This section of the FEDERAL REGISTER

contains notices to the public of the proposed

issuance of rules and regulations. The

purpose of these notices is to give interested

persons an opportunity to participate in the

rule making prior to the adoption of the final

rules.

Proposed Rules Federal Register

51835 

Vol. 86, No. 178 

Friday, September 17, 2021 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–0786; Project 

Identifier MCAI–2021–00429–A] 

RIN 2120–AA64 

Airworthiness Directives; Pilatus 

Aircraft Ltd. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to 

supersede Airworthiness Directive (AD) 

2012–06–16, which applies to all Pilatus 

Aircraft Ltd. (Pilatus) Models PC–6, PC– 

6–H1, PC–6–H2, PC–6/350, PC–6/350– 

H1, PC–6/350–H2, PC–6/A, PC–6/A–H1, 

PC–6/A–H2, PC–6/B–H2, PC–6/B1–H2, 

PC–6/B2–H2, PC–6/B2–H4, PC–6/C–H2, 

and PC–6/C1–H2 airplanes. AD 2012– 

06–16 requires installing a new rudder 

and elevator locking screw and 

modifying the installation of the rudder 

and elevator hinge bolt. Since the FAA 

issued AD 2012–06–16, the European 

Union Aviation Safety Agency (EASA) 

superseded its mandatory continuing 

airworthiness information (MCAI) to 

correct an unsafe condition on these 

products. This proposed AD would not 

retain any actions required by AD 2012– 

06–16 and would require inspecting and 

modifying the rudder, elevator, and 

right-hand (RH) aileron hinge bolt 

installations. The FAA is proposing this 

AD to address the unsafe condition on 

these products. 

DATES: The FAA must receive comments 

on this proposed AD by November 1, 

2021. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

https://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: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this NPRM, contact Pilatus Aircraft Ltd., 

Customer Support General Aviation, 

CH–6371 Stans, Switzerland; phone: 

+41 848 24 7 365; email: 

techsupport.ch@pilatus-aircraft.com; 

website: https://www.pilatusaircraft.com. You may view this service 

information at the FAA, Airworthiness 

Products Section, Operational Safety 

Branch, 901 Locust, Kansas City, MO 

64106. For information on the 

availability of this material at the FAA, 

call (816) 329–4148. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2021–0786; or in person at Docket 

Operations between 9 a.m. and 5 p.m., 

Monday through Friday, except Federal 

holidays. The AD docket contains this 

NPRM, the MCAI, any comments 

received, and other information. The 

street address for Docket Operations is 

listed above. 

FOR FURTHER INFORMATION CONTACT: 

Doug Rudolph, Aviation Safety 

Engineer, FAA, General Aviation & 

Rotorcraft Section, International 

Validation Branch, 901 Locust, Room 

301, Kansas City, MO 64106; phone: 

(816) 329–4059; fax: (816) 329–4090; 

email: doug.rudolph@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

The FAA invites you to send any 

written relevant data, views, or 

arguments about this proposed AD. 

Send your comments to an address 

listed under the ADDRESSES section. 

Include ‘‘Docket No. FAA–2021–0786; 

Project Identifier MCAI–2021–00429– 

A’’ at the beginning of your comments. 

The most helpful comments reference a 

specific portion of the proposal, explain 

the reason for any recommended 

change, and include supporting data. 

The FAA will consider all comments 

received by the closing date and may 

amend the proposal because of those 

comments. 

Except for Confidential Business 

Information (CBI) as described in the 

following paragraph, and other 

information as described in 14 CFR 

11.35, the FAA will post all comments 

received, without change, to https://

www.regulations.gov, including any 

personal information you provide. The 

agency will also post a report 

summarizing each substantive verbal 

contact received about this NPRM. 

Confidential Business Information 

CBI is commercial or financial 

information that is both customarily and 

actually treated as private by its owner. 

Under the Freedom of Information Act 

(FOIA) (5 U.S.C. 552), CBI is exempt 

from public disclosure. If your 

comments responsive to this NPRM 

contain commercial or financial 

information that is customarily treated 

as private, that you actually treat as 

private, and that is relevant or 

responsive to this NPRM, it is important 

that you clearly designate the submitted 

comments as CBI. Please mark each 

page of your submission containing CBI 

as ‘‘PROPIN.’’ The FAA will treat such 

marked submissions as confidential 

under the FOIA, and they will not be 

placed in the public docket of this AD. 

