59008 Federal Register / Vol. 76, No. 185 / Friday, September 23, 2011 / Rules and Regulations 

Motor horsepower/standard kilowatt equivalent 

Least efficient basic model—(model numbers(s)) 

Nominal full-load efficiency 

Open motors 

(number of poles) 

Enclosed motors 

(number of poles) 

8 6 4 2 8 6 4 2 

Etc .................................................................................................... lll lll lll lll lll lll lll lll 

lll lll lll lll lll lll lll lll 

[FR Doc. 2011–24500 Filed 9–22–11; 8:45 am] 

BILLING CODE 6450–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0647; Directorate 

Identifier 2010–NM–193–AD; Amendment 

39–16812; AD 2011–20–03] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A300 B4–600, B4–600R, and F4–600R 

Series Airplanes, and Model C4–605R 

Variant F Airplanes (Collectively Called 

A300–600 Series Airplanes) and A310 

Series 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: 

Surface defects were visually detected on 

the rudder of an A319 and an A321 in-service 

aeroplane. Investigation has determined that 

the defects reported on both rudders 

corresponded to areas that had been 

reworked in production. The investigation 

confirmed that the defects were as a result of 

de-bonding between the skin and honeycomb 

core. Such reworks were also performed on 

some rudders fitted on A310 and A300–600 

aeroplanes. 

An extended de-bonding, if not detected 

and corrected, may degrade the structural 

integrity of the rudder. The loss of the rudder 

leads to degradation of the handling qualities 

and reduces the controllability of the 

aeroplane. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

October 28, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of October 28, 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: 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 June 29, 2011 (76 FR 38069). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

Surface defects were visually detected on 

the rudder of an A319 and an A321 in-service 

aeroplane. Investigation has determined that 

the defects reported on both rudders 

corresponded to areas that had been 

reworked in production. The investigation 

confirmed that the defects were as a result of 

de-bonding between the skin and honeycomb 

core. Such reworks were also performed on 

some rudders fitted on A310 and A300–600 

aeroplanes. 

An extended de-bonding, if not detected 

and corrected, may degrade the structural 

integrity of the rudder. The loss of the rudder 

leads to degradation of the handling qualities 

and reduces the controllability of the 

aeroplane. 

To address this unsafe condition, EASA 

issued AD 2010–0002 [which corresponds to 

FAA AD 2010–16–13, Amendment 39–16390 

(75 FR 49370, August 13, 2010)], superseding 

[EASA] AD 2009–0166, to require 

inspections of specific areas and, depending 

on findings, the application of corrective 

actions for those rudders where production 

reworks have been identified. 

This new [EASA] AD addresses the rudder 

population that has also been reworked in 

production but not included in the 

applicability of EASA AD 2010–0002. 

The required actions, for certain 

rudders, include vacuum loss 

inspections and elasticity laminate 

checker inspections for defects 

including de-bonding between the skin 

and honeycomb core of the rudder. The 

corrective action is contacting the FAA 

or EASA for repair instructions if any 

defects are found. For certain other 

rudders, the required actions include 

replacing the rudder with a serviceable 

rudder. We are considering similar 

rulemaking action on Model A319 and 

A321 airplanes. 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 (76 

FR 38069, June 29, 2011) 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 

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. 

Costs of Compliance 

We estimate that this AD will affect 

215 products of U.S. registry. We also 

estimate that it will take about 4 workVerDate Mar<15>2010 14:40 Sep 22, 2011 Jkt 223001 PO 00000 Frm 00006 Fmt 4700 Sfmt 4700 E:\FR\FM\23SER1.SGM 23SER1

erowe on DSK2VPTVN1PROD with RULES
Federal Register / Vol. 76, No. 185 / Friday, September 23, 2011 / Rules and Regulations 59009 

hours 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 the AD on U.S. operators to be 

$73,100, or $340 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 (76 FR 38069, June 

29, 2011), 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: 

2011–20–03 Airbus: Amendment 39–16812. 

