41662 Federal Register / Vol. 76, No. 136 / Friday, July 15, 2011 / Rules and Regulations 

hours after the effective date of this AD, 

whichever occurs later. 

(ii) Within 20,000 flight cycles or 60,000 

flight hours after the most recent inspection 

required by paragraph (g) or (h) of this AD, 

whichever occurs first. 

(2) For airplanes on which the inspection 

required by paragraph (g) of this AD has not 

been done as of the effective date of this AD: 

Do the inspection before the accumulation of 

15,000 total flight hours, or within 6,000 

flight hours after the effective date of this AD, 

whichever occurs later. 

Paperwork Reduction Act Burden Statement 

(o) 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. 

Credit for Actions Accomplished in 

Accordance With Previous Service 

Information 

(p) Actions done before the effective date 

of this AD in accordance with Boeing Alert 

Service Bulletin 747–28A2204, Revision 2, 

dated September 1, 2005, are acceptable for 

compliance with the corresponding 

requirements of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

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

the authority to approve AMOCs for this AD, 

if requested using the procedures found in 14 

CFR 39.19. 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 ATTN: 

Tung Tran, Aerospace Engineer, Propulsion 

Branch, ANM–140S, FAA, Seattle Aircraft 

Certification Office, 1601 Lind Avenue, SW., 

Renton, Washington 98057–3356; telephone 

(425) 917–6505; fax (425) 917–6590. 

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

(2) Before using any approved AMOC, 

notify your Principal Maintenance Inspector 

or Principal Avionics Inspector, as 

appropriate, or lacking a principal inspector, 

your local Flight Standards District Office. 

(3) AMOCs approved previously in 

accordance with AD 97–26–07, Amendment 

39–10250, are approved as alternative 

methods of compliance with the 

corresponding requirements of this AD. 

Compliance time extensions approved 

previously in accordance with AD 97–26–07, 

are not approved as alternative methods of 

compliance for the compliance times 

required by paragraph (n) of this AD. 

Material Incorporated by Reference 

(r) You must use Boeing Alert Service 

Bulletin 747–28A2204, Revision 3, dated 

March 11, 2010, to do the actions required by 

this AD, unless the AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

Boeing Alert Service Bulletin 747–28A2204, 

Revision 3, dated March 11, 2010, under 5 

U.S.C. 552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; telephone 

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

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

Internet https://www.myboeingfleet.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at an NARA facility, 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 July 1, 

2011. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–17404 Filed 7–14–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0695; Directorate 

Identifier 2011–SW–001–AD; Amendment 

39–16740; AD 2011–14–05] 

RIN 2120–AA64 

Airworthiness Directives; MD 

Helicopters, Inc. Model MD900 

Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: This amendment supersedes 

an existing airworthiness directive (AD) 

for MD Helicopters, Inc. (MDHI) Model 

MD900 helicopters. That AD currently 

requires visually inspecting the main 

rotor lower hub assembly (lower hub) 

for a crack, and if you find a crack, 

before further flight, replacing the 

unairworthy lower hub with an 

airworthy lower hub. Additionally, 

within 10 days of finding a cracked 

lower hub, the existing AD requires 

reporting the finding to the Los Angeles 

Aircraft Certification Office (LAACO). 

That AD was prompted by two reports 

of cracks detected in the hub in the area 

near the flex beam bolt hole locations 

during maintenance on two MDHI 

Model MD900 helicopters. Since we 

issued that AD, we determined that one 

manufacturer had incorrectly inserted 

flanged bushings into the lower hub 

bore that resulted in local corrosion, 

leading to fatigue cracking. Examination 

of lower hubs from the other 

manufacturer shows correct bushing 

installation. Therefore, this amendment 

limits the applicability to the affected 

lower hubs; retains the visual inspection 

but at a different compliance time; adds 

an eddy current inspection; retains the 

requirement to replace a cracked lower 

hub with an airworthy lower hub before 

further flight; and removes the 

requirement to report to the LAACO. 

The actions specified by this AD are 

intended to detect a crack in the lower 

hub and prevent failure of the lower hub 

and subsequent loss of control of the 

helicopter. 

DATES: This AD is effective August 1, 

2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of August 1, 2011. 

We must receive any comments on 

this AD by September 13, 2011. 

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. 