Submissions containing CBI should be 

sent to Doug Rudolph, Aviation Safety 

Engineer, FAA, General Aviation & 

Rotorcraft Section, International 

Validation Branch, 901 Locust, Room 

301, Kansas City, MO 64106. Any 

commentary that the FAA receives 

which is not specifically designated as 

CBI will be placed in the public docket 

for this rulemaking. 

Background 

The FAA issued AD 2012–06–16, 

Amendment 39–16997 (77 FR 19061, 

March 30, 2012) (AD 2012–06–16) for 

Pilatus Models PC–6, PC–6–H1, PC–6– 

H2, PC–6/350, PC–6/350–H1, PC–6/ 

350–H2, PC–6/A, PC–6/A–H1, PC–6/A– 

H2, PC–6/B–H2, PC–6/B1–H2, PC–6/ 

B2–H2, PC–6/B2–H4, PC–6/C–H2, and 

PC–6/C1–H2 airplanes. AD 2012–06–16 

was prompted by MCAI originated by 

EASA, which is the Technical Agent for 

the Member States of the European 

Union. EASA issued EASA AD 2011– 

0230, dated December 9, 2011, to 

identify and correct an unsafe condition 

identified as loose elevator and rudder 

51836 Federal Register / Vol. 86, No. 178 / Friday, September 17, 2021 / Proposed Rules 

hinge bolts caused by incorrect 

torqueing and locking of the bolts. 

AD 2012–06–16 requires installing a 

new elevator and rudder locking screw 

and modifying the installation of the 

elevator and rudder hinge bolt. The 

FAA issued AD 2012–06–16 to prevent 

in-flight failure of the elevator or rudder 

attachment, which could result in loss 

of control of the airplane. 

Actions Since AD 2012–06–16 Was 

Issued 

Since the FAA issued AD 2012–06– 

16, EASA superseded EASA AD 2011– 

0230, dated December 9, 2011, and 

issued EASA AD 2021–0098, dated 

April 9, 2021 (referred to after this as 

‘‘the MCAI’’). The MCAI states: 

Occurrences were reported where, on 

certain PC–6 aeroplanes, the elevator or the 

rudders was lost or partially detached during 

flight. All the occurrences happened on PC– 

6 aeroplanes in CONFIG 1. 

This condition, if not corrected, could lead 

to in-flight failure of the elevator or rudder 

attachment, possibly resulting in reduced 

control of the aeroplane. 

To address this potential unsafe condition, 

Pilatus issued SB 55–001 (original issue and 

Revision 1) to provide rework instructions for 

the elevator and rudder hinge bolt locking. 

Consequently, EASA published AD 2011– 

0230 to require this rework. Subsequently, 

Pilatus issued recommended SB 55–003 

(later revised) to provide instructions to 

modify the hinge bolt installation of the 

elevator and rudder. This [service bulletin] 

SB, being recommended only, had no impact 

on the existing EASA AD. 

Since that [EASA] AD and the 

recommended Pilatus SB 55–003 were 

published, the latest risk assessment 

determined that the modification of the hinge 

bolt installation of the elevator, rudder and 

right-hand (RH) aileron installation must be 

required to reach an acceptable level of safety 

for the affected aeroplanes. Consequently, 

Pilatus issued the SB, as defined in this 

[EASA] AD, to provide instructions to modify 

the affected aeroplanes into CONFIG 2 

standard. 

For the reasons described above, this 

[EASA] AD supersedes EASA AD 2011–0230 

and requires, for certain aeroplanes, a onetime inspection of the elevator and rudder 

installation, followed by repetitive 

inspections of the elevator and rudder, and, 

depending on findings, accomplishment of 

applicable corrective action(s). This [EASA] 

AD also requires modification of the elevator, 

rudder and RH aileron hinge bolt 

installations into CONFIG 2, which is the 

terminating action for the repetitive 

inspections required by this [EASA] AD. 

Finally, this [EASA] AD prohibits 

(re)installation of affected parts. 

You may examine the MCAI in the 

AD docket at https://

www.regulations.gov by searching for 

and locating Docket No. FAA–2021– 

0786. 

Related Service Information Under 1 

CFR Part 51 

The FAA reviewed Pilatus PC–6 

Service Bulletin (SB) No. 55–005, dated 

February 25, 2021 (Pilatus SB 55–005). 

The service information specifies 

procedures for repetitively inspecting 

the hinge bolt installations and taking 

any necessary corrective actions until 

the hinge bolt is modified. Modifying 

the hinge bolt installation in accordance 

with Pilatus SB 55–005 makes the 

airplane a CONFIG 2 design. This 

service information is reasonably 

available because the interested parties 

have access to it through their normal 

course of business or by the means 

identified in the ADDRESSES section. 

