27880 Federal Register / Vol. 76, No. 93 / Friday, May 13, 2011 / Rules and Regulations 

TABLE 3—NEW MATERIAL INCORPORATED BY REFERENCE

Document Issue Date 

Airbus A300 Airworthiness Limitation Items Document AI/SE–M2/95A.1308/07 ................................................................. 4 June 2008. 

Airbus A310 Airworthiness Limitation Items Document AI/SE–M2/95A.1309/07 ................................................................. 7 June 2008. 

Airbus A300–600 Airworthiness Limitation Items Document AI/SE–M2/95A.1310/07 ......................................................... 12 June 2008. 

(2) The Director of the Federal Register 

previously approved the incorporation by 

reference of Airbus A310 Airworthiness 

Limitations Items Document, AI/SE–M2/ 

95A.0263/06, Issue 6, dated April 2006; and 

Airbus Temporary Revision 6.1, including 

pages 1 and 2 of Section D and page 1 of 

Section E, dated November 2006, to Airbus 

A310 Airworthiness Limitations Items 

Document, AI/SE–M2/95A.0263/06, Issue 6, 

dated April 2006; on January 14, 2008 (72 FR 

69612, December 10, 2007). 

(3) The Director of the Federal Register 

previously approved the incorporation by 

reference of Airbus A300–600 Airworthiness 

Limitation Items Document AI/SE–M2/ 

95A.0502/06, Issue 11, dated April 2006, on 

October 31, 2007 (72 FR 54536, September 

26, 2007). 

(4) The Director of the Federal Register 

previously approved the incorporation by 

reference of Airbus A300 Airworthiness 

Limitations Items Document SEM2/ 

95A.1090/05, Issue 3, dated September 2005, 

as revised by Airbus A300 Airworthiness 

Limitation Items Document SEM2/95A.1090/ 

05, Temporary Revision 3.1, including 

attachment, dated April 2006, and including 

attachments, dated September 2005, on April 

3, 2007 (72 FR 8604, February 27, 2007). 

(5) The Director of the Federal Register 

previously approved the incorporation by 

reference of Airbus Industrie A300 

Supplemental Structural Inspection 

Document, Revision 2, dated June 1994, on 

August 9, 1996 (61 FR 35122, July 5, 1996). 

(6) 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.airwortheas@airbus.com; Internet http:// 

www.airbus.com. 

(7) 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. 

(8) 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 May 2, 

2011. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–11333 Filed 5–12–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0042; Directorate 

Identifier 2010–NM–267–AD; Amendment 

39–16695; AD 2011–10–14] 

RIN 2120–AA64 

Airworthiness Directives; DASSAULT 

AVIATION Model MYSTERE–FALCON 

50 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) 

that applies to 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: 

On two occurrences on Myste`re-Falcon 50 

aeroplanes in service, it was detected that 

two pipes of the emergency brake system #2 

located near the nose landing gear bearing 

were swapped. 

The swapping of these two pipes implies 

that when the Left Hand (LH) brake pedal is 

depressed, the Right Hand (RH) brake unit is 

activated, and conversely, when the RH brake 

pedal is depressed, the LH brake unit is 

actuated. This constitutes an unsafe 

condition, which may go unnoticed as the 

condition is latent until the emergency brake 

system #2 is used. This condition, if not 

corrected, could ultimately lead to a runway 

excursion of the aeroplane. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective June 

17, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of December 9, 2010 (75 FR 71530, 

November 24, 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: 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 February 16, 2011 (76 FR 

8919), and proposed to supersede AD 

2010–24–08, Amendment 39–16527 (75 

FR 71530, November 24, 2010). That 

NPRM proposed to correct an unsafe 

condition for the specified products. 

The MCAI states: 

In AD 2010–24–08, we pointed out 

that the corresponding EASA AD, AD 

2010–0208–E, dated October 12, 2010, 

requires painting the pipes end of the 

emergency brake system number 2 and 

related unions within 7 months after the 

effective date of that AD. We explained 

that AD 2010–24–08 did not require that 

action, and that we might consider 

additional rulemaking to require this 

action in the future. We have 

determined that further rulemaking is 

indeed necessary to require that action, 

and this AD follows from that 

determination. 

