Federal Register / Vol. 76, No. 31 / Tuesday, February 15, 2011 / Rules and Regulations 8615 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

Related Information 

(k) Refer to MCAI EASA Airworthiness 

Directive 2010–0131, dated June 28, 2010, 

and 2009–0192, dated August 28, 2009; and 

Airbus A340 ALS Part 1—Safe Life 

Airworthiness Limitation Items, Revision 05, 

dated July 29, 2010; for related information. 

Material Incorporated by Reference 

(l) You must use the service information 

contained in Airbus A340 Airworthiness 

Limitations Section, Part 1—Safe Life 

Airworthiness Limitations Items, Revision 

05, dated July 29, 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 Airbus SAS—Airworthiness 

Office—EAL, 1 Rond Point Maurice Bellonte, 

31707 Blagnac Cedex, France; telephone +33 

5 61 93 36 96; fax +33 5 61 93 45 80; e-mail 

airworthiness.A330-A340@airbus.com; 

Internet http://www.airbus.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 February 

3, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–3067 Filed 2–14–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0377; Directorate 

Identifier 2009–NM–246–AD; Amendment 

39–16599; AD 2011–03–15] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 767 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Model 767 airplanes. This AD requires 

doing a detailed inspection for correct 

main track downstop assembly, thread 

protrusion, and damaged and missing 

parts of the main track downstop 

assemblies of the outboard slats, and 

related investigative and corrective 

actions if necessary. This AD also 

requires doing a detailed inspection for 

foreign objects, debris and damage to 

the wall of the track housing of the 

outboard slats, and corrective actions if 

necessary. This AD results from reports 

of broken bolts in the outboard slat main 

track downstop assembly. We are 

issuing this AD to detect and correct 

incorrectly installed main track 

downstop assemblies, which can allow 

the main track downstop hardware to 

fall into the track housing and cause a 

puncture in the track housing when the 

slat is retracted. This condition, if not 

corrected, could result in a fuel leak and 

an increased risk of fire. 

DATES: This AD is effective March 22, 

2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of March 22, 2011. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; e-mail 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. 

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 this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (telephone 800–647–5527) 

is the 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 FURTHER INFORMATION CONTACT: 

Berhane Alazar, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office 

(ACO), 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6577; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an airworthiness 

directive (AD) that would apply to 

certain Model 767 airplanes. That 

NPRM was published in the Federal 

Register on April 8, 2010 (75 FR 17887). 

That NPRM proposed to require doing a 

detailed inspection for correct main 

track downstop assembly, thread 

protrusion, and damaged and missing 

parts of the main track downstop 

assemblies of the outboard slats, and 

related investigative and corrective 

actions if necessary. That proposed AD 

also proposed to require doing a 

detailed inspection for foreign objects 

debris and damage to the wall of the 

track housing of the outboard slats, and 

corrective actions if necessary. 

Relevant Service Information 

The NPRM referred to Boeing Special 

Attention Service Bulletin 767–57– 

0118, dated October 8, 2009. We 

reviewed Boeing Special Attention 

Service Bulletin 767–57–0118, Revision 

1, dated October 21, 2010. This service 

bulletin revision adds an option to 

inspect either the bolt or nut for 

looseness by applying torque to the 

main track downstop assembly nut or 

the bolt head, corrects a reference, and 

removes the references to slat numbers 

6 and 7 in Appendix A. This service 

bulletin revision does not add any 

additional work for the affected 

airplanes. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received from 

the commenters. 

Request To Add Boeing Document D– 

590 as Source of Additional Guidance 

American Airlines (AAL) requested 

that we specify that Boeing Document 

D–590 may be used as a source for 

acceptable fastener and material 


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8616 Federal Register / Vol. 76, No. 31 / Tuesday, February 15, 2011 / Rules and Regulations 

substitution in a note in the General 

Information section of the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 767– 

57–0118, dated October 8, 2009. 

From this request, we infer that AAL 

asked that we include Boeing Document 

D–590 as a source for the acceptable 

fastener and material substitution in the 

NPRM. We disagree that adding this 

document to the requirements of the AD 

is necessary. Boeing Document D–590 is 

the collection of many Boeing standards 

and specifications. We have determined 

that this document is too broad for this 

AD. We have not changed the final rule 

in regard to this issue. 