Other Related Service Information 

Pilatus also issued Pilatus PC–6 SB 

No. 55–003, dated November 29, 2013; 

Pilatus PC–6 SB No. 55–003, Revision 1, 

dated December 9, 2014; Pilatus PC–6 

SB No. 55–003, Revision 2, dated 

January 19, 2017; and Pilatus PC–6 SB 

No. 55–003, Revision 3, dated 

November 6, 2017. This service 

information specifies procedures for 

modifying the hinge bolt installations, 

which makes the airplane a CONFIG 2 

design. This service information was 

superseded by Pilatus SB 55–005. 

FAA’s Determination 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to the 

FAA’s bilateral agreement with this 

State of Design Authority, it has notified 

the FAA of the unsafe condition 

described in the MCAI and service 

information referenced above. The FAA 

is issuing this NPRM after determining 

that the unsafe condition described 

previously is likely to exist or develop 

on other products of the same type 

design. 

Proposed AD Requirements in This 

NPRM 

This proposed AD would require 

accomplishing the actions specified in 

the service information described 

previously. This proposed AD would 

not retain any actions of AD 2012–06– 

06. 

Costs of Compliance 

The FAA estimates that this AD, if 

adopted as proposed, would affect 50 

airplanes of U.S. registry. 

The FAA estimates the following 

costs to comply with this proposed AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. 

operators 

Inspecting CONFIG 1 airplanes ........... 4.5 work-hours × $85 per hour = 

$382.50.

Not applicable .... $382.50 per inspection cycle.$19,125 per inspection cycle. 

Modifying from CONFIG 1 to CONFIG 

2.

14 work-hours × $85 per hour = $1,190 $1,200 ................ $2,390 ................... $119,500. 

The FAA estimates the following 

costs to do any necessary corrective 

actions that would be required based on 

the results of the proposed inspection. 

The FAA has no way of determining the 

number of airplanes that might need 

these actions: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Accomplishing corrective actions ................................. .5 work-hours × $85 per hour = $42.50 ....................... $200 $242.50 

Federal Register / Vol. 86, No. 178 / Friday, September 17, 2021 / Proposed Rules 51837 

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. 

The FAA is 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 

The FAA has determined that this 

proposed AD would not have federalism 

implications under Executive Order 

13132. This proposed AD would 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 the proposed regulation: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Would not affect intrastate 

aviation in Alaska, and 

(3) Would 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. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 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: 

■ a. Removing Airworthiness Directive 

2012–06–16, Amendment 39–16997 (77 

FR 19061, March 30, 2012); and 

■ b. Adding the following new 

airworthiness directive: 

Pilatus Aircraft Ltd.: Docket No. FAA–2021– 

0786; Project Identifier MCAI–2021– 

00429–A. 

(a) Comments Due Date 

The FAA must receive comments on this 

airworthiness directive (AD) by November 1, 

2021. 

(b) Affected ADs 

This AD replaces AD 2012–06–16, 

Amendment 39–16997 (77 FR 19061, March 

30, 2012). 

(c) Applicability 

This AD applies to Pilatus Aircraft Ltd. 

Models PC–6, PC–6–H1, PC–6–H2, PC–6/350, 

PC–6/350–H1, PC–6/350–H2, PC–6/A, PC–6/ 

A–H1, PC–6/A–H2, PC–6/B–H2, PC–6/B1– 

H2, PC–6/B2–H2, PC–6/B2–H4, PC–6/C–H2, 

and PC–6/C1–H2 airplanes, all serial 

numbers, certificated in any category. 

Note 1 to paragraph (c): These airplanes 

may also be identified as Fairchild Republic 

Company airplanes, Fairchild Industries 

airplanes, Fairchild Heli Porter airplanes, or 

Fairchild-Hiller Corporation airplanes. 

(d) Subject 

Joint Aircraft System Component (JASC) 

Codes 2700, Flight Control System; 2710, 

Aileron Control System; 2720, Rudder 

Control System; and 2730, Elevator Control 

System. 

(e) Unsafe Condition 

This AD was prompted by 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 detachment 

or partial detachment of the elevator or 

rudder in flight. The FAA is issuing this AD 

to prevent failure of the elevator or rudder 

attachment. The unsafe condition, if not 

addressed, could result in loss of control of 

the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Definitions 

The following definitions apply for 

purposes of this AD. 

