Federal Register / Vol. 73, No. 189 / Monday, September 29, 2008 / Rules and Regulations 56457 

this AD requires that you repair the crack 

before further flight. 

Other FAA AD Provisions 

(g) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

Send information to ATTN: Tom Rodriguez, 

Aerospace Engineer, International Branch, 

ANM–116, Transport Airplane Directorate, 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone (425) 

227–1137; fax (425) 227–1149. Before using 

any approved AMOC on any airplane to 

which the AMOC applies, notify your 

appropriate principal inspector (PI) in the 

FAA Flight Standards District Office (FSDO), 

or lacking a PI, your local FSDO. 

(2) Airworthy Product: For any 

requirement in this AD to obtain corrective 

actions from a manufacturer or other source, 

use these actions if they are FAA-approved. 

Corrective actions are considered FAAapproved if they are approved by the State 

of Design Authority (or their delegated 

agent). You are required to assure the product 

is airworthy before it is returned to service. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act, 

the Office of Management and Budget (OMB) 

has approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(h) Refer to MCAI EASA Airworthiness 

Directive 2007–0263, dated October 3, 2007, 

and the service information specified in 

Table 2 of this AD, for related information. 

TABLE 2—SERVICE INFORMATION

Service Bulletin Revision Date 

ATR Service Bulletin ATR42–32–0092 .................................................................................................. Original .................. June 25, 2007. 

ATR Technical Instruction ATR42, ATR42–07–01 ................................................................................. Original .................. February 5, 2007. 

Messier-Dowty Service Bulletin 631–32–194 ......................................................................................... Original .................. June 6, 2007. 

Messier-Dowty Special Inspection Service Bulletin 631–32–191 .......................................................... 2 ............................. August 30, 2007. 

Material Incorporated by Reference 

(i) You must use the service information 

specified in Table 3 of this AD to do the 

actions required by this AD, unless the AD 

specifies otherwise. 

TABLE 3—MATERIAL INCORPORATED BY REFERENCE

Service Bulletin Revision Date 

ATR Service Bulletin ATR42–32–0092 .................................................................................................. Original .................. June 25, 2007. 

Messier-Dowty Service Bulletin 631–32–194 ......................................................................................... Original .................. June 6, 2007. 

Messier-Dowty Special Inspection Service Bulletin 631–32–191 .......................................................... 2 ............................. August 30, 2007. 

Messier-Dowty Special Inspection Service 

Bulletin 631–32–191, Revision 2, dated 

August 30, 2007, contains the following 

effective pages: 

Page No. Revision level 

shown on page Date shown on page 

1, 3, 8 .................................................................................................................................................... 2 ............................. August 30, 2007. 

2, 6, 7, 9, 10 .......................................................................................................................................... 1 ............................. February 26, 2007. 

4, 5 ........................................................................................................................................................ Original .................. December 13, 2006. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact ATR, 316 Route de Bayonne, 

31060 Toulouse, Cedex 03, France. 

(3) You may review copies at the FAA, 

Transport Airplane Directorate, 1601 Lind 

Avenue SW., Renton, Washington; or 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/ibrlocations.html. 

Issued in Renton, Washington, on August 

12, 2008. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E8–19365 Filed 9–26–08; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–0078; Directorate 

Identifier 2007–NE–40–AD; Amendment 39– 

15683; AD 2008–20–04] 

RIN 2120–AA64 

Airworthiness Directives; Rolls-Royce 

plc RB211 Series Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 


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56458 Federal Register / Vol. 73, No. 189 / Monday, September 29, 2008 / Rules and Regulations 

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: 

High pressure (HP) turbine discs recently 

inspected in accordance with the Engine 

Manual have exhibited cracks in the disc rim. 

The discs have failed to meet the inspection 

acceptance criteria and have been returned to 

Rolls-Royce for engineering investigation. 

This investigation has concluded that the 

cracks have resulted from scores within the 

cooling air holes in the disc rim that could 

have been introduced during new part 

manufacture or during overhaul of the disc. 

The engineering investigation has concluded 

that if this cracking was undetected then it 

could result in uncontained disc failure and 

a potential unsafe condition for the aircraft. 

We are issuing this AD to prevent 

uncontained disc failure, possibly 

resulting in damage to the airplane. 

DATES: This AD becomes effective 

November 3, 2008. 

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: Ian 

Dargin, Aerospace Engineer, Engine 

Certification Office, FAA, Engine and 

Propeller Directorate, 12 New England 

Executive Park, Burlington, MA 01803; 

e-mail: ian.dargin@faa.gov; telephone 

(781) 238–7178; 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 February 21, 2008 (73 FR 

9502). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states that: 

HPT discs recently inspected in 

accordance with the Engine Manual have 

exhibited cracks in the disc rim. The discs 

have failed to meet the inspection acceptance 

criteria and have been returned to RollsRoyce for engineering investigation. This 

investigation has concluded that the cracks 

have resulted from scores within the cooling 

air holes in the disc rim that could have been 

introduced during new part manufacture or 

during overhaul of the disc. The engineering 

investigation has concluded that if this 

cracking was undetected then it could result 

in uncontained disc failure and a potential 

unsafe condition for the aircraft. 

Comments 

One commenter, Federal Express, 

recommends that we give previous 

credit for eddy current inspections 

(ECIs) previously performed on RB211– 

535 HP turbine discs per AD 2006–17– 

12 and Rolls-Royce plc (RR) Alert 

Service Bulletin (ASB) No. RB.211–72– 

AE651, dated November 22, 2004. The 

commenter states that the same ECI of 

the HP turbine discs is referenced in 

that AD, as in the proposed AD. 

We agree. Initial inspections done 

before the effective date of this AD on 

RB211–535 HP turbine discs per RR 

ASB No. RB.211–72–AE651, dated 

November 22, 2004, and done on 

RB211–22B HP turbine discs per RR 

ASB RB.211–72–AE717, dated January 

21, 2005, and done on RB211–524 HP 

discs per RR ASB RB.211–72–AE718, 

dated January 24, 2006, comply with the 

initial inspection requirements specified 

in this AD. We added this information 

to the previous credit paragraph of the 

AD. 

Request To Exclude HP Turbine Discs 

From the AD 

One commenter, Boeing, requests that 

we exclude RB211–524 HP turbine discs 

that have incorporated RR Service 

Bulletin (SB) No. RB.211–72–C109 or 

RR SB No. RB.211–72–C762 from the 

AD. The commenter states that these 

SBs introduced new HP turbine rotors 

with reduced stress levels and those 

rotors are not affected by this AD. 

We agree. We changed the 

applicability to exclude RB211–524 HP 

turbine discs that incorporate these SBs. 

Request To Remove the Revision Date 

Boeing also requests that we update or 

remove the reference to the revision 

date of RR Repair Document TSD–594– 

J Overhaul Process 223, from the AD. 

The proposed AD references the 

revision date of May 1, 2001, but the 

document is now up to the revision date 

of March 15, 2004. 

We agree. We removed the date 

reference from the AD. 

Etching Requirement Eliminated 

We eliminated the requirement to 

permanent etch ‘‘NMSB 72–AE969’’ 

onto the HP turbine disc from the AD, 

as it is not necessary. 

Conclusion 

We reviewed the available data, 

including the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously. 

We determined that these changes will 

not increase the economic burden on 

any operator or increase the scope of the 

AD. 

Costs of Compliance 

Based on the service information, we 

estimate that this AD will affect about 

506 products of U.S. registry. We also 

estimate that it will take about 4 workhours per product to comply with the 

basic requirements of this proposed AD. 

The average labor rate is $80 per workhour. Based on these figures, we 

estimate the cost of the AD on U.S. 

operators to be $161,920. 

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:// 


jlentini on PROD1PC65 with RULES
Federal Register / Vol. 73, No. 189 / Monday, September 29, 2008 / Rules and Regulations 56459 

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 (telephone 

(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, 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: 

2008–20–04 Rolls-Royce plc: Amendment 

39–15683. Docket No. FAA–2007–0078; 

Directorate Identifier 2007–NE–40–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective November 3, 2008. 

Affected ADs 

(b) None. 

(c) This AD applies to Rolls-Royce plc (RR) 

models RB211–535E4 series, RB211–535E4– 

B series, RB211–535E4–C series, RB211– 

535C series, and RB211–22B series turbofan 

engines. This AD also applies to RB211–524 

series turbofan engines except for engines 

with high pressure (HP) turbine discs 

incorporating RR Service Bulletin (SB) No. 

RB.211–72–C109 or RR SB No. RB.211–72– 

C762. These engines are installed on, but not 

limited to, Boeing 747, 757, and 767, 

Lockheed L–1011, and Tupolev Tu204 

airplanes. 

Reason 

(d) European Aviation Safety Agency AD 

2006–0