Docket No. FAA–2011–0647; Directorate 

Identifier 2010–NM–193–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective October 28, 2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Airbus Model A300 

B4–601, B4–603, B4–620, B4–622, B4–605R, 

B4–622R, F4–605R, F4–622R, and C4–605R 

Variant F airplanes; and Model A310–203, 

–204, –221, –222, –304, –322, –324, and –325 

airplanes; certificated in any category; 

equipped with carbon fiber reinforced plastic 

rudders having any part number and serial 

number listed in table 1, 2, 3, or 4 of this AD. 

TABLE 1—RUDDER INFORMATION

Rudder part No. 

Affected 

rudder 

serial No. 

A554–71710–000–00 ................... TS–2010 

A554–71710–000–00 ................... TS–2027 

A554–71710–000–00 ................... TS–2030 

A554–71710–002–00 ................... TS–2043 

A554–71710–004–00 ................... TS–2048 

TABLE 2—RUDDER INFORMATION

Rudder part No. 

Affected 

rudder 

serial No. 

MSN-scrapped .............................. TS–1362 

A554–71710–000–00 ................... TS–2006 

A554–71710–000–00 ................... TS–2008 

A554–71710–002–00 ................... TS–2033 

A554–71710–004–00 ................... TS–2054 

A554–71710–004–00 ................... TS–2061 

TABLE 2—RUDDER INFORMATION— 

Continued 

Rudder part No. 

Affected 

rudder 

serial No. 

A554–71710–004–00 ................... TS–2071 

A554–71710–004–00 ................... TS–2072 

A554–71710–004–00 ................... TS–2073 

A554–71730–000–00–0000 ......... TS–2082 

A554–71730–000–00–0000 ......... TS–2084 

A554–71730–000–00–0000 ......... TS–2085 

A554–71730–000–00–0000 ......... TS–2086 

A554–71730–000–00–0000 ......... TS–2087 

TABLE 3—RUDDER INFORMATION

Rudder part No. 

Affected 

rudder 

serial No. 

A554–71500–016–30 ................... HF–1254 

A554–71710–004–00 ................... TS–2049 

A554–71710–004–00 ................... TS–2055 

A554–71710–004–00 ................... TS–2059 

TABLE 4—RUDDER INFORMATION

Rudder part No. 

Affected 

rudder 

serial No. 

A554–71500–016–91 ................... HF–1044 

A554–71500–014–00 ................... HF–1116 

A554–71500–016–00 ................... HF–1183 

A554–71500–016–00 ................... HF–1184 

A554–71500–026–00 ................... TS–1402 

Subject 

(d) Air Transport Association (ATA) of 

America Code 55: Stabilizers. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

Surface defects were visually detected on 

the rudder of an A319 and an A321 in-service 

aeroplane. Investigation has determined that 

the defects reported on both rudders 

corresponded to areas that had been 

reworked in production. The investigation 

confirmed that the defects were as a result of 

de-bonding between the skin and honeycomb 

core. Such reworks were also performed on 

some rudders fitted on A310 and A300–600 

aeroplanes. 

An extended de-bonding, if not detected 

and corrected, may degrade the structural 

integrity of the rudder. The loss of the rudder 

leads to degradation of the handling qualities 

and reduces the controllability of the 

aeroplane. 

* * * * * 

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. 


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59010 Federal Register / Vol. 76, No. 185 / Friday, September 23, 2011 / Rules and Regulations 

Inspections and Corrective Actions for 

Rudders Identified in Tables 1, 2, and 3 

(g) For rudders identified in table 1 or table 

2 of this AD: Do the actions specified in 

paragraph (g)(1) or (g)(2) of this AD, as 

applicable, and paragraphs (g)(3) and (g)(4) of 

this AD, at the time specified. Do the actions 

in accordance with the Accomplishment 

Instructions of Airbus Mandatory Service 

Bulletin A310–55–2049 (for Model A310 

series airplanes) or A300–55–6048 (for Model 

A300–600 series airplanes), both dated 

March 16, 2010. 

