Federal Register / Vol. 77, No. 89 / Tuesday, May 8, 2012 / Rules and Regulations 26945 

(iii) Planet gear sets P/N E3101455–02, all 

S/Ns, and the associated sun gears. 

(iv) Planet gear sets P/N E3101525–02, all 

S/Ns, and the associated sun gears. 

(f) Installation Prohibition 

After the effective date of this AD, do not 

install on any airplane, any engine or power 

section module with a TAATI PMA 

replacement first stage sun gear or a planet 

gear set, as listed in paragraph (c) of this AD. 

(g) Alternative Methods of Compliance 

(AMOCs) 

The Manager, Los Angeles Aircraft 

Certification Office, FAA, may approve 

AMOCs for this AD. Use the procedures 

found in 14 CFR 39.19 to make your request. 

(h) Special Flight Permits 

Special flight permits are not authorized. 

(i) Related Information 

For more information about this AD, 

contact Paul Craig, Aerospace Engineer, Los 

Angeles Aircraft Certification Office, FAA, 

3960 Paramount Blvd., Suite 100, Lakewood, 

CA 90712; phone: 562–627–5252; fax: 562– 

627–5210; email: paul.craig@faa.gov. 

(j) Material Incorporated by Reference 

None. 

Issued in Burlington, Massachusetts, on 

May 3, 2012. 

Peter A. White, 

Manager, Engine & Propeller Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–11057 Filed 5–7–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0384; Directorate 

Identifier 2010–NM–058–AD; Amendment 

39–17041; AD 2012–09–06] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 737–700 

series airplanes. This AD was prompted 

by reports that the aft seat leg fittings 

span the station (STA) 521.45 ‘‘stay-out 

zone.’’ This AD requires for certain 

airplanes, replacing the seat track pivot 

link assemblies, seat track sections, and 

floor panels. For certain airplanes, this 

AD also requires moving certain rows of 

passenger seats. For certain other 

airplanes, this AD also requires 

inspecting certain areas of the seat 

tracks for damage, and corrective 

actions if necessary. We are issuing this 

AD to prevent failure of the seat 

attachment structure and possible injury 

to passengers during an emergency 

landing. 

DATES: This AD is effective June 12, 

2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of June 12, 2012. 

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; email 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. You 

may review copies of the referenced 

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. 

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 (phone: 

800–647–5527) is 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: 

Sarah Piccola, Aerospace Engineer, 

Cabin Safety and Environmental 

Systems Branch, ANM–150S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, 

Washington 98057–3356; phone: 425– 

917–6483; fax: 425–917–6590; email: 

sarah.piccola@faa.gov. 

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 published in the Federal 

Register on April 25, 2011 (76 FR 

22828). That NPRM proposed to require, 

for certain airplanes, replacing the seat 

track pivot link assemblies, seat track 

sections, and floor panels. For certain 

airplanes, that NPRM also proposed to 

require moving certain rows of 

passenger seats. For certain other 

airplanes, that NPRM also proposed to 

require inspecting certain areas of the 

seat tracks for damage, and corrective 

actions if necessary. 

Explanation of Change to the AD 

We reviewed the compliance times 

that were proposed and determined that 

the compliance time in paragraph (h)(1) 

of the NPRM (76 FR 22828, April 25, 

2011) applies to all airplanes identified 

in paragraph (h) of this AD and the 

compliance time proposed in paragraph 

(h)(2) of the NPRM is unnecessary. We 

have therefore removed paragraphs 

(h)(1) and (h)(2) of the NPRM and 

revised paragraph (h) of this AD. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (76 FR 22828, 

April 25, 2011) and the FAA’s response 

to each comment. Boeing supports the 

NPRM. 

