Federal Register / Vol. 76, No. 202 / Wednesday, October 19, 2011 / Rules and Regulations 64791 

May 27, 2010; Subjects 05–10–10, 

‘‘Airworthiness Limitations’’; 05–10–20, 

‘‘Certification Maintenance Requirements’’; 

and 05–10–30, ‘‘Critical Design Configuration 

Control Limitations (CDCCL)—Fuel System’’; 

of Chapter 05, ‘‘Airworthiness Limitations,’’ 

of the BAE Systems (Operations) Limited 

Jetstream Series 4100 AMM, Revision 31, 

dated February 15, 2009; and Subjects 05– 

10–10, ‘‘Airworthiness Limitations’’; 05–10– 

20, ‘‘Certification Maintenance 

Requirements’’; and 05–10–30, ‘‘Critical 

Design Configuration Control Limitations 

(CDCCL)—Fuel System’’; of Chapter 05, 

‘‘Airworthiness Limitations,’’ of the BAE 

Systems (Operations) Limited Jetstream 

Series 4100 AMM, Revision 35, dated 

February 15, 2011; for related information. 

Material Incorporated by Reference 

(n) You must use the following service 

information to do the applicable actions 

required by this AD, unless the AD specifies 

otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of Subjects 05–10–10, ‘‘Airworthiness 

Limitations’’; 05–10–20, ‘‘Certification 

Maintenance Requirements’’; and 05–10–30, 

‘‘Critical Design Configuration Control 

Limitations (CDCCL)—Fuel System’’; of 

Chapter 05, ‘‘Airworthiness Limitations,’’ of 

the BAE Systems (Operations) Limited 

Jetstream Series 4100 AMM, Revision 35, 

dated February 15, 2011; under 5 U.S.C. 

552(a) and 1 CFR part 51 on November 23, 

2011. Page 1 of the Publications Transmittal 

of the BAE Systems (Operations) Limited 

Jetstream Series 4100 AMM is the only page 

that shows the revision level of this 

document. 

(2) The Director of the Federal Register 

previously approved the incorporation by 

reference of Subjects 05–10–10, 

‘‘Airworthiness Limitations’’; 05–10–20, 

‘‘Certification Maintenance Requirements’’; 

05–10–30, ‘‘Critical Design Configuration 

Control Limitations (CDCCL)—Fuel System’’; 

of Chapter 05, ‘‘Airworthiness Limitations,’’ 

of the BAE Systems (Operations) Limited 

Jetstream Series 4100 AMM, Revision 31, 

dated February 15, 2009; on June 11, 2009 

(74 FR 21246, May 7, 2009). 

(3) For service information identified in 

this AD, contact BAE SYSTEMS (Operations) 

Limited, Customer Information Department, 

Prestwick International Airport, Ayrshire, 

KA9 2RW, Scotland, United Kingdom; 

telephone +44 1292 675207; fax +44 1292 

675704; e-mail 

RApublications@baesystems.com; Internet 

http://www.baesystems.com/Businesses/ 

RegionalAircraft/index.htm. 

(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/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on 

September 23, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–25802 Filed 10–18–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0684; Directorate 

Identifier 2010–NE–27–AD; Amendment 39– 

16842; AD 2011–22–01] 

RIN 2120–AA64 

Airworthiness Directives; Rolls-Royce 

Deutschland Ltd & Co KG (RRD) 

BR700–710 Series Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), 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) 

issued 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: 

Analysis of service data carried out by 

Rolls-Royce Deutschland has shown that the 

effect of touch-and-go and overshoot on life 

cycle counting is higher than anticipated. 

Therefore, the life cycle counting method for 

touch-and-go and overshoot as defined by the 

Time Limits Manual needs to be changed to 

reflect this higher effect on life. 

We are issuing this AD to prevent 

failure of high-energy, life-limited parts, 

uncontained engine failure, and damage 

to the airplane. 

DATES: This AD becomes effective 

November 23, 2011. 

ADDRESSES: The Docket Operations 

office is located at Docket Management 

Facility, U.S. Department of 

Transportation, 1200 New Jersey 

Avenue, SE., West Building Ground 

Floor, Room W12–140, Washington, DC 

20590–0001. 

FOR FURTHER INFORMATION CONTACT: 

Mark Riley, Aerospace Engineer, Engine 

Certification Office, FAA, Engine & 

Propeller Directorate, 12 New England 

Executive Park, Burlington, MA 01803; 

e-mail: mark.riley@faa.gov; phone: 781– 

238–7758; fax: 781–238–7199. 

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 July 5, 2011 (76 FR 39033). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states that: 

Analysis of service data carried out by 

Rolls-Royce Deutschland has shown that the 

effect of touch-and-go and overshoot on life 

cycle counting is higher than anticipated. 

Therefore, the life cycle counting method for 

touch-and-go and overshoot as defined by the 

Time Limits Manual needs to be changed to 

reflect this higher effect on life. 

