 

mounting rods. 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 

considered the comments received. 


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Request To Revise the Unsafe Condition 

Specified in Paragraph (e) of the NPRM 

EMBRAER states that the 

undetectable fire condition described in 

the NPRM is not verifiable since two 

events must happen for APU rod 

breakage to occur. 

EMBRAER states that the first event is 

a fire, because the rod breakage by itself 

is not enough to promote sparks or 

overheating of any kind. EMBRAER also 

states that the rod breakage has not been 

shown to cause leakage of APU oil in 

the gearbox or leakage of the fuel lines 

in the compartment. EMBRAER states 

both ignition sources and flammable 

fluids would be required to ignite a fire. 

EMBRAER states that for the second 

event to occur, a fire must start due to 

the unforeseeable scenario described 

previously, at which time damage to the 

fire detector, located in the vicinity of 

the combustion chamber and accessory 

gearbox, could occur. EMBRAER states 

that in-service experience demonstrates 

that the fire detector must be punctured 

or extensively crushed for it to lose its 

capability to detect a fire. 

From these statements we infer that 

EMBRAER requests that we revise 

paragraph (e) of the NPRM to clarify the 

unsafe condition. We agree with the 

scenarios EMBRAER has described 

previously in regards to an undetected 

fire occurring in the tail cone of the 

airplane. Therefore, we have changed 

the Summary section and paragraph (e) 

of this AD to state, ‘‘APU support 

structure failure could result in loss of 

power of the APU and possible loss of 

control of the airplane.’’ 

Request To Extend the Proposed Initial 

Compliance Time 

EMBRAER states that the European 

Aviation Safety Agency (EASA) and the 

Ageˆncia Nacional de Aviac ̧a ̃o Civil 

(ANAC) fleets have accomplished their 

respective ADs. EMBRAER states that 

not one APU rod was removed due to 

moderate or heavy corrosion, with the 

exception of one event of corrosion 

reported at the rod terminal. EMBRAER 

also states that there is no evidence that 

Empresa Brasileira de Aeronautica S.A. 

(EMBRAER) Model EMB–120, –120ER, 

–120FC, –120QC, and –120RT airplanes 

are prone to the corrosion event. 

EMBRAER states that with the 

considerations stated previously, 

meaning lack of real fire in the 

compartment, and lack of evidence or 

reports of corrosion spreading in the 

current Model EMB 120 fleet, the initial 

compliance time of 500 flight hours or 

2 months after the effective date of the 

AD is too conservative. EMBRAER states 

that this leads to extensive burden and 

labor costs on operators, and does not 

lead to a real increased margin of safety 

levels related to this issue. EMBRAER 

states that, according to Brazilian 

Airworthiness Directive 2008–08–01, 

dated October 21, 2008; and EMBRAER 

Service Bulletin 120–49–0023, Revision 

01, dated June 30, 2008; an adequate 

approach could be taken within 1,500 

flight hours or 6 months from the 

effective date of the AD, whichever 

occurs first. 

We infer that EMBRAER requests that 

we extend the proposed compliance 

time specified in the NPRM. We agree 

with the commenter’s request. Since the 

NPRM has been published, we have 

determined that the compliance time 

can be extended as the inspection 

reports received provided sufficient 

technical information to do so. We have 

revised the initial compliance time in 

paragraph (f)(1) of this AD from 500 

flight hours or 2 months after the 

effective date of this AD to 1,500 flight 

hours or 6 months (whichever occurs 

first) after the effective date of this AD. 

The revised compliance time correlates 

with Brazilian Airworthiness Directive 

2008–08–01, dated October 21, 2008. 

Request To Eliminate Repetitive 

Detailed Inspections 

EMBRAER states that the repetitive 

inspection interval currently required 

by the maintenance review board (MRB) 

report for C–Checks (4,000 flight cycles) 

states: 

Zonal Inspection Task 313–01Z Tail Cone 

Fairing (APU installed). Inspection of the 

APU mounting structure for condition, 

security of installation or chafing. 

EMBRAER states that these findings 

demonstrate that the inspection interval 

in the MRB report is adequate. 