Request To Withdraw the Proposed AD 

(76 FR 22828, April 25, 2011) 

AirTran Airways (ATA) (now owned 

by Southwest Airlines) and Southwest 

Airlines (SWA) requested that the 

NPRM (76 FR 22828, April 25, 2011) be 

withdrawn. ATA and SWA stated that 

the Model 737–700 series airplanes 

owned by ATA and transferred to SWA 

ownership have been or will be 

modified to have new B/E Aerospace 

seats installed in a different layout of 

passenger accommodation (LOPA). The 

LOPA for those B/E Aerospace seats 

does not have a seat leg fitting that 

spans the STA 521.45 ‘‘stay-out zone.’’ 

ATA stated that it accomplished the 

actions of Boeing Special Attention 

Service Bulletin 737–53–1286, dated 

November 20, 2008, or Revision 1, dated 

December 14, 2009, on 22 of its 

airplanes; those airplanes and the 

remaining 24 airplanes in its fleet would 

be modified to SWA’s seat configuration 

before the effective date of the AD. ATA 

also stated that it sold three of the 49 

airplanes listed in Boeing Special 

Attention Service Bulletin 737–25– 

1596, dated November 20, 2008. ATA 

and SWA stated that since the new seats 

are from a different seat manufacturer 

and will be installed in a different 

approved LOPA, the unsafe condition 

would no longer exist. 

We disagree with the commenters’ 

request to withdraw the proposed AD 

(76 FR 22828, April 25, 2011). Replacing 

the existing Recaro seat configuration 

with the B/E Aerospace configuration 

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26946 Federal Register / Vol. 77, No. 89 / Tuesday, May 8, 2012 / Rules and Regulations 

would address the unsafe condition 

while that configuration is installed. 

However, the approval for the Recaro 

seats with the LOPA that has a seat leg 

fitting that spans the STA 521.45 ‘‘stayout zone’’ would still exist. It would be 

possible, for example, for an operator 

that has purchased one of the three 

airplanes that ATA sold to convert the 

seats and LOPA back to the Recaro seats 

and the related LOPA that spans the 

STA 521.45 ‘‘stay-out zone.’’ In light of 

this, the unsafe condition is likely to 

exist or develop in the affected 

airplanes. As a result, we are issuing 

this AD to eliminate the unsafe 

condition by requiring that seat leg 

fittings do not span the ‘‘stay-out zone.’’ 

The AD is the appropriate vehicle for 

mandating such actions. We have not 

changed the AD in this regard. 

Request To Revise Applicability of the 

Proposed AD (76 FR 22828, April 25, 

2011) 

ATA and SWA also requested that if 

the NPRM (76 FR 22828, April 25, 2011) 

is not withdrawn, that the proposed 

applicability be revised to apply only to 

airplanes with specific Recaro seats 

installed in a specific configuration. 

SWA stated that if the airplane does not 

have those specific Recaro seats 

installed with the foot spanning the 

STA 521.45 ‘‘stay-out zone,’’ then the 

unsafe condition does not exist and the 

AD should not apply. ATA also stated 

that having an AD include airplanes on 

which the modification to a different 

LOPA or the applicable service bulletins 

has been accomplished would result in 

applying for an alternative method of 

compliance (AMOC) each time a 

revision to that LOPA is issued. ATA 

stated that issuing AMOCs each time a 

LOPA is revised would produce an 

undue burden on both the airline and 

the FAA. 