You may obtain further information 

by examining the MCAI in the AD 

docket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM or 

on the determination of the cost to the 

public. 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

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Federal Register / Vol. 76, No. 93 / Friday, May 13, 2011 / Rules and Regulations 27881 

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 

Based on the service information, we 

estimate that this AD will affect about 

248 products of U.S. registry. 

The actions that are required by AD 

2010–24–08 and retained in this AD 

take about 2 work-hours per product, at 

an average labor rate of $85 per work 

hour. Based on these figures, the 

estimated cost of the currently required 

actions is $170 per product. 

We estimate that it will take about 1 

work-hour per product to comply with 

the new basic requirements of this AD. 

The average labor rate is $85 per workhour. Based on these figures, we 

estimate the cost of the AD on U.S. 

operators to be $21,080, or $85 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 

removing Amendment 39–16527 (75 FR 

71530, November 24, 2010) and adding 

the following new AD: 

2011–10–14 Dassault Aviation: 

Amendment 39–16695. Docket No. 

FAA–2011–0042; Directorate Identifier 

2010–NM–267–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective June 17, 2011. 

Affected ADs 

(b) This AD supersedes AD 2010–24–08, 

Amendment 39–16527. 

Applicability 

(c) This AD applies to DASSAULT 

AVIATION Model MYSTERE–FALCON 50 

airplanes, certificated in any category, all 

serial numbers. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 32: Landing Gear. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

On two occurrences on Myste`re-Falcon 50 

aeroplanes in service, it was detected that 

two pipes of the emergency brake system #2 

located near the nose landing gear bearing 

were swapped. 

The swapping of these two pipes implies 

that when the Left Hand (LH) brake pedal is 

depressed, the Right Hand (RH) brake unit is 

activated, and conversely, when the RH brake 

pedal is depressed, the LH brake unit is 

actuated. This constitutes an unsafe 

condition, which may go unnoticed as the 

condition is latent until the emergency brake 

system #2 is used. This condition, if not 

corrected, could ultimately lead to a runway 

excursion 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. 

Restatement of Requirements of AD 2010– 

24–08 

Actions 

(g) Within 7 days after December 9, 2010 

(the effective date of AD 2010–24–08), do a 

general visual inspection for correct 

installation (as defined in Dassault Service 

Bulletin F50–515, dated October 12, 2010) of 

the emergency brake system number 2, in 

accordance with the Accomplishment 

Instructions of Dassault Service Bulletin 

F50–515, dated October 12, 2010, except that 

work required by this AD can only be done 

by persons prescribed in 14 CFR 43.3 and 

43.7. 

(h) If the emergency brake system number 

2 is found installed incorrectly during the 

inspection required by paragraph (g) of this 

AD: Before further flight, install the 

emergency brake system number 2 correctly, 

in accordance with the Accomplishment 

Instructions of Dassault Service Bulletin 

F50–515, dated October 12, 2010. 

New Requirements of This AD 

(i) Within 7 months after the effective date 

of this AD, paint the pipe ends of the 

emergency brake system #2 and related 

unions, in accordance with paragraph 2.C. of 

the Accomplishment Instructions of Dassault 

Service Bulletin F50–515, dated October 12, 

2010. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: 

(1) European Aviation Safety Agency 

(EASA) AD 2010–0208–E, dated October 12, 

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27882 Federal Register / Vol. 76, No. 93 / Friday, May 13, 2011 / Rules and Regulations 

2010, has a compliance time of ‘‘before the 

next flight after the effective date of this AD.′′ 

This AD requires that the actions be done 

within 7 days after the effective date of AD 

2010–24–08. 

(2) EASA AD 2010–0208–E, dated October 

12, 2010, allows the flightcrew to inspect the 

emergency brake system number 2 specified 

in accordance with Dassault Service Bulletin 

F50–515, dated October 12, 2010. However, 

this AD requires the inspection to be 

performed by certificated maintenance 

personnel. 

Other FAA AD Provisions 

(j) 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. 

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: 

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. 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. 

Related Information 

(k) Refer to MCAI EASA AD 2010–0208– 

E, dated October 12, 2010; and Dassault 

Service Bulletin F50–515, dated October 12, 

2010; for related information. 

Material Incorporated by Reference 

(l) You must use Dassault Service Bulletin 

F50–515, dated October 12, 2010, to do the 

actions required by this AD, unless the AD 

specifies otherwise. 