Request To Clarify Fitting Location 

AAL requested that we clarify the 

fitting location. AAL stated that it 

believes the 114T2520 fitting located at 

outboard slat station (OSS) 426.997 

should be removed to facilitate proper 

torque checking of the bolts. AAL stated 

that Boeing confirmed that it is 

acceptable to remove the stop fitting(s) 

as required for access and that it is safe 

to remove the stop fitting(s) without 

rigging the slats. AAL also stated that 

Boeing does not plan to revise Boeing 

Special Attention Service Bulletin 767– 

57–0118, dated October 8, 2009, to 

include removal or installation 

procedures for the stop fitting(s) for 

access purposes. AAL reported that 

Boeing does plan to add a note in the 

next revision of Boeing Special 

Attention Service Bulletin 767–57– 

0118, dated October 8, 2009, that states 

‘‘if it is necessary to remove more parts 

for access, you can remove those parts. 

You must install all parts removed for 

access before the airplane is put back in 

service.’’ As a result, AAL requested that 

we revise the NPRM to incorporate a 

note providing steps to remove the upstop fitting as required to facilitate the 

torque check, to reinstall the up-stop 

fitting in accordance with Boeing 

Drawing 114T2160, and to torque the 

nuts using Boeing Airplane Company 

(BAC) procedure 5009 or an equivalent 

operator procedure. 

We agree that clarification might be 

necessary. Based on the best data 

available, the manufacturer provided 

the procedures necessary to do the 

required actions. Note 8 in Section A. 

‘‘General Information’’ of the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 767– 

57–0118, Revision 1, dated October 21, 

2010, states, ‘‘If it is necessary to remove 

more parts for access, you can remove 

those parts. If you can get access 

without removing identified parts, it is 

not necessary to remove all of the 

identified parts.’’ The procedures in AD 

rulemaking actions, however, typically 

do not include procedures such as the 

steps required to gain access and close 

up. We have updated the final rule to 

refer to the latest issue of the service 

information. 

Request To Revise Requirements for 

Torque Check 

AAL stated that a single torque check 

could be accomplished rather than the 

two distinct checks as specified in Steps 

1 and 2 of Figures 2 and 5 of Boeing 

Special Attention Service Bulletin 767– 

57–0118, dated October 8, 2009. AAL 

stated that in these figures, the torque 

check is accomplished by first holding 

the bolt head and applying force to the 

nut to verify that it does not turn on the 

bolt threads. AAL stated that the torque 

is checked secondly by applying torque 

to the head and verifying that the bolt 

does not rotate. AAL stated that 

applying torque to the nut without 

holding the head will adequately test 

the same conditions. AAL stated that if 

the bolt and nut are loose and if torque 

is applied to the nut, either the nut will 

turn on the bolt or the bolt will turn 

with the nut. AAL stated that if neither 

turns, then they are tight. AAL asserted 

that this procedure would eliminate 

some work steps and simplify the task. 

We agree with the reasons provided 

by the commenter. As stated previously 

Boeing has released Special Attention 

Service Bulletin 767–57–0118, Revision 

1, dated October 21, 2010, which 

corrects that information. We have 

revised the final rule to refer to this 

service bulletin as the appropriate 

source of service information. 

Request To Change Reference to 

Airplane Maintenance Manual (AMM) 

Continental Airlines (CAL) requested 

that Boeing Special Attention Service 

Bulletin 767–57–0118, dated October 8, 

2009, be revised to correct the reference 

to the AMM section to 27–81–34, not 

27–81–00. 

We agree. As stated previously Boeing 

has released Special Attention Service 

Bulletin 767–57–0118, Revision 1, dated 

October 21, 2010, which corrects that 

information. We have revised the final 

rule to refer to this revision as the 

appropriate source of service 

information. 

Request To Revise Costs of Compliance 

United Airlines (United) requested 

that we revise the Costs of Compliance 

section of the NPRM. United noted that 

the FAA estimated 8 work-hours to 

comply with the proposed requirements 

of the NPRM, and Boeing Special 

Attention Service Bulletin 767–57– 

0118, dated October 8, 2009, estimated 

22 work-hours. 

We disagree with the request to revise 

the Costs of Compliance section of this 

AD. The economic analysis is limited to 

the cost of actions actually required by 

the rule. It does not consider the costs 

of ‘‘on condition’’ actions (e.g., ‘‘repair, if 

necessary’’) because, regardless of AD 

direction, those actions would be 

required to correct an unsafe condition 

identified in an airplane and ensure 

operation of that airplane in an 

airworthy condition, as required by the 

Federal Aviation Regulations. We have 

made no change to this final rule 

regarding this issue. 