(1) Group 1 airplanes: Airplanes that have 

not been modified in accordance with Pilatus 

PC–6 Service Bulletin (SB) No. 55–003, dated 

November 29, 2013 (Pilatus SB 55–003); 

Pilatus PC–6 SB No. 55–003, Revision 1, 

dated December 9, 2014 (Pilatus SB 55– 

003R1); Pilatus PC–6 SB No. 55–003, 

Revision 2, dated January 19, 2017 (Pilatus 

55–003R2); Pilatus PC–6 SB No. 55–003, 

Revision 3, dated November 6, 2017 (Pilatus 

55–003R3); or Pilatus PC–6 SB No. 55–005, 

dated February 25, 2021 (Pilatus SB 55–005). 

(2) Group 2 airplanes: Airplanes that have 

been modified in accordance with Pilatus SB 

55–003, SB 55–003R1, SB 55–003R2, Pilatus 

SB 55–003R3; or Pilatus SB 55–005. 

(h) Inspect Elevator, Rudder, and RH 

Aileron Hinge Bolt Installations 

(1) For Group 1 airplanes: Within 14 days 

after the effective date of this AD, inspect the 

elevator, rudder, and RH aileron hinge bolt 

installations and take any corrective actions 

before further flight by following the 

Accomplishment Instructions-Part 1-On 

Aircraft-Inspection in Pilatus SB 55–005. 

(2) For Group 1 airplanes: Within 100 

hours time-in-service (TIS) after the 

inspection required by paragraph (h)(1) of 

this AD and thereafter at intervals not to 

exceed 100 hours TIS until the modification 

required by paragraph (i) of this AD is done, 

inspect the elevator, rudder, and RH aileron 

hinge bolt installations and take any 

corrective actions before further flight by 

following the Accomplishment InstructionsPart 2-On Aircraft-CONFIG 1-Repeat 

Inspections in Pilatus SB 55–005. 

(i) Modify Group 1 Airplanes 

Within 11 months after the effective date 

of this AD, modify the hinge bolt 

installations on the elevator, rudder, and RH 

aileron assemblies by following the 

Accomplishment Instructions-Part 3-On 

Aircraft-Modification from CONFIG 1 to 

CONFIG 2 in Pilatus SB 55–005. Modifying 

the elevator, rudder, and RH aileron hinge 

bolt installations terminates the repetitive 

inspections required by paragraph (h)(2) of 

this AD. 

(j) Installation Prohibition 

As of the following applicable compliance 

time, do not install on any airplane an 

elevator assembly part number (P/N) 

113.50.06.011, 113.50.06.012, 6305.0010.00, 

6305.0010.52, 6305.0010.53, 6305.0010.54, or 

6305.0010.55, or a rudder assembly P/N 

113.40.06.018, 6302.0010.51, or 

6302.0010.52. 

(1) For Group 1 airplanes: As of the 

modification required by paragraph (i) of this 

AD. 

(2) For Group 2 airplanes: As of the 

effective date of this AD. 

(k) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, International Validation 

Branch, 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 certification office, 

send it to the attention of the person 

identified in Related Information or email: 9- 

AVS-AIR-730-AMOC@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. 

(l) Related Information 

(1) For more information about this AD, 

contact Doug Rudolph, Aviation Safety 

Engineer, FAA, General Aviation & Rotorcraft 

51838 Federal Register / Vol. 86, No. 178 / Friday, September 17, 2021 / Proposed Rules 

Section, International Validation Branch, 901 

Locust, Room 301, Kansas City, MO 64106; 

phone: (816) 329–4059; fax: (816) 329–4090; 

email: doug.rudolph@faa.gov. 

(2) Refer to European Union Aviation 

Safety Agency (EASA) AD 2021–0098, dated 

April 9, 2021, for more information. You may 

examine the EASA AD in the AD docket at 

https://www.regulations.gov by searching for 

and locating it in Docket No. FAA–2021– 

0786. 

(3) For service information identified in 

this AD, contact Pilatus Aircraft Ltd., 

Customer Support General Aviation, CH– 

6371 Stans, Switzerland; phone: +41 848 24 

7 365; email: techsupport.ch@pilatusaircraft.com; website: https://www.pilatusaircraft.com. You may view this referenced 

service information at the FAA, 

Airworthiness Products Section, Operational 

Safety Branch, 901 Locust, Kansas City, MO 

64106. For information on the availability of 

this material at the FAA, call (816) 329–4148. 