For service information identified in 

this AD, contact MD Helicopters Inc., 

Attn: Customer Support Division, 4555 

E. McDowell Rd., Mail Stop M615, 

Mesa, AZ 85215–9734, telephone 1– 

800–388–3378, fax 480–346–6813, or at 

http://www.mdhelicopters.com. 

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Federal Register / Vol. 76, No. 136 / Friday, July 15, 2011 / Rules and Regulations 41663 

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: Eric 

Schrieber, Aviation Safety Engineer, 

FAA, Los Angeles Aircraft Certification 

Office, Airframe Branch, 3960 

Paramount Blvd., Lakewood, California 

90712–4137, telephone (562) 627–5348, 

fax (562) 627–5210. 

SUPPLEMENTARY INFORMATION: 

Discussion 

On August 19, 2010, we issued 

Emergency AD (EAD) 2010–18–51. That 

EAD was prompted by two reports of 

cracks detected in the lower hub near 

the flex beam bolt hole location during 

maintenance. That EAD required, 

within 4 hours time-in-service (TIS), 

visually inspecting the lower hub for a 

crack and, if you find a crack, before 

further flight, replacing the lower hub 

with an airworthy lower hub and, 

within 10 days, reporting a cracked 

lower hub to the LAACO. We 

superseded EAD 2010–18–51 with EAD 

2010–18–52, issued August 23, 2010, 

upon discovering a typographical error 

in the ‘‘Applicability’’ section of the 

EAD in the lower hub part number 

(P/N). EAD 2010–18–52 contained the 

same requirements as EAD 2010–18–51 

but corrected the P/N for the lower hub. 

Actions Since That AD Was Issued 

Since we issued the AD, 5 additional 

lower hubs were found cracked. We 

determined that one manufacturer of 

lower hubs with serial numbers (S/Ns) 

beginning with 5009 (e.g., 5009–XXXX) 

had incorrectly inserted flanged 

bushings into the lower hub bore. This 

condition resulted in local corrosion 

leading to fatigue cracking. Examination 

of lower hubs from the other 

manufacturer shows correct bushing 

installation. 

Relevant Service Information 

We reviewed MDHI Service Bulletin 

SB900–117, dated January 14, 2011 

(SB). The SB specifies an initial 100- 

hour and recurring 300-hour visual and 

eddy current inspections of the lower 

hub for a crack and, if there is a crack, 

replacing the lower hub with an 

airworthy lower hub. The inspections 

would be done at the stated intervals or 

at the next annual inspection, 

whichever occurs first. The SB also 

specifies replacing an affected lower 

hub within 3 years after the date of the 

SB. 

FAA’s Determination 

We are issuing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other helicopters of this 

same type design. 

AD Requirements 

This AD requires a visual inspection, 

and if necessary, an eddy current 

inspection of the lower hub for a crack. 

If there is a crack, the AD requires 

replacing the lower hub with an 

airworthy lower hub. This AD requires 

accomplishing these actions by 

following specified portions of the 

service information described 

previously, except as discussed under 

‘‘Differences Between the AD and the 

Service Information.’’ 

Change to Existing AD 

This superseding AD changes the 

compliance time for the visual 

inspection and adds an eddy current 

inspection of the lower hub for a crack. 

This AD also removes the reporting 

requirement to the LAACO and the 

requirement for an OMB control 

number. This AD also reduces the 

applicability to only those helicopters 

with certain serial-numbered lower 

hubs installed. 

Differences Between the AD and the 

Service Information 

This AD does not require contacting 

the manufacturer or returning the lower 

hub assembly with a certain report. This 

AD also does not require the 300-hour 

inspection or replacing the lower hub 

within 3 years from the date of the SB 

because these actions do not fit our 

criteria for a Final rule, request for 

comments. 

FAA’s Justification and 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 the previously described 

unsafe condition can adversely affect 

the structural integrity and 

controllability of the helicopter. The 

inspection is required within 100 hours 

TIS or during the annual inspection, 

whichever occurs first, unless done 

within the last 200 hours TIS. Since the 

affected helicopters could reach 100 

hours TIS within 1 month, we find that 

notice and opportunity for prior public 

comment are impracticable and that 

good cause exists for making this 

amendment effective in less than 30 

days. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety, and 

we did not provide you with notice and 

an opportunity to provide your 

comments before it becomes effective. 