EMBRAER also states that few APU rods 

are reportedly replaced over time, apart 

from this proposed AD, demonstrating 

the MRB task is effective for the 

repetitive inspections. EMBRAER states 

that the repetitive detailed inspections 

in the NPRM are more restrictive than 

the general visual inspection specified 

in the MRB report. 

Ameriflight, LLC, states that the 

repetitive inspection interval of ‘‘not to 

exceed 1,500 flight hours or 6 months, 

whichever occurs first,’’ is adding an 

additional inspection item outside the 

scope of the EMBRAER EMB120 MRB. 

Ameriflight, LLC, states that due to the 

fact that all of the corrosion control and 

corrosion prevention items contained in 

the MRB report are calendar driven, it 

would seem relevant to have the 

repetitive APU mounting rod corrosion 

inspection interval come due at a 

calendar limit rather than on an hourly 

basis. Ameriflight, LLC, also states that 

the MRB report contains a 12-month 

inspection for the airplane, and that the 

repetitive inspection of the APU 

mounting rods should be completed at 

a 12-month interval so it could be 

completed during the normal inspection 

cycle contained in the MRB report. 

From these statements, we infer that 

EMBRAER and Ameriflight, LLC, 

believe that the repetitive detailed 

inspections specified in the NPRM are 

more restrictive than the repetitive 

inspections in the MRB report, and that 

Ameriflight, LLC, believes that the 

repetitive inspections could be 

completed during the same inspection 

cycle specified in the MRB report. 

We agree with EMBRAER and 

Ameriflight, LLC, that the repetitive 

detailed inspection proposed in the 

NPRM is more conservative than the 

inspection in the MRB report. Since the 

NPRM was published, we have 

determined that the proposed repetitive 

inspections are no longer necessary as 

the inspection reports received provided 

sufficient technical information to 

remove the requirement. Therefore, the 

repetitive inspections have been 

removed from this AD. 

Request To Extend the Compliance 

Time for the Reporting Requirement 

EMBRAER states that the EASA and 

ANAC ADs were issued in advance of 

this proposed NPRM. EMBRAER also 

states that the current status of U.S. 

operators that have proactively started 

inspecting their fleets is 46 percent of 

the total fleet, meaning nearly 50 

airplanes have already been inspected. 

EMBRAER states that since the 

proposed compliance time for the initial 

inspection specified in the NPRM is 500 

flight hours, with the current average of 

100 flight hours per month fleet usage, 

it would take more than 5 months to 

complete the first inspection. EMBRAER 

states that, since the results remain 

unchanged with time, it is 

recommended that the 30-day reporting 

requirement be extended to 120 days 

minimum, reducing the unnecessary 

labor burden and processing for the 

operators. 

We disagree with extending the 

compliance time for submitting the 

inspection results. We also disagree that 

the report is an undue burden to the 

operator. A reporting requirement is 

instrumental in ensuring that we can 

gather as much information as possible 

regarding the extent and nature of the 

problem, especially when findings of 

corrosion are involved and in cases 

where those data might not be available 

through other established means. This 

information is necessary to ensure that 


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proper corrective action will be taken. 

We have not changed this AD regarding 

this issue. 

Removal of Reporting Requirement for 

Light Corrosion 

Since the NPRM was issued, we have 

received sufficient technical 

information to remove the reporting 

requirement for light corrosion only 

(characterized by discoloration or 

pitting). We have revised paragraph 

(f)(3) of this AD to remove light 

corrosion from the reporting 

requirement of this AD. In addition, 

EMBRAER has provided us with an email address for submission of reports. 

We have added that e-mail address to 

paragraph (f)(3) of this AD. 

Conclusion 

We reviewed the available data, 

including the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously. 

We determined that these changes will 

not increase the economic burden on 

any operator or increase the scope of the 

AD. 

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. 

Explanation of Changes to Costs of 

Compliance 

Since issuance of the NPRM, we have 

increased the labor rate used in the 

Costs of Compliance from $80 per workhour to $85 per work-hour. The Costs of 

Compliance information, below, reflects 

this increase in the specified hourly 

labor rate. 