Issued on September 9, 2021. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2021–19961 Filed 9–16–21; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–0792; Project 

Identifier AD–2020–00593–G] 

RIN 2120–AA64 

Airworthiness Directives; DG 

Flugzeugbau GmbH Gliders 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to adopt a 

new airworthiness directive (AD) for all 

DG Flugzeugbau GmbH Models DG– 

500MB and DG–1000M gliders with a 

Solo Kleinmotoren GmbH Solo Model 

2625 02i engine installed. This 

proposed AD was prompted by 

mandatory continuing airworthiness 

information (MCAI) issued by the 

aviation authority of another country to 

identify and correct an unsafe condition 

on an aviation product. The MCAI 

describes the unsafe condition as an 

error in the engine control unit (ECU) 

software. This proposed AD would 

require updating the ECU software. The 

FAA is proposing this AD to address the 

unsafe condition on these products. 

DATES: The FAA must receive comments 

on this proposed AD by November 1, 

2021. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

https://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: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this NPRM, contact Solo Kleinmotoren 

GmbH, Postfach 600152, D71050 

Sindelfingen, Germany; phone: +49 703 

1301–0; fax: +49 703 1301–136; email: 

aircraft@solo-germany.com; website: 

https://aircraft.solo.global/gb/. You may 

view this service information at the 

FAA, Airworthiness Products Section, 

Operational Safety Branch, 901 Locust, 

Kansas City, MO 64106. For information 

on the availability of this material at the 

FAA, call (816) 329–4148. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2021–0792; or in person at Docket 

Operations between 9 a.m. and 5 p.m., 

Monday through Friday, except Federal 

holidays. The AD docket contains this 

NPRM, the MCAI, any comments 

received, and other information. The 

street address for Docket Operations is 

listed above. 

FOR FURTHER INFORMATION CONTACT: Jim 

Rutherford, Aviation Safety Engineer, 

General Aviation & Rotorcraft Section, 

International Validation Branch, FAA, 

901 Locust, Room 301, Kansas City, MO 

64106; phone: (816) 329–4165; fax: (816) 

329–4090; email: jim.rutherford@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

The FAA invites you to send any 

written relevant data, views, or 

arguments about this proposal. Send 

your comments to an address listed 

under ADDRESSES. Include ‘‘Docket No. 

FAA–2021–0792; Project Identifier AD– 

2020–00593–G’’ at the beginning of your 

comments. The most helpful comments 

reference a specific portion of the 

proposal, explain the reason for any 

recommended change, and include 

supporting data. The FAA will consider 

all comments received by the closing 

date and may amend this proposal 

because of those comments. 

Except for Confidential Business 

Information (CBI) as described in the 

following paragraph, and other 

information as described in 14 CFR 

11.35, the FAA will post all comments 

received, without change, to https://

www.regulations.gov, including any 

personal information you provide. The 

agency will also post a report 

summarizing each substantive verbal 

contact received about this NPRM. 

Confidential Business Information 

CBI is commercial or financial 

information that is both customarily and 

actually treated as private by its owner. 

Under the Freedom of Information Act 

(FOIA) (5 U.S.C. 552), CBI is exempt 

from public disclosure. If your 

comments responsive to this NPRM 

contain commercial or financial 

information that is customarily treated 

as private, that you actually treat as 

private, and that is relevant or 

responsive to this NPRM, it is important 

that you clearly designate the submitted 

comments as CBI. Please mark each 

page of your submission containing CBI 

as ‘‘PROPIN.’’ The FAA will treat such 

marked submissions as confidential 

under the FOIA, and they will not be 

placed in the public docket of this 

NPRM. Submissions containing CBI 

should be sent to Jim Rutherford, 

Aviation Safety Engineer, General 

Aviation & Rotorcraft Section, 

International Validation Branch, FAA, 

901 Locust, Room 301, Kansas City, MO 

64106. Any commentary that the FAA 

receives which is not specifically 

designated as CBI will be placed in the 

public docket for this rulemaking. 

Background 

The European Union Aviation Safety 

Agency (EASA), which is the Technical 

Agent for the Member States of the 

European Union, has issued EASA AD 

2020–0056, dated March 13, 2020 

(referred to after this as ‘‘the MCAI’’), to 

address an unsafe condition on Solo 

Kleinmotoren GmbH Solo Model 2625 

02 engines, variation 02i with electronic 

fuel injection, installed on but not 

limited to Binder Motorenbau, DGFlugzeugbau and Schempp-Hirth 

powered sailplanes (gliders). The MCAI 

states: 

An error was found in the ECU affected SW 

[software] that can cause brief injection of 

fuel into one cylinder when the ECU is 

activated. 

This condition, if not corrected, could 

increase the time needed to (re)start the 

engine in flight, possibly resulting in reduced 

control of the powered sailplane. 

To address this potential unsafe condition, 

SOLO Kleinmotoren GmbH, together with the 

ECU manufactuerer [sic], developed an ECU 

SW update and issued the SB [service