This AD requires a change of the life cycle 

counting method for touch-and-go and 

overshoot for all critical parts and the Low 

Pressure (LP) compressor blades as specified 

in the Rolls-Royce Deutschland Alert NMSB– 

BR700–72–A900504 Revision 1. The chapter 

05–00–01 and 05–00–02 of the applicable 

Time Limits Manuals will be revised 

accordingly. 

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. 

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 

described in a separate paragraph of the 

AD, and take precedence over the 

actions copied from the MCAI. 

Costs of Compliance 

Based on the service information, we 

estimate that this AD would affect about 

1,052 products of U.S. registry. We also 

estimate that it would take about 1 

work-hour per product to comply with 

this AD. The average labor rate is $85 


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64792 Federal Register / Vol. 76, No. 202 / Wednesday, October 19, 2011 / Rules and Regulations 

per work-hour. Based on these figures, 

we estimate the cost of the AD on U.S. 

operators to be $89,420. 

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 this AD, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Operations office (phone: 

800–647–5527) is provided 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: 

2011–22–01 Rolls-Royce Deutschland Ltd & 

Co KG (Formerly Rolls-Royce 

Deutschland GmbH, formerly BMW 

Rolls-Royce GmbH)]: Amendment 39– 

16842; Docket No. FAA–2011–0684; 

Directorate Identifier 2011–NE–27–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective November 23, 2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to all Rolls-Royce 

Deutschland BR700–710A1–10 and BR700– 

710A2–20 turbofan engines, all BR700– 

710C4–11 model engines that have hardware 

configuration standard 710C4–11 engraved 

on the engine data plate (Service Bulletin 

SB–BR700–72–101466 standard not 

incorporated), and all BR700–710C4–11 

model engines that have hardware 

configuration standard 710C4–11/10 

engraved on the engine data plate (Service 

Bulletin SB–BR700–72–101466 standard 

incorporated). These engines are installed on, 

but not limited to, Bombardier BD–700–1A10 

and BD–700–1A11 airplanes and Gulfstream 

GV (G500) and GV–SP (G550) airplanes. 

Reason 

(d) This AD results from: 

Analysis of service data carried out by 

Rolls-Royce Deutschland has shown that the 

effect of touch-and-go and overshoot on life 

cycle counting is higher than anticipated. 

Therefore, the life cycle counting method for 

touch-and-go and overshoot as defined by the 

Time Limits Manual needs to be changed to 

reflect this higher effect on life. 

We are issuing this AD to prevent failure of 

high-energy, life-limited parts, uncontained 

engine failure, and damage to the airplane. 

Actions and Compliance 

(e) Unless already done, do the following 

actions. 

(1) Within 30 days after the effective date 

of this AD, revise the airworthiness 

limitations section (ALS) of the operators’ 

approved maintenance program (reference 

the Time Limits Manual (TLM), chapters 05– 

00–01 and 05–00–02 of the applicable engine 

manuals (EMs)) to remove the requirement to 

record each touch-and-go or overshoot as 1⁄5

of a flight cycle (FC) on an engine installed 

on an airplane used for Pilot Training. 

(2) Within 30 days after the effective date 

of this AD, revise the ALS of the operators’ 

approved maintenance program (reference 

the TLM, chapters 05–00–01 and 05–00–02 of 

the applicable EMs) to add a requirement to 

record each touch-and-go or overshoot as 1 

FC to the life of all critical parts and the fan 

blades. 

(3) Within 120 days after the effective date 

of this AD, determine the number of touchand-go’s and overshoots that each individual 

critical part except the fan shaft and LP 

turbine rotor shaft has experienced since 

entry into service for Pilot Training. 

(i) If the number of touch-and-go’s and 

overshoots on an individual critical part is 

less than one percent of the total number of 

FCs on the critical part, no further action is 

required by this AD. 

(ii) If the number of touch-and-go’s and 

overshoots on an individual critical part is 

one percent or more of the total number of 

FCs on the critical part, disregard the 

previous calculations of life on that 

individual critical part and retrospectively 

re-calculate the accumulated FCs of that 

individual critical part by the addition of one 

FC for every touch-and-go and overshoot to 

the total number of FCs. 

Definitions 

(f) A touch-and-go is a phase of a flight 

where a landing approach of an airplane is 

continued to the touch-down point and the 

airplane immediately takes off again without 

stopping. 

(g) An overshoot is a phase of a flight 

where a landing approach of an airplane is 

not continued to the touch-down point. This 

includes missed approaches due to safety 

reasons, weather minimums, airplane engine 

configurations, runway incursions, and any 

other undetermined causes. 

FAA AD Differences 

(h) This AD differs from the Mandatory 

Continuing Airworthiness Information 

(MCAI) and/or service information as 

follows: 

(1) This AD requires within 30 days after 

the effective date of this AD, revising the ALS 

of the operators’ approved maintenance 

program (reference the TLM chapters 05–00– 

01 and 05–00–02 of the applicable EMs) to 

remove the requirement to record each touchand-go or overshoot as 1⁄5 of a FC on an 

engine installed on an airplane used for Pilot 

Training, and adding a requirement to record 

each touch-and-go or overshoot as 1 FC to the 

life of all critical parts and the fan blades. 