(1) For rudders identified in table 1 of this 

AD: Within 8 months after the effective date 

of this AD, perform a vacuum loss inspection 

in the ‘‘area 1’’ location defined in Airbus 

Mandatory Service Bulletin A310–55–2049 

or A300–55–6048, both dated March 16, 

2010, as applicable, to detect defects, 

including de-bonding. 

(2) For rudders identified in table 2 of this 

AD: Within 24 months after the effective date 

of this AD, perform a vacuum loss inspection 

in the ‘‘area 1’’ location defined in Airbus 

Mandatory Service Bulletin A310–55–2049 

or A300–55–6048, both dated March 16, 

2010, as applicable, to detect defects, 

including de-bonding. 

(3) Within 24 months after the effective 

date of this AD: Do an elasticity laminate 

checker inspection to detect defects, 

including de-bonding, in the trailing edge 

location. 

(4) Repeat the inspection required by 

paragraph (g)(3) of this AD two times at 

intervals not to exceed 4,500 flight cycles, 

but not fewer than 4,000 flight cycles from 

the most recent inspection. 

(h) For rudders identified in table 3 of this 

AD: Do the actions specified in paragraphs 

(h)(1) and (h)(2) of this AD at the time 

specified. Do the actions in accordance with 

the Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A310–55–2049 

(for Model A310 series airplanes) or A300– 

55–6048 (for Model A300–600 series 

airplanes), both dated March 16, 2010. 

(1) Within 4,500 flight cycles after the 

effective date of this AD, but not fewer than 

4,000 flight cycles from the most recent 

elasticity laminate checker inspection: Do an 

elasticity laminate checker inspection to 

detect defects, including de-bonding, in the 

trailing edge location. 

(2) Repeat the inspection required by 

paragraph (h)(1) of this AD one time within 

4,500 flight cycles, but not fewer than 4,000 

flight cycles from the last inspection. 

(i) If any defect is found during any 

inspection required by paragraphs (g) and (h) 

of this AD, before further flight, repair in 

accordance with a method approved by the 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA, or the 

European Aviation Safety Agency (EASA) (or 

its delegated agent). 

(j) If no defect is found during the 

inspections required by paragraphs (g)(1) and 

(g)(2) of this AD, before further flight, restore 

the vacuum loss holes with the temporary 

restoration with self adhesive tape, 

temporary restoration with resin, or 

permanent restoration with resin and surface 

protection. Do the applicable actions 

specified in paragraph (j)(1) or (j)(2) of this 

AD. 

(1) For airplanes on which a temporary 

restoration with self-adhesive disks or tapes 

is done, within 4 months after doing the 

restoration, do a detailed inspection for loose 

or missing self-adhesive disks or tapes and 

repeat the inspection thereafter at intervals 

not to exceed 4 months until the permanent 

restoration is done, in accordance with the 

Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A310–55–2049 

(for Model A310 series airplanes) or A300– 

55–6048 (for Model A300–600 series 

airplanes), both dated March 16, 2010. If any 

loose or missing self-adhesive disks or tapes 

are found during any inspection required by 

this AD, before further flight, close the holes, 

in accordance with the Accomplishment 

Instructions of Airbus Mandatory Service 

Bulletin A310–55–2049 or A300–55–6048, 

both dated March 16, 2010, as applicable. Do 

the permanent restoration within 4,500 flight 

cycles after doing the temporary restoration, 

in accordance with the Accomplishment 

Instructions of Airbus Mandatory Service 

Bulletin A310–55–2049 or A300–55–6048, 

both dated March 16, 2010, as applicable. 

(2) For airplanes on which a temporary 

restoration with resin is done: Within 4,500 

flight cycles after doing the temporary 

restoration do the permanent restoration, in 

accordance with the Accomplishment 

Instructions of Airbus Mandatory Service 

Bulletin A310–55–2049 (for Model A310 

series airplanes) or A300–55–6048 (for Model 

A300–600 series airplanes), both dated 

March 16, 2010. 

