52250 Federal Register / Vol. 75, No. 164 / Wednesday, August 25, 2010 / Rules and Regulations 

Page title/description Page number(s) Issue 

No. Date shown on page(s) 

List of Effective Pages ............................................................................. 1–LEP ............................................. 9 November 2006. 

Table of Contents ..................................................................................... 1–TOC ............................................ 9 November 2006. 

Section 1—Introduction ............................................................................ 1—7 ................................................ 9 November 2006. 

Section 2—Airworthiness Limitation Items (ALI) ...................................... 1—61 .............................................. 09 November 2006. 

Airbus A318/A319/A320/A321 ALI AI/SE– 

M4/95A.0252/96, Issue 10 contains the 

following effective pages: 

Page title/description Page number(s) Issue No. Date shown on page(s) 

List of Effective Pages: 

ALI Title Page ..................................................................... None shown ........................ 10 ........................................ October 2009. 

Record of Revisions ........................................................... 1–ROR through 4-ROR ....... None shown* ....................... October 2009. 

Table of Contents ............................................................... 1–TOC ................................. None shown* ....................... October 2009. 

Section 1—Introduction ...................................................... 1–INTRO through 8–INTRO None shown* ....................... October 2009. 

Section 2—Damage Tolerant Airworthiness Limitations 

List.

1—85 ................................... None shown* ....................... October 2009. 

Appendix A—Summary of Changes .................................. 1–APXA through 9-APXA ... None shown* ....................... October 2009. 

Appendix B—Abbreviations ................................................ 1–APXB through 2-APXB ... None shown* ....................... October 2009. 

Appendix C—Terms and Definitions .................................. 1–APXC ............................... None shown* ....................... October 2009. 

Appendix D—Reporting Form ............................................ 1–APXD ............................... None shown* ....................... October 2009. 

Appendix E—Modifications List .......................................... 1–APXE through 2-APXE ... None shown* ....................... October 2009. 

(*Only the title page of this document contains the issue level of the document.) 

(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, Airworthiness 

Office—EAS, 1 Rond Point Maurice Bellonte, 

31707 Blagnac Cedex, France; telephone +33 

5 61 93 36 96; fax +33 5 61 93 44 51; e-mail: 

account.airworth-eas@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 August 

13, 2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–21023 Filed 8–24–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0839; Directorate 

Identifier 2010–CE–042–AD; Amendment 

39–16418; AD 2010–18–05] 

RIN 2120–AA64 

Airworthiness Directives; Aircraft 

Industries a.s. (Type Certificate G24EU 

Previously Held by LETECKE ́ ZA ́ VODY 

a.s. and LET Aeronautical Works) 

Model L–13 Blanik Gliders 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above that will 

supersede an existing AD. This AD 

results from mandatory continuing 

airworthiness information (MCAI) 

issued by the aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

A fatal accident occurred to a L–13 

BLANI ́K sailplane, in which the main spar of 

the right wing failed near the root due to 

positive load. The right wing detached from 

the aircraft and the pilots lost control of the 

sailplane. 

The preliminary investigation has revealed 

that the fracture may have been due to 

fatigue. 

The AD 2010–0119–E required immediate 

inspection of the main spar at the root of the 

wing to detect fatigue cracking and the 

accomplishment of the relevant corrective 

actions as necessary. In addition, the AD 

2010–0119–E imposed operational 

limitations. AD 2010–0122–E retained the 

requirements of AD 2010–0119–E, which is 

superseded, and extended the applicability to 

L–13 A BLANI ́K sailplanes. 

This AD requires actions that are 

intended to address the unsafe 

condition described in the MCAI. 

DATES: This AD becomes effective 

August 30, 2010. 

We must receive comments on this 

AD by October 12, 2010. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

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 

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Federal Register / Vol. 75, No. 164 / Wednesday, August 25, 2010 / Rules and Regulations 52251 

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 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. 

FOR FURTHER INFORMATION CONTACT: Greg 

Davison, Aerospace Engineer, Small 

Airplane Directorate, 901 Locust, Room 

301, Kansas City, Missouri 64106, 

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

329–4090. 

SUPPLEMENTARY INFORMATION: 

Discussion 

On June 28, 2010, we issued AD 

2010–14–15, Amendment 39–16360 (75 

FR 39795), dated July 13, 2010. That AD 

required actions intended to address an 

unsafe condition on the products listed 

above. 