We partially agree. The applicability 

statement of this AD references certain 

service bulletins, one of which contains 

conditions as part of its effectivity. Part 

of the applicability statement in 

paragraph (c) of this AD contains an 

indirect reference to the conditional 

statement that the commenters 

requested, i.e., ‘‘a passenger seat 

configuration that could result in a seat 

leg plunger being installed across a seat 

track pivot point * * *,’’ as described 

in paragraph 1.A. of Boeing Special 

Attention Service Bulletin 737–53– 

1286, Revision 1, dated December 14, 

2009. Boeing Special Attention Service 

Bulletin 737–53–1286, Revision 1, dated 

December 14, 2009, is referenced in 

paragraphs (c)(1) (as an applicability 

condition) and (g) (in the identification 

of affected airplanes) of this AD. When 

an airplane has been modified so that a 

seat leg plunger is not installed across 

that specific seat track pivot point, the 

actions required by paragraph (g) of this 

AD would not be required. The other 

service bulletins referenced in the 

proposed AD (76 FR 22828, April 25, 

2011) do specify specific airplanes 

without conditional statements on 

whether certain seat configurations are 

installed. Also, we do not consider it 

appropriate to include various 

provisions in an AD applicable only to 

individual airplanes or to a single 

operator’s seat configurations or unique 

use of an airplane. Once we issue this 

AD, any person may request approval of 

an AMOC under the provisions of 

paragraph (k) of this AD. We have not 

changed the AD in this regard. 

Change to AMOC Paragraph 

We have added paragraph (k)(3) to 

this final rule to provide operators with 

the option to apply for an AMOC that 

has been approved by the Boeing 

Commercial Airplanes Organization 

Designation Authorization (ODA) that 

has been authorized by the Manager, 

Seattle Aircraft Certification Office, to 

make those findings. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

as proposed—except for minor editorial 

changes. We have determined that these 

minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (76 FR 

22828, April 25, 2011) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (76 FR 22828, 

April 25, 2011). 

Costs of Compliance 

We estimate that this AD will affect 

50 airplanes of U.S. registry. The 

following table provides the estimated 

costs for U.S. operators to comply with 

this AD. 

TABLE—ESTIMATED COSTS

Boeing Service Bulletin Work 

hours 

Average 

labor rate 

per hour 

Parts Cost per product 

Number 

of U.S.- 

registered 

airplanes 

Fleet cost 

737–53–1286 ................... 96 $85 Up to $28,258 ................. Up to $36,418 ................. 50 Up to $1,820,900. 

737–25–1596 ................... 4 85 None ............................... 340 12 $4,080. 

737–25–1598 ................... 3 85 None ............................... 255 1 255. 

737–25–1599 ................... 3 85 None ............................... 255 14 3,570. 

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: 

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Federal Register / Vol. 77, No. 89 / Tuesday, May 8, 2012 / Rules and Regulations 26947 

(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), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) 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. 

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 airworthiness 

directive (AD): 

2012–09–06 The Boeing Company: 

Amendment 39–17041; Docket No. 

FAA–2011–0384; Directorate Identifier 

2010–NM–058–AD. 

(a) Effective Date 

This AD is effective June 12, 2012. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 737–700 series airplanes, certificated 

in any category; as identified in the service 

bulletins specified in paragraphs (c)(1), (c)(2), 

and (c)(3) of this AD. 

(1) Boeing Special Attention Service 

Bulletin 737–53–1286, Revision 1, dated 

December 14, 2009. 

(2) Boeing Special Attention Service 

Bulletin 737–25–1598, dated December 8, 

2009. 

(3) Boeing Special Attention Service 

Bulletin 737–25–1599, dated January 20, 

2010. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 25: Equipment/Furnishings. 

(e) Unsafe Condition 

This AD results from reports that the aft 

seat leg fittings span the station (STA) 521.45 

‘‘stay-out zone.’’ The Federal Aviation 

Administration is issuing this AD to prevent 

failure of the seat attachment structure and 

possible injury to passengers during an 

emergency landing. 

(f) Compliance 

You are responsible for having the actions 

required by this AD performed within the 

compliance times specified, unless the 

actions have already been done. 

(g) Modifying Seat Track Structure 

For airplanes identified in Boeing Special 

Attention Service Bulletin 737–53–1286, 

Revision 1, dated December 14, 2009: Within 

72 months after the effective date of this AD, 

replace, with new components, certain floor 

panels, seat track pivot link assemblies, and 

seat track sections with new components, 

and modify certain seat tracks, in accordance 

with the Accomplishment Instructions of 

Boeing Special Attention Service Bulletin 

737–53–1286, Revision 1, dated December 

14, 2009. 