The MCAI requires that the revised method 

of life counting for each touch-and-go and 

overshoot be accomplished within 4 months. 

(2) The MCAI requires determining the 

total number of touch-and-go’s and 

overshoots that each individual critical part 


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Federal Register / Vol. 76, No. 202 / Wednesday, October 19, 2011 / Rules and Regulations 64793 

(except the fan shaft and LP turbine rotor 

shaft) has experienced since entry into 

service. This AD only requires determining 

those numbers for touch-and-go’s and 

overshoots that had occurred during Pilot 

Training. 

Alternative Methods of Compliance 

(AMOCs) 

(i) The Manager, Engine Certification 

Office, FAA, has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. 

Related Information 

(j) Refer to MCAI European Aviation Safety 

Agency Airworthiness Directive 2010–0077, 

dated April 20, 2010, and Rolls-Royce 

Deutschland Ltd & Co KG Alert Service 

Bulletin SB–BR700–72–A900504, Revision 1, 

dated February 19, 2010, for related 

information. Contact Rolls-Royce 

Deutschland Ltd & Co KG, Eschenweg 11, 

Dahlewitz, 15827 Blankenfelde-Mahlow, 

Germany; phone: 49 0 33–7086–1883; fax: 49 

0 33–7086–3276, for a copy of this service 

information. 

(k) Contact Mark Riley, Aerospace 

Engineer, Engine Certification Office, FAA, 

Engine & Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 

01803; e-mail: mark.riley@faa.gov; phone: 

781–238–7758; fax: 781–238–7199, for more 

information about this AD. 

Material Incorporated by Reference 

(l) None. 

Issued in Burlington, Massachusetts, on 

October 7, 2011. 

Peter A. White, 

Manager, Engine & Propeller Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–26885 Filed 10–18–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0811; Directorate 

Identifier 2011–CE–026–AD; Amendment 

39–16839; AD 2011–21–16] 

RIN 2120–AA64 

Airworthiness Directives; Diamond 

Aircraft Industries Powered Sailplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for 

Diamond Aircraft Industries Model H– 

36 ‘‘DIMONA’’ powered sailplanes. This 

AD results from mandatory continuing 

airworthiness information (MCAI) 

issued 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 a failed air 

brake control system torsion tube on a 

Diamond (formerly Hoffman) H 36 powered 

sailplane. The results of the subsequent 

investigation show that the failure was due 

to corrosion damage. 

This condition, if not detected and 

corrected, may lead to failure of the air brake 

control system in flight, resulting in reduced 

control of the aeroplane. 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD is effective November 

23, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of November 23, 2011. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at 

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 service information identified in 

this AD, contact Diamond Aircraft 

Industries GmbH, N.A. Otto-Stra+e 5, 

A–2700 Wiener Neustadt, Austria, 

telephone: +43 2622 26700; fax: +43 

2622 26780; e-mail: office@diamondair.at; Internet: http://www.diamondair.at. You may review copies of the 

referenced service information at the 

FAA, Small Airplane Directorate, 901 

Locust, Kansas City, Missouri 64106. 

For information on the availability of 

this material at the FAA, call (816) 329– 

4148. 

FOR FURTHER INFORMATION CONTACT: Jim 

Rutherford, Aerospace Engineer, FAA, 

Small Airplane Directorate, 901 Locust, 

Room 301, Kansas City, Missouri 64106; 

telephone: (816) 329–4165; fax: (816) 

329–4090; e-mail: 

jim.rutherford@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 was published in the Federal 

Register on August 8, 2011 (76 FR 

48047). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

A report has been received of a failed air 

brake control system torsion tube on a 

Diamond (formerly Hoffman) H 36 powered 

sailplane. The results of the subsequent 

investigation show that the failure was due 

to corrosion damage. 

This condition, if not detected and 

corrected, may lead to failure of the air brake 

control system in flight, resulting in reduced 

control of the aeroplane. 

To address this unsafe condition, Diamond 

published Mandatory Service Bulletin (MSB) 

36–105, containing instructions to test and 

inspect the air brake control system torsion 

tube for corrosion damage and, depending on 

findings, the application of anticorrosive 

agent to the inside of the torsion tube, or 

replacement of the torsion tube with a 

serviceable part. 

For the reasons described above, this new 

AD requires repetitive tests and inspections 

of the air brake control system torsion tube 

and applicable corrective actions, depending 

on findings. 

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 48047, August 8, 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 FAA policies. 

Any such differences are highlighted in 

a NOTE within the AD. 

Costs of Compliance 

We estimate that this AD will affect 9 

products of U.S. registry. We also 

estimate that it will take about 4.5 workhours per product to comply with the 

basic requirements of this AD. The 

average labor rate is $85 per work-hour. 

Required parts will about $172 per 

product. 

Based on these figures, we estimate 

the cost of this AD on U.S. operators to 

be $4,990.50, or $554.50 per product. 

In addition, we estimate that any 

necessary follow-on actions will take 

about 5 work-hours and require parts 

costing $275, for a cost of $700 per 


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