(1) The Director of the Federal Register 

previously approved the incorporation by 

reference of Dassault Service Bulletin F50– 

515, dated October 12, 2010, on December 9, 

2010 (75 FR 71530, November 24, 2010). 

(2) For service information identified in 

this AD, contact Dassault Falcon Jet, P.O. Box 

2000, South Hackensack, New Jersey 07606; 

telephone 201–440–6700; Internet http:// 

www.dassaultfalcon.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 April 28, 

2011. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–11329 Filed 5–12–11; 8:45 am] 

BILLING CODE 4910–13–P 

CONSUMER PRODUCT SAFETY 

COMMISSION 

16 CFR Part 1217 

RIN 3041–AC79 

Safety Standard for Toddler Beds 

Correction 

In rule document 2011–9421 

beginning on page 22019 in the issue of 

Wednesday, April 20, 2011, make the 

following correction: 

§ 1217.2 [Corrected] 

On page 22029, in § 1217.2(c)(6), at 

the bottom of the page, insert 

§§ 1217.2(c)(6)(iii), 1217.2(c)(6)(iv), and 

1217.2(c)(7), which should read: 

(iii) 8.4.4 Toddler beds that convert 

from a full-size crib, also known as 

convertible cribs, must meet the 

warning requirements specified in 

section 8 of ASTM F 1169–10, instead 

of the requirements of 8.4.3. See 16 CFR 

Part 1219 for complete requirements for 

full-size cribs. 

(iv) 8.4.5 Any toddler bed that can 

convert from a full-size crib, and has the 

warning specified in section 8.1.3 of 

ASTM F 1169–10, must include 

additional text at the end of that 

warning that specifies the minimum 

mattress thickness of 4 inches (100 mm). 

See 16 CFR Part 1219 for complete 

requirements for full-size cribs. 

(7) In addition to figure 10 of ASTM 

F 1821–09, use the following: 

[FR Doc. C1–2011–9421 Filed 5–12–11; 8:45 am] 

BILLING CODE 1505–01–D 

CONSUMER PRODUCT SAFETY 

COMMISSION 

[CPSC Docket No. CPSC–2010–0104 

16 CFR Part 1512 

RIN 3041–AC95 

Requirements for Bicycles 

AGENCY: Consumer Product Safety 

Commission. 

ACTION: Final rule. 

SUMMARY: The Consumer Product Safety 

Commission (‘‘CPSC,′′ ‘‘Commission,′′ or 

‘‘we′′) is amending its bicycle 

regulations. The amendments make 

minor changes to the existing 

regulations to reflect new technologies, 

designs, and features in bicycles by 

clarifying that certain provisions or 

testing requirements do not apply to 

specific bicycles or bicycle parts. The 

amendments also clarify several 

ambiguous and confusing provisions. 

The final rule also corrects 

typographical errors and removes an 

outdated reference. 

DATES: The rule is effective June 13, 

2011. 

FOR FURTHER INFORMATION CONTACT: 

Vincent J. Amodeo, Mechanical 

Engineer, Directorate for Engineering 

Sciences, U.S. Consumer Product Safety 

Commission, 4330 East West Highway, 

Bethesda, MD 20814; e-mail 

vamodeo@cpsc.gov; telephone 301–504– 

7570. 

SUPPLEMENTARY INFORMATION: 

I. Background 

CPSC regulations, at 16 CFR part 

1512, establish requirements for 

bicycles pursuant to the Federal 

Hazardous Substances Act. The 

regulations were first promulgated in 

1978 (43 FR 60034 (Dec. 22, 1978)), with 

minor amendments in 1980 (45 FR 

82627 (Dec. 16, 1980)), 1981 (46 FR 

3204 (Jan. 14, 1981)), 1995 (60 FR 62990 

(Dec. 8, 1995)), and 2003 (68 FR 7073 

(Feb. 12, 2003)); 68 FR 52691 (Sept. 5, 

2003)). 

In recent years, there have been 

technological changes in bicycle design 

and in the materials used to 

manufacture bicycles that have caused 

some bicycle manufacturers to question 

the applicability of a particular CPSC 

regulation or to seek changes to the 

regulations. Additionally, the enactment 

of the Consumer Product Safety 

Improvement Act of 2008 (CPSIA), 

Public Law 110–314, 122 Stat. 3016, has 

resulted in new testing and certification 

requirements for children’s products. 

The Commission recognizes that there 

have been many changes in bicycle 

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