Costs of Compliance 

We estimate that this AD will affect 

90 products of U.S. registry. We also 

estimate that it will take about 8 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 $61,200, or $680 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 

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. 

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 the NPRM, 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. 

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: 

2010–19–04 Empresa Brasileira de 

Aeronautica S.A. (EMBRAER): 

Amendment 39–16432. Docket No. 

FAA–2009–0715; Directorate Identifier 

2008–NM–211–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective October 27, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Empresa Brasileira 

de Aeronautica S.A. (EMBRAER) Model 

EMB–120, –120ER, –120FC, –120QC, and 

–120RT airplanes, certified in any category; 

as identified in EMBRAER Service Bulletin 

120–49–0023, Revision 01, dated June 30, 

2008. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 49: Airborne Auxiliary Power. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

It has been found the occurrence of 

corrosion on the Auxiliary Power Unit (APU) 

mounting rods that could cause the APU rod 

to break, affecting the APU support structure 

integrity. 

APU support structure failure could result in 

loss of power of the APU and possible loss 

of control of the airplane. The required action 

is doing an external detailed inspection for 

corrosion of the APU auxiliary and center 

mounting rods and rod ends, and corrective 

actions if necessary. Corrective actions 

include removing corrosion, applying 

anticorrosive treatment, and replacing 

mounting rods. 

Actions and Compliance 

(f) Unless already done do the following 

actions: 

(1) Within 1,500 flight hours or 6 months 

after the effective date of this AD, whichever 

occurs first, do an external detailed 

inspection for corrosion of the APU, auxiliary 


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Federal Register / Vol. 75, No. 183 / Wednesday, September 22, 2010 / Rules and Regulations 57669 

and center mounting rods, and rod ends. If 

any corrosion is found during any inspection, 

before further flight, do the actions required 

by paragraphs (f)(1)(i), (f)(1)(ii), and (f)(1)(iii) 

of this AD, as applicable. Do all actions 

required by this paragraph in accordance 

with the Accomplishment Instructions of 

EMBRAER Service Bulletin 120–49–0023, 

Revision 01, dated June 30, 2008. 

(i) If light corrosion (characterized by 

discoloration or pitting) is found on a 

mounting rod, remove the corrosion and 

apply an anticorrosive treatment. 

(ii) If moderate corrosion (characterized by 

surface blistering or evidence of scaling and 

flaking), or heavy corrosion (characterized by 

severe blistering exfoliation, scaling and 

flaking) is found, replace the affected 

mounting rod with a new mounting rod 

having the same part number. 

(iii) If any corrosion is detected on the rod 

ends, remove the corrosion and apply an 

anticorrosive treatment. 

(2) Accomplishing of the inspection and 

corrective actions required by paragraph 

(f)(1) of this AD before the effective date of 

this AD in accordance with EMBRAER 

Service Bulletin 120–49–0023, dated April 

18, 2008, is acceptable for compliance with 

the corresponding requirements of paragraph 

(f)(1) of this AD. 

(3) For mounting rods with moderate or 

heavy corrosion, submit a report of the 

positive findings (including level of 

corrosion such as moderate or heavy; 

guidance on corrosion can be found in 

Chapter 51–11–01 of the EMBRAER 

Corrosion Prevention Manual) of the 

inspection required by paragraph (f)(1) of this 

AD to Mr. Antonio Claret—Customer Support 

Group, Embraer Aircraft Holding, Inc, 276 

S.W 34th Street Fort Lauderdale, FL 33315— 

USA; telephone (954) 359–3826; e-mail 

structure@embraer.com.br; at the applicable 

time specified in paragraph (f)(3)(i) or 

(f)(3)(ii) of this AD. The report must include 

the inspection results, a description of any 

discrepancies found, the airplane serial 

number, and the number of landings and 

flight hours on the airplane. 

(i) If the inspection was done on or after 

the effective date of this AD: Submit the 

report within 30 days after the inspection. 