However, we invite you to send any 

written data, views, or arguments about 

this AD. Send your comments to an 

address listed under the ADDRESSES

section. Include the docket number 

FAA–2011–0695 and directorate 

identifier 2011–SW–001–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. 

Costs of Compliance 

We estimate that this AD affects 12 

helicopters of U.S. registry. We estimate 

the following costs to comply with this 

AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product Cost on U.S. operators 

1 work hour to visually inspect 

the hub.

1 work-hour x $85 per hour = 

$85.

N/A ..................................... $85 $1,020. 

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41664 Federal Register / Vol. 76, No. 136 / Friday, July 15, 2011 / Rules and Regulations 

ESTIMATED COSTS—Continued 

Action Labor cost Parts cost Cost per 

product Cost on U.S. operators 

1 work hour to eddy current inspect the lower hub [new action].1 work-hour x $85 per hour = 

$85.

N/A ..................................... $85 $1,020. 

Required parts and labor to replace a lower hub.11 work hours x 85 per hour = 

$935.

$12,480 per hub ................. $13,415 $160,980. 

Total .................................. $1,105 ..................................... $12,480 .............................. $13,585 $163,020 assuming the lower 

hubs are replaced for the 

entire fleet. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Is not a ‘‘significant rule’’ under 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(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 part 39 of the Federal 

Aviation Regulations (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 airworthiness directive (AD) 

2010–18–52, Amendment 39–16515 (75 

FR 69862, November 16, 2010) and 

adding the following new AD: 

2011–14–05 MD HELICOPTERS, INC.: 

Amendment 39–16740; Docket No. 

FAA–2011–0695; Directorate Identifier 

2011–SW–001–AD. 

Effective Date 

(a) This AD is effective August 1, 2011. 

Affected ADs 

(b) This AD supersedes AD 2010–18–52, 

Amendment 39–16515, Docket No. FAA– 

2010–1126; Directorate Identifier 2010–SW– 

078–AD. 

Applicability 

(c) Model MD900 helicopters with main 

rotor lower hub assembly (lower hub), part 

number (P/N) 900R2101008–107, serial 

numbers (S/Ns) that begin with 5009, 

certificated in any category. 

Unsafe Condition 

(d) This amendment is prompted by the 

determination that a certain manufacturer 

had incorrectly inserted the flanged bushings 

into the lower hub bore. The actions 

specified by this AD are intended to detect 

a crack in the lower hub and prevent failure 

of the hub and subsequent loss of control of 

the helicopter. 

Compliance 

(e) Within 100 hours time-in-service (TIS) 

or during the next annual inspection, 

whichever occurs first, unless done within 

the last 200 hours TIS: 

(1) Visually inspect the sides and bottom 

of the area between the arms for the centering 

bearing and the areas adjacent to the 

bushings of the lower hub assembly for a 

crack. If there is a crack, before further flight, 

replace the lower hub with an airworthy 

lower hub. 

(2) If the lower hub is not replaced as a 

result of the visual inspection required by 

paragraph (e)(1) of this AD, eddy current 

inspect the lower hub for a crack by 

following the Accomplishment Instructions, 

paragraphs 2.A(2) through 2.A.(10)., of MD 

Helicopters Inc. Service Bulletin SB900–117, 

dated January 14, 2011 (SB). If there is a 

crack, before further flight, replace the lower 

hub with an airworthy hub. 

(f) The eddy current inspection required by 

paragraph (e)(2) of this AD must be done by 

a Level II technician with ASNT–TC–1A, 

CEN EN 4179, MIL–STD–410, NAS410, or 

equivalent certification in eddy current 

inspections. The technician must have done 

an eddy current inspection in the last 12 

months. 

Alternative Methods of Compliance 

(AMOCs) 

(g)(1) The Manager, Los Angeles Aircraft 

Certification Office (LAACO), 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 LAACO, send it to the 

attention of the person identified in the 

Additional Information section of this AD. 

(2) Before using any approved AMOC, we 

request that you notify your appropriate 

principal inspector, or lacking a principal 

inspector, the manager of the local flight 

standards district office/certificate holding 

district office. 

Additional Information 

(h) For more information about this AD, 

contact Eric Schrieber, Aviation Safety 

Engineer, FAA, Los Angeles Aircraft 

Certification Office, Airframe Branch, 3960 

Paramount Blvd., Lakewood, California 

90712–4137, telephone (562) 627–5348, fax 

(562) 627–5210. 