(h) Moving Seat Rows After Modifying Seat 

Track Structure 

For airplanes identified in Boeing Special 

Attention Service Bulletin 737–25–1596, 

dated November 20, 2008: After 

accomplishing the requirements of paragraph 

(g) of this AD but within 72 months after the 

effective date of this AD, move certain seat 

rows in accordance with the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737–25– 

1596, dated November 20, 2008. 

(i) Moving Seat Rows and General Visual 

Inspection of Seat Tracks Using Boeing 

Service Bulletin 737–25–1598, Dated 

December 8, 2009 

For airplanes identified in Boeing Special 

Attention Service Bulletin 737–25–1598, 

dated December 8, 2009: Within 72 months 

after the effective date of this AD, do a 

general visual inspection of certain areas of 

the seat tracks for damage, all applicable 

corrective actions, and move certain seat 

rows, in accordance with the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737–25– 

1598, dated December 8, 2009. Do all 

applicable corrective actions before further 

flight. 

(j) Moving Seat Rows and General Visual 

Inspection of Seat Tracks Using Boeing 

Special Attention Service Bulletin 737–25– 

1599, Dated January 20, 2010 

For airplanes identified in Boeing Special 

Attention Service Bulletin 737–25–1599, 

dated January 20, 2010: Within 72 months 

after the effective date of this AD, do a 

general visual inspection of certain areas of 

the seat tracks for damage, all applicable 

corrective actions, and move certain seat 

rows, in accordance with the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737–25– 

1599, dated January 20, 2010. Do all 

applicable corrective actions before further 

flight. 

(k) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle Aircraft 

Certification Office (ACO), 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 manager of the ACO, send it to the 

attention of the person identified in the 

Related Information section of this AD. 

Information may be emailed to: 9-ANMSeattle-ACO-AMOC-Requests@faa.gov. 

(2) 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. 

(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. 

(l) Related Information 

For more information about this AD, 

contact Sarah Piccola, Aerospace Engineer, 

Cabin Safety and Environmental Systems 

Branch, ANM–150S, FAA, Seattle Aircraft 

Certification Office, 1601 Lind Avenue SW., 

Renton, Washington 98057–3356; phone: 

425–917–6483; fax: 425–917–6590; email: 

sarah.piccola@faa.gov. 

(m) Material Incorporated by Reference 

(1) You must use the following service 

information to do the actions required by this 

AD, unless the AD specifies otherwise. 

(2) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) under 5 U.S.C. 552(a) and 1 CFR part 

51 of the following service information: 

(i) Boeing Special Attention Service 

Bulletin 737–25–1596, dated November 20, 

2008. 

(ii) Boeing Special Attention Service 

Bulletin 737–25–1598, dated December 8, 

2009. 

(iii) Boeing Special Attention Service 

Bulletin 737–25–1599, dated January 20, 

2010. 

(iv) Boeing Special Attention Service 

Bulletin 737–53–1286, Revision 1, dated 

December 14, 2009. 

(3) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, WA 98124–2207; telephone 206– 

544–5000, extension 1; fax 206–766–5680; 

email me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. 

(4) 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. 

(5) 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/ 

cfr/ibr-locations.html. 

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26948 Federal Register / Vol. 77, No. 89 / Tuesday, May 8, 2012 / Rules and Regulations 

Issued in Renton, Washington, on April 29, 

2012. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–10891 Filed 5–7–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1169; Directorate 

Identifier 2010–NM–050–AD; Amendment 

39–17040; AD 2012–09–05] 

RIN 2120–AA64 

Airworthiness Directives; Fokker 

Services B.V. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

2–Fokker Services B.V.2–Model F.28 

Mark 0100 airplanes. This AD was 

prompted by reports of failure of the 

main fitting on Messier-Dowty main 

landing gear (MLG) units due to fatigue 

cracking in the area of the filler and 

bleeder holes, and failure of the sliding 

member due to fatigue cracking at the 

area of the chrome run-out/lower radius 

of the sliding tube portion of the sliding 

member. This AD requires modification 

and re-identification of the MLG units, 

or replacement of the MLG unit with a 

modified one. We are issuing this AD to 

detect and correct fatigue cracking of the 

main fitting or sliding member on the 

MLG, which could lead to failure of the 

MLG and possibly loss of control of the 

airplane during landing rollout. 