Since we issued AD 2010–14–15, we 

have received preliminary information 

from the European Aviation Safety 

Agency (EASA), which is the Technical 

Agent for the Member States of the 

European Community, that identified 

fatigue as the failure mode in the fatal 

accident. The examination of the 

fractures in the wing flange straps found 

eight areas of fatigue cracking that 

originated from the surface of the bores 

used to rivet the flange straps to the 

hinge. The fatigue cracks had 

propagated to the surface of the flange 

straps and were not visible for 

inspection. 

In addition, we received several 

public comments indicating that the use 

of a 10X magnifier is not appropriate to 

assess the specified inspection areas and 

portions of the operational data 

requested by the current AD are not 

required for U.S. operators. 

EASA has issued Emergency AD No. 

2010–0160–E, dated July 30, 2010 

(referred to after this as ‘‘the MCAI’’), to 

correct an unsafe condition for the 

specified products. The MCAI states: 

A fatal accident occurred to a L–13 

BLANI ́K sailplane, in which the main spar of 

the right wing failed near the root due to 

positive load. The right wing detached from 

the aircraft and the pilots lost control of the 

sailplane. 

The preliminary investigation has revealed 

that the fracture may have been due to 

fatigue. 

The AD 2010–0119–E required immediate 

inspection of the main spar at the root of the 

wing to detect fatigue cracking and the 

accomplishment of the relevant corrective 

actions as necessary. In addition, the AD 

2010–0119–E imposed operational 

limitations. AD 2010–0122–E retained the 

requirements of AD 2010–0119–E, which is 

superseded, and extended the applicability to 

L–13 A BLANI ́K sailplanes. 

The requirements of AD 2010–0122–E were 

considered as interim action to immediately 

address the unsafe condition. Since issuance 

of AD 2010–0122–E, based on further 

information provided by the Austrian 

Accident Investigation Board, EASA has reassessed the inspection method as described 

in Aircraft Industries a.s. Mandatory Bulletin 

No. L13/109a. EASA now concludes that the 

inspection method might not be sufficient for 

detecting the crack which means that the 

unsafe condition might still be present even 

if the sailplane has passed the inspection 

required by AD 2010–0122–E. Furthermore, 

the Type Certificate Holder indicates that it 

is extremely important to remain within the 

flight limitations specified in the Aircraft 

Industries a.s. Mandatory Bulletin No. L13/ 

109a. For this reason, this AD further 

requires a record checking for determining if 

the sailplane has been operated within the 

flight limitations. 

For all the reasons stated above, as a 

precautionary measure, this AD is 

prohibiting operations when a sailplane does 

not pass the requirements of this AD. For 

those sailplanes, EASA is currently working 

with the Type Certificate Holder. When, as a 

result of the on-going investigation, a 

solution is later identified, further mandatory 

action is likely to follow. 

You may obtain further information by 

examining the MCAI in the AD docket. 

FAA’s Determination and Requirements 

of the AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with this State of 

Design Authority, they have notified us 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are issuing this 

AD because we evaluated all 

information provided by the State of 

Design Authority and determined the 

unsafe condition exists and is likely to 

exist or develop on other products of the 

same type design. 

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 have also required different 

actions in this AD from those in the 

MCAI in order to follow FAA policies. 

Any such differences are described in a 

separate paragraph of the AD. These 

requirements take precedence over 

those copied from the MCAI. 

FAA’s Determination of the Effective 

Date 

An unsafe condition exists that 

requires the immediate adoption of this 

AD. The FAA has found that the risk to 

the flying public justifies waiving notice 

and comment prior to adoption of this 

rule because a fatal accident occurred in 

an L–13 Blanik glider. The main spar of 

the right wing of the accident glider 

failed near the root due to positive load. 

The right wing detached from the 

aircraft and the pilots lost control. The 

preliminary investigation has revealed 

that the fracture may have been due to 

fatigue. Therefore, we determined that 

notice and opportunity for public 

comment before issuing this AD are 

impracticable and that good cause exists 

for making this amendment effective in 

fewer than 30 days. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety, and 

we did not precede it by notice and 

opportunity for public comment. We 

invite you to send any written relevant 

data, views, or arguments about this AD. 

Send your comments to an address 

listed under the ADDRESSES section. 

Include ‘‘Docket No. FAA–2010–0839; 

Directorate Identifier 2010–CE–042–AD’’ 

at the beginning of your comments. We 

specifically invite comments on the 

overall regulatory, economic, 

environmental, and energy aspects of 

this AD. We will consider all comments 

received by the closing date and may 

amend this AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this AD. 