(ii) If the inspection was accomplished 

prior to the effective date of this AD: Submit 

the report within 30 days after the effective 

date of this AD. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: 

(1) Although Brazilian Airworthiness 

Directive 2008–08–01, dated October 21, 

2008, does not include a reporting 

requirement, the service bulletin identified in 

paragraph (f)(1) of this AD does specify 

reporting findings to EMBRAER. This AD 

requires that operators report the results of 

the inspections to EMBRAER because the 

required inspection report will help 

determine the extent of the corrosion in the 

affected fleet, from which we will determine 

if further corrective action is warranted. This 

difference has been coordinated with ANAC. 

(2) Brazilian Airworthiness Directive 2008– 

08–01, dated October 21, 2008, allows 

replacement of the affected APU mounting 

rods by ‘‘new ones bearing a new P/N [part 

number] approved by ANAC [Ageˆncia 

Nacional de Aviac ̧a ̃o Civil].’’ However, 

paragraph (f)(1)(ii) of this AD requires 

replacing the affected mounting rod only 

with a new mounting rod having the same 

part number. Operators may request approval 

of an alternative method of compliance to 

install a new part number in accordance with 

the procedures specified in paragraph (g)(1) 

of this AD. This difference has been 

coordinated with ANAC. 

Other FAA AD Provisions 

(g) 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; telephone (425) 

227–1175; fax (425) 227–1149. Before using 

any approved AMOC on any airplane to 

which the AMOC applies, notify your 

principal maintenance inspector (PMI) or 

principal avionics inspector (PAI), as 

appropriate, or lacking a principal inspector, 

your local Flight Standards 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. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act 

(44 U.S.C. 3501 et seq.), the Office of 

Management and Budget (OMB) has 

approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

(4) Special Flight Permits: Special flight 

permits may be issued in accordance with 

sections 21.197 and 21.199 of the Federal 

Aviation Regulations (14 CFR 21.197 and 

21.199) to operate the airplane to a location 

where the airplane can be modified (if the 

operator elects to do so), except if two or 

more center mounting rods or rod ends are 

heavily corroded or broken, a special flight 

permit is not permitted. 

Related Information 

(h) Refer to MCAI Brazilian Airworthiness 

Directive 2008–08–01, dated October 21, 

2008; and EMBRAER Service Bulletin 120– 

49–0023, Revision 01, dated June 30, 2008; 

for related information. 

Material Incorporated by Reference 

(i) You must use EMBRAER Service 

Bulletin 120–49–0023, Revision 01, dated 

June 30, 2008, 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 Empresa Brasileira de 

Aeronautica S.A. (EMBRAER), Technical 

Publications Section (PC 060), Av. Brigadeiro 

Faria Lima, 2170–Putim–12227–901 Sa ̃o Jose 

dos Campos–SP–BRASIL; telephone +55 12 

3927–5852 or +55 12 3309–0732; fax +55 12 

3927–7546; e-mail distrib@embraer.com.br; 

Internet http://www.flyembraer.com. 

(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 August 

30, 2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–22849 Filed 9–21–10; 8:45 am] 

BILLING CODE 4910–13–P 

ENVIRONMENTAL PROTECTION 

AGENCY 

40 CFR Part 98 

[EPA–HQ–OAR–2009–0925; FRL–9204–7] 

RIN 2060–AQ02 

Mandatory Reporting of Greenhouse 

Gases 

AGENCY: Environmental Protection 

Agency (EPA). 

ACTION: Final rule. 

SUMMARY: This action amends the Final 

Mandatory Reporting of Greenhouse 

Gases Rule to require reporters subject 

to the rule to provide: The name, 

address, and percentage ownership of 

their U.S. parent company(s); their 

primary North American Industry 

Classification System code(s) as well as 

all additional applicable North 

American Industry Classification 

System code(s); and an indication of 

whether or not any of their reported 

emissions are from a cogeneration unit. 

This final action also corrects an 

editorial error in revisions made to the 

General Provisions published earlier 

this year. 

DATES: The final rule is effective on 

November 22, 2010. 


erowe on DSK5CLS3C1PROD with RULES