Reporting 

(k) At the applicable time specified in 

paragraph (k)(1) or (k)(2) of this AD: Report 

the results of each inspection required by 

paragraphs (g) and (h) of this AD, including 

no findings, to Airbus, as specified in Airbus 

Mandatory Service Bulletin A310–55–2049 

(for Model A310 series airplanes) or A300– 

55–6048 (for Model A300–600 series 

airplanes), both dated March 16, 2010. 

(1) Inspections done before the effective 

date of this AD: Within 30 days after the 

effective date of this AD. 

(2) Inspections done on or after the 

effective date of this AD: Within 30 days after 

accomplishment of the inspection. 

Replacement for Rudders Identified in 

Table 4 

(l) For rudders identified in table 4 of this 

AD: Within 8 months after the effective date 

of this AD, replace the affected rudder with 

a serviceable unit, in accordance with a 

method approved by the Manager, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, or the EASA (or 

its delegated agent). 

Parts Installation 

(m) As of the effective date of this AD, no 

person may install any rudder identified in 

table 1, 2, or 3 of this AD on any airplane, 

unless the rudder has been inspected and all 

applicable corrective actions have been done 

in accordance with paragraphs (g), (h), and (i) 

of this AD, as applicable. 

(n) As of the effective date of this AD, no 

person may install any rudder identified in 

table 4 of this AD on any airplane. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(o) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

In accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the International Branch, send it to ATTN: 

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. Information may be e-mailed to: 

9-ANM-116-AMOC-REQUESTS@faa.gov. 

Before using any approved AMOC, notify 

your appropriate principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office/ 

certificate holding 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: 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 

(p) Refer to MCAI EASA Airworthiness 

Directive 2010–0144, dated July 16, 2010; 

and Airbus Mandatory Service Bulletins 

A310–55–2049 and A300–55–6048, both 

dated March 16, 2010; for related 

information. 

Material Incorporated by Reference 

(q) You must use Airbus Mandatory 

Service Bulletin A310–55–2049, dated March 


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Federal Register / Vol. 76, No. 185 / Friday, September 23, 2011 / Rules and Regulations 59011 

16, 2010; or Airbus Mandatory Service 

Bulletin A300–55–6048, dated March 16, 

2010; as applicable; 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—EAW 

(Airworthiness Office), 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 

September 14, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–24203 Filed 9–22–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0569; Directorate 

Identifier 2010–NM–240–AD; Amendment 

39–16811; AD 2011–20–02] 

RIN 2120–AA64 

Airworthiness Directives; BAE 

Systems (Operations) Limited Model 

BAe 146 and Avro 146–RJ 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: 

BAE Systems have received reports of inservice failure of the Main Landing Gear 

(MLG) shock absorber lower attachment pin. 

* * * * * 

This condition, if not detected and 

corrected, could lead to a MLG collapse on 

the ground or during landing and 

consequently damage to the aeroplane or 

injury to the occupants. 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

October 28, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of October 28, 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: 

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 June 22, 2011 (76 FR 36398). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

BAE Systems have received reports of inservice failure of the Main Landing Gear 

(MLG) shock absorber lower attachment pin. 

Investigation has shown that the pin 

failures were due to corrosion. 

This condition, if not detected and 

corrected, could lead to a MLG collapse on 

the ground or during landing and 

consequently damage to the aeroplane or 

injury to the occupants. 

For the reasons described above, this AD 

requires repetitive [general visual] 

inspections [for damage (cracking, corrosion, 

and exposed material)] of the MLG shock 

absorber lower attachment pins and 

replacement, depending on findings. 

The replacement, if damage is found, 

consists of installing serviceable pins. 

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 (76 

FR 36398, June 22, 2011) 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 

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. 

Costs of Compliance 

We estimate that this AD will affect 

about 1 product of U.S. registry. We also 

estimate that it will take about 2 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 $170 per product. 

In addition, we estimate that any 

necessary follow-on actions would take 

about 2 work-hours and require parts 

costing $14,000, for a cost of $14,170 

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. 


erowe on DSK2VPTVN1PROD with RULES