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 

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52252 Federal Register / Vol. 75, No. 164 / Wednesday, August 25, 2010 / Rules and Regulations 

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 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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, 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 

removing Amendment 39–16360 (75 FR 

39795), dated July 13, 2010, and adding 

the following new AD: 

2010–18–05 Aircraft Industries a.s. (Type 

Certificate G24EU Previously Held by 

Letecke ́ Za ́vody a.s. and LET 

Aeronautical Works): Amendment 39– 

16418; Docket No. FAA–2010–0839; 

Directorate Identifier 2010–CE–042–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective August 30, 2010. 

Affected ADs 

(b) This AD supersedes AD 2010–14–15; 

Amendment 39–16360. 

Applicability 

(c) This AD applies to Aircraft Industries 

a.s. L–13 Blanik gliders, all serial numbers, 

certificated in any category. 

Subject 

(d) Air Transport Association of America 

(ATA) Code 57: Wings. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

A fatal accident occurred to a L–13 

BLANI ́K sailplane, in which the main spar of 

the right wing failed near the root due to 

positive load. The right wing detached from 

the aircraft and the pilots lost control of the 

sailplane. 

The preliminary investigation has revealed 

that the fracture may have been due to 

fatigue. 

The AD 2010–0119–E required immediate 

inspection of the main spar at the root of the 

wing to detect fatigue cracking and the 

accomplishment of the relevant corrective 

actions as necessary. In addition, the AD 

2010–0119–E imposed operational 

limitations. AD 2010–0122–E retained the 

requirements of AD 2010–0119–E, which is 

superseded, and extended the applicability to 

L–13 A BLANI ́K sailplanes. 

The requirements of AD 2010–0122–E were 

considered as interim action to immediately 

address the unsafe condition. Since issuance 

of AD 2010–0122–E, based on further 

information provided by the Austrian 

Accident Investigation Board, EASA has reassessed the inspection method as described 

in Aircraft Industries a.s. Mandatory Bulletin 

No. L13/109a. EASA now concludes that the 

inspection method might not be sufficient for 

detecting the crack which means that the 

unsafe condition might still be present even 

if the sailplane has passed the inspection 

required by AD 2010–0122–E. Furthermore, 

the Type Certificate Holder indicates that it 

is extremely important to remain within the 

flight limitations specified in the Aircraft 

Industries a.s. Mandatory Bulletin No. L13/ 

109a. For this reason, this AD further 

requires a record checking for determining if 

the sailplane has been operated within the 

flight limitations. 

For all the reasons stated above, as a 

precautionary measure, this AD is 

prohibiting operations when a sailplane does 

not pass the requirements of this AD. For 

those sailplanes, EASA is currently working 

with the Type Certificate Holder. When, as a 

result of the on-going investigation, a 

solution is later identified, further mandatory 

action is likely to follow. 

Actions and Compliance 

(f) To address this problem, before further 

flight after August 30, 2010 (the effective date 

of this AD), incorporate an FAA-approved 

inspection and/or modification program 

developed specifically for this AD. Corrective 

action is considered FAA-approved if it is 

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. 

FAA AD Differences 

Note: This AD differs from the MCAI and/ 

or service information as follows: The MCAI 

requires the owner/operator to submit data 

regarding certain operations including 

aerobatic operations, to the European 

Aviation Safety Agency (EASA) and Aircraft 

Industries, a.s. so they can determine 

whether further flight is permitted. The FAA 

does not require such data to be collected for 

operations in the United States. The FAA is 

relying on an inspection and/or modification 

program approved specifically for this AD to 

detect and correct cracks before further flight. 

Until such a program is approved, owners/ 

operators may apply for an alternative 

method of compliance (AMOC) following 14 

CFR 39.19 described in paragraph (f)(1) of 

this AD. The FAA will work with EASA and 

Aircraft Industries a.s. to determine if an 

acceptable level of safety is achieved with the 

AMOC proposal. 

Other FAA AD Provisions 

(f) 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. 

Special Flight Permit 

(g) Under 14 CFR part 39.23, we are 

limiting the special flight permits for this AD 

by prohibiting aerobatic maneuvers. 

Related Information 

(h) Refer to MCAI EASA Emergency AD 

No. 2010–0160–E, dated July 30, 2010, for 

related information. For future service 

information that may be developed to 

address the unsafe condition specified in this 

AD, contact Aircraft Industries, a.s., Na 

Za ́honech 1177, 686 04 Kunovice, Czech 

Republic; telephone: +420 572 817 660; fax: 

+420 572 816 112; Internet: http:// 

www.let.cz/; e-mail: ots@let.cz. 