Request To Add Damage Reporting 

Allowance in Paragraph (h) of the 

NPRM 

Boeing requested that we clarify that 

if damage is found while inspecting the 

slat track housing, operators should 

contact the FAA for approval of an 

alternative method of compliance 

(AMOC) only when the damage exceeds 

the allowance contained in Boeing 

Special Attention Service Bulletin 767– 

57–0118. Boeing stated that this service 

bulletin contains damage blend-out 

allowances (0.015-inch blend-out depth 

on a 0.063-inch-thick wall) for the slat 

track housing in Figure 8. Boeing stated 

that the NPRM does not provide for the 

existing repair information contained in 

this service bulletin and requires that all 

repairs be submitted to the FAA for 

approval of AMOCs. 

We agree with the request for the 

reasons the commenter provided, and 

we have revised paragraph (h) of this 

AD accordingly. 

Explanation of Change to This AD 

We added a new paragraph (k) to this 

final rule to provide information on the 

federal Paperwork Reduction Act. We 

have reidentified subsequent paragraphs 

accordingly. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously. 

We also determined that these changes 

will not increase the economic burden 

on any operator or increase the scope of 

the AD. 

Costs of Compliance 

We estimate that this AD affects 361 

airplanes of U.S. registry. We also 

estimate that it will take about 8 workhours per product to comply with this 

AD. The average labor rate is $85 per 

work-hour. Required parts will cost $0 


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Federal Register / Vol. 76, No. 31 / Tuesday, February 15, 2011 / Rules and Regulations 8617 

per product. Based on these figures, we 

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

operators to be $245,480, 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 

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 that 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. 

You can find our regulatory 

evaluation and the estimated costs of 

compliance in the AD Docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new AD: 

2011–03–15 The Boeing Company: 

Amendment 39–16599. Docket No. 

FAA–2010–0377; Directorate Identifier 

2009–NM–246–AD. 

Effective Date 

(a) This airworthiness directive (AD) is 

effective March 22, 2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to The Boeing 

Company Model 767–200, –300, –300F, and 

–400ER series airplanes, certificated in any 

category, as identified in Boeing Special 

Attention Service Bulletin 767–57–0118, 

Revision 1, dated October 21, 2010. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 57: Wings. 

Unsafe Condition 

(e) This AD results from reports of broken 

bolts in the main track downstop assembly of 

the outboard slat. The Federal Aviation 

Administration is issuing this AD to detect 

and correct incorrectly installed main track 

downstop assemblies, which can allow the 

main track downstop hardware to fall into 

the track housing and cause a puncture in the 

track housing when the slat is retracted. This 

condition, if not corrected, could result in a 

fuel leak and an increased risk of fire. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Inspection 

(g) Within 24 months after the effective 

date of this AD, do the actions specified in 

paragraphs (g)(1) and (g)(2) of this AD. 

(1) Do a detailed inspection for correct 

assembly, thread protrusion, and damaged 

and missing parts of the main track downstop 

assemblies of outboard slats 1 through 5 and 

slats 8 through 12, and do all applicable 

related investigative and corrective actions, 

in accordance with Part 2 of the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 767–57– 

0118, Revision 1, dated October 21, 2010. Do 

all applicable related investigative and 

corrective actions before further flight. 

(2) Do a detailed inspection for foreign 

objects debris and damage to the wall of the 

track housing of the outboard slats 1 through 

5 and slats 8 through 12, and do all 

applicable corrective actions, in accordance 

with Part 3 of the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 767–57–0118, Revision 1, 

dated October 21, 2010, except as required by 

paragraph (h) of this AD. Do all applicable 

corrective actions before further flight. 

Exception to the Service Bulletin 

(h) If any damage is found during any 

inspection required by paragraph (g)(2) of 

this AD, and that damage exceeds the 

allowable damage contained in Figure 8 of 

Boeing Special Attention Service Bulletin 

767–57–0118, Revision 1, dated October 21, 

2010, before further flight, replace the track 

housing or repair the damage using a method 

approved in accordance with the procedures 

specified in paragraph (l) of this AD. 

Credit for Actions Accomplished in 

Accordance With Previous Service 

Information 

(i) Actions accomplished in accordance 

with Boeing Special Attention Service 

Bulletin 767–57–0118, dated October 8, 2009, 

before the effective date of this AD, are 

acceptable for compliance with the 

corresponding actions specified in this AD, 

provided that the provisions of paragraph (h) 

of this AD are complied with. 