DATES: This AD becomes effective June 

12, 2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of June 12, 2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of November 18, 2010 (75 FR 

63042, October 14, 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 November 7, 2011 (76 FR 

68668). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

Since introduction of the F28 Mark 0100 

aeroplane into airline service, there have 

been a number of occurrences with MessierDowty MLG [main landing gear] units where 

the main fitting failed, due to fatigue cracking 

in the area of the filler and bleeder holes, and 

occurrences where the sliding member failed, 

due to fatigue cracking at the area of chrome 

run-out/lower radius of the sliding tube 

portion of the sliding member. 

Investigation has revealed that the most 

probable cause of both the main fitting and 

sliding member cracks is high compressive 

stress during braking at higher deceleration 

levels outside the regular fatigue load 

spectrum. Starting at deceleration stress 

levels somewhat below limit load, the high 

compressive stress locally exceeds the 

elasticity limit of the material, leaving a 

residual tensile stress at release of the heavy 

braking load. Subsequently, this local 

residual tensile stress results in a negative 

effect on the fatigue life of the component. 

This condition, if not detected and 

corrected, could lead to failure of the MLG, 

possibly resulting in loss of control of the 

aeroplane during the landing rollout. To 

address this unsafe condition, the Civil 

Aviation Authority of the Netherlands (CAA– 

NL) issued AD NL–2005–012 (EASA 

approval 2005–6363) [which corresponds to 

FAA 2007–04–23, Amendment 39–14956 (72 

FR 8615, February 27, 2007)] to require 

repetitive inspections of the sliding member 

(Fokker Services SBF100–32–144) and AD 

NL–2006–003 (EASA approval 2006–0041) to 

require repetitive inspections of the main 

fitting (Fokker Services SBF100–32–146). 

Messier-Dowty has now developed a 

modification, resulting in a strengthened 

sliding member and a strengthened main 

fitting, which is the terminating action for 

these repetitive inspections. 

For the reasons described above, this 

[EASA] AD requires the modification and 

reidentification of the affected MLG units, or 

replacement of the affected MLG units with 

modified units. 

This [EASA] AD has been revised to * * * 

state that modification of an aeroplane * * * 

also constitutes terminating action for the 

actions required by CAA–NL AD (BLA) 

2002–115/2 dated October 8, 2004 [which 

partially corresponds to FAA AD 2008–20– 

03, Amendment 39–15682 (73 FR 56452, 

September 29, 2008)]. 

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 68668, November 7, 2011) or on the 

determination of the cost to the public. 

Explanation of Change Made to This 

AD 

We have revised paragraph (h)(2) of 

this AD to correct a typographical error. 

This error resulted in a reference to 

paragraph (c) of this AD instead of 

paragraph (g) of this AD. 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting the AD 

as proposed except for minor editorial 

changes and/or format changes. We 

have determined that these minor 

changes: 

• Are consistent with the intent that 

was proposed in the NPRM (76 FR 

68668, November 7, 2011) for correcting 

the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (76 FR 68668, 

November 7, 2011). 

Costs of Compliance 

We estimate that this AD will affect 4 

products of U.S. registry. We also 

estimate that it will take about 30 workhours per product to comply with the 

basic requirements of this AD. The 

average labor rate is $85 per work-hour. 

Required parts will cost about $520,000 

per product. Where the service 

information lists required parts costs 

that are covered under warranty, we 

have assumed that there will be no 

charge for these parts. As we do not 

control warranty coverage for affected 

parties, some parties may incur costs 

higher than estimated here. Based on 

these figures, we estimate the cost of 

this AD to the U.S. operators to be 

$2,090,200, or $522,550 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 

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