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Federal Register / Vol. 75, No. 164 / Wednesday, August 25, 2010 / Rules and Regulations 52253 

Issued in Kansas City, Missouri, on August 

17, 2010. 

John Colomy, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–20877 Filed 8–24–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0847; Directorate 

Identifier 2010–CE–046–AD; Amendment 

39–16419; AD 2010–18–06] 

RIN 2120–AA64 

Airworthiness Directives; GA 8 Airvan 

(Pty) Ltd Models GA8 and GA8–TC320 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above that will 

supersede an existing AD. This AD 

results from mandatory continuing 

airworthiness information (MCAI) 

issued by the aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

Inspections have revealed cases of 

excessive wear in the forward slide of the 

cargo door. Excessive wear in the door slide 

may result in the door becoming detached 

from the aircraft in flight, with potentially 

catastrophic results. 

This AD requires actions that are 

intended to address the unsafe 

condition described in the MCAI. 

DATES: This AD becomes effective 

August 30, 2010. 

On August 30, 2010, the Director of 

the Federal Register approved the 

incorporation by reference of certain 

publications listed in this AD. 

We must receive comments on this 

AD by October 12, 2010. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

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 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. 

FOR FURTHER INFORMATION CONTACT: 

Doug Rudolph, Aerospace Engineer, 

FAA, Small Airplane Directorate, 901 

Locust, Room 301, Kansas City, 

Missouri 64106; telephone: (816) 329– 

4059; fax: (816) 329–4090. 

SUPPLEMENTARY INFORMATION: 

Discussion 

On October 18, 2005, we issued AD 

2005–22–02, Amendment 39–14346 (70 

FR 61547; October 25, 2005). That AD 

required actions intended to address an 

unsafe condition on the products listed 

above. 

Since we issued AD 2005–22–02, 

there has been another report of an inflight cargo door separation. 

Consequently, GA 8 Airvan (Pty) Ltd 

has revised the service information by 

improving the inspection method and 

making a minor design change to the 

door slide. 

The Civil Aviation Safety Authority 

(CASA), which is the aviation authority 

for Australia, has issued AD/GA8/3, 

Amdt 2, dated August 11, 2010 (referred 

to after this as ‘‘the MCAI’’), to correct 

an unsafe condition for the specified 

products. The MCAI states: 

Inspections have revealed cases of 

excessive wear in the forward slide of the 

cargo door. Excessive wear in the door slide 

may result in the door becoming detached 

from the aircraft in flight, with potentially 

catastrophic results. 

Following a recent in-flight door 

separation, this amendment is issued to 

update the service bulletin to remove any 

ambiguities that could have existed in the 

previous revision to the referenced service 

bulletin. It also provides an improved 

inspection method and a minor design 

change to the cargo door slide (inclusion of 

slide backing plate, castellated nut and spilt 

[sic] pin). 

You may obtain further information by 

examining the MCAI in the AD docket. 

Relevant Service Information 

GippsAero Pty. Ltd. has issued 

Mandatory Service Bulletin SB–GA8– 

2005–23, Issue 3, dated August 5, 2010. 

The actions described in this service 

information are intended to correct the 

unsafe condition identified in the 

MCAI. 

FAA’s Determination and Requirements 

of the AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with this State of 

Design Authority, they have notified us 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are issuing this 

AD because we evaluated all 

information provided by the State of 

Design Authority and determined the 

unsafe condition exists and is likely to 

exist or develop on other products of the 

same type design. 

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 have also required different 

actions in this AD from those in the 

MCAI in order to follow FAA policies. 

Any such differences are described in a 

separate paragraph of the AD. These 

requirements take precedence over 

those copied from the MCAI. 

FAA’s Determination of the Effective 

Date 

An unsafe condition exists that 

requires the immediate adoption of this 

AD. The FAA has found that the risk to 

the flying public justifies waiving notice 

and comment prior to adoption of this 

rule because an in-flight separation of 

the door could potentially strike the 

horizontal stabilizer structure, which 

could lead to failure of the tailplane 

assembly. Therefore, we determined 

that notice and opportunity for public 

comment before issuing this AD are 

impracticable and that good cause exists 

for making this amendment effective in 

fewer than 30 days. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety, and 

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