Reporting 

(j) Submit a report of positive findings of 

the inspections required by paragraph (g) of 

this AD to the Manager, Seattle Aircraft 

Certification Office (ACO), FAA, at the 

applicable time specified in paragraph (j)(1) 

or (j)(2) of this AD. The report must include 

the inspection results, a description of any 

discrepancies found, the airplane registry, 

variable or line number, and the number of 

landings and flight hours on the airplane. 

The report does not need to include reporting 

on slats 6 and 7. 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 contained in this AD 

and has assigned OMB Control Number 2120 

0056. 

(1) If the inspection was done on or after 

the effective date of this AD: Submit the 

report within 30 days after the inspection. 

(2) If the inspection was done before the 

effective date of this AD: Submit the report 

within 30 days after the effective date of this 

AD. 

Paperwork Reduction Act Burden Statement 

(k) 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 


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8618 Federal Register / Vol. 76, No. 31 / Tuesday, February 15, 2011 / Rules and Regulations 

Independence Ave., SW., Washington, DC 

20591, Attn: Information Collection 

Clearance Officer, AES–200. 

Alternative Methods of Compliance 

(AMOCs) 

(l)(1) The Manager, Seattle ACO, FAA, has 

the authority to approve AMOCs for this AD, 

if requested using the procedures found in 14 

CFR 39.19. Send information to ATTN: 

Berhane Alazar, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office (ACO), 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

3356; telephone (425) 917–6577; fax (425) 

917–6590. Information may be e-mailed to: 9- 

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

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. 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. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle ACO 

to make those findings. For a repair method 

to be approved, the repair must meet the 

certification basis of the airplane, and the 

approval must specifically refer to this AD. 

Material Incorporated by Reference 

(m) You must use Boeing Special Attention 

Service Bulletin 767–57–0118, Revision 1, 

dated October 21, 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 Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; telephone 

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

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

Internet https://www.myboeingfleet.com. 

(3) You may review copies of the service 

information at the FAA, 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 January 

28, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–2515 Filed 2–14–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–1038; Directorate 

Identifier 2009–NM–250–AD; Amendment 

39–16601; AD 2011–04–01] 

RIN 2120–AA64 

Airworthiness Directives; Fokker 

Services B.V. Model F.28 Mark 0070 

and 0100 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: 

During a normal walkaround check on a 

F28 Mark 0100 aeroplane, a large crack was 

discovered in the lower portion of the right 

(RH) MLG [main landing gear] piston. The 

affected MLG unit had accumulated 7909 

flight cycles (FC) at the time of detection. 

* * * 

This condition, if not detected and 

corrected, could lead to MLG failure, 

possibly resulting in loss of control of the 

aeroplane during the landing roll-out. 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

March 22, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of March 22, 2011. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: Tom 

Rodriguez, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

425–227–1137; 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 October 21, 2010 (75 FR 

64963). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

During a normal walkaround check on a 

F28 Mark 0100 aeroplane, a large crack was 

discovered in the lower portion of the right 

(RH) MLG [main landing gear] piston. The 

affected MLG unit had accumulated 7909 

flight cycles (FC) at the time of detection. The 

piston has been sent to Goodrich, the landing 

gear manufacturer, for detailed investigation. 

This condition, if not detected and 

corrected, could lead to MLG failure, 

possibly resulting in loss of control of the 

aeroplane during the landing roll-out. 

For the reasons described above, this AD 

requires a one-time detailed visual inspection 

of the MLG pistons, the replacement of any 

MLG pistons on which cracks are detected, 

and the reporting of all findings to the 

aeroplane TC [type certificate] holder. The 

inspection results, in combination with the 

findings of the crack/metallurgical 

investigation of the cracked piston by 

Goodrich, will be used to determine the 

necessity of additional and/or more detailed 

inspections, or any other corrective action. 

This AD is considered an interim measure, 

and further action is likely to follow. 

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 comment received. 

Request To Update Reference to MCAI 

The European Aviation Safety Agency 

(EASA) requested that we update the 

NPRM to refer to EASA AD 2009– 

0221R1, dated June 30, 2010. This 

EASA AD corrects a typographical error, 

which was the source of a difference 

between the FAA NPRM and the EASA 

AD. 

We agree with the EASA’s request to 

update this final rule to refer to the 

latest EASA AD. We have also revised 

Note 1 of the final rule to state that there 

are no differences between the EASA 

AD and the FAA AD. 

Conclusion 

We reviewed the available data, 

including the comment received, and 

determined that air safety and the 


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