Material Incorporated by Reference 

(i)(1) Inspect the main rotor lower hub 

assembly for a crack by following the 

specified portions of MD Helicopter, Inc. 

Service Bulletin SB 900–117, dated January 

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Federal Register / Vol. 76, No. 136 / Friday, July 15, 2011 / Rules and Regulations 41665 

14, 2011. The Director of the Federal Register 

approved the incorporation by reference of 

the service information, under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact MD Helicopters Inc., Attn: 

Customer Support Division, 4555 E. 

McDowell Rd., Mail Stop M615, Mesa, AZ 

85215–9734, telephone 1–800–388–3378, fax 

480–346–6813, or at http:// 

www.mdhelicopters.com. 

(3) Copies may be inspected at the FAA, 

Office of the Regional Counsel, Southwest 

Region, 2601 Meacham Blvd., Room 663, Fort 

Worth, Texas, or at the National Archives 

and Records Administration (NARA). For 

information on the availability of this 

material at an NARA facility, call 202–741– 

6030, or go to http://www.archives.gov/

federal_register/code_of_federal_regulations/

ibr_locations.html. 

Subject 

(j) The Joint Aircraft System Component 

(JASC)/Air Transport Association (ATA) of 

America Code is 6220: Main Rotor Head. 

Issued in Fort Worth, Texas, on June 21, 

2011. 

Kim Smith, 

Manager, Rotorcraft Directorate, Aircraft 

Certification Service. 

[FR Doc. 2011–17421 Filed 7–14–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0307; Directorate 

Identifier 2010–NM–111–AD; Amendment 

39–16747; AD 2011–14–12] 

RIN 2120–AA64 

Airworthiness Directives; Saab AB, 

Saab Aerosystems Model SAAB 2000 

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: 

A report has been received of an incident 

where one of the two bolts attaching the 

actuator mounting bracket to the MLG [main 

landing gear] Shock Strut was found loose, 

leading to failure of the other attachment 

bolt, subsequently resulting in failure of the 

bracket. 

This condition, if not detected and 

corrected, could prevent the MLG to extend 

to the full down-and-locked position, 

possibly resulting in MLG collapse upon 

landing or during roll-out, with consequent 

damage to the aeroplane and 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 

August 19, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of August 1, 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: 

Shahram Daneshmandi, Aerospace 

Engineer, International Branch, ANM– 

116, Transport Airplane Directorate, 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1112; 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 April 8, 2011 (76 FR 19719). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

A report has been received of an incident 

where one of the two bolts attaching the 

actuator mounting bracket to the MLG Shock 

Strut was found loose, leading to failure of 

the other attachment bolt, subsequently 

resulting in failure of the bracket. 

This condition, if not detected and 

corrected, could prevent the MLG to extend 

to the full down-and-locked position, 

possibly resulting in MLG collapse upon 

landing or during roll-out, with consequent 

damage to the aeroplane and injury to the 

occupants. 

To correct this potentially unsafe 

condition, SAAB has published Service 

Bulletin (SB) 2000–32–073, describing a 

[detailed] inspection of the attachment bolts 

[and nuts] to detect any loose bolts [and 

nuts], follow-up corrective action(s), 

depending on findings, and the installation 

of the correct number of washers. 

For the reasons described above, this EASA 

AD requires the accomplishment of the 

actions described in SAAB SB 2000–32–073. 

Required actions, if any loose parts are 

found, include replacing the bolt with a 

new bolt, and then doing a detailed 

inspection of the bolts for uniform or 

fretting corrosion; a detailed inspection 

of the actuator mounting bracket and 

shock struts for damage, cracks, and 

signs of corrosion; and doing corrective 

actions if necessary. Corrective actions 

include removing corrosion, replacing 

affected bolts with new bolts, tightening 

loose nuts, repairing, and installing the 

correct number of washers. 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. 

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 8 products of U.S. registry. We 

also estimate that it will take about 1 

work-hour 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 $1,039 

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 

$8,992, or $1,124 per product. 

In addition, we estimate that any 

necessary follow-on actions would take 

about 10 work-hours and require parts 

costing $1,039, for a cost of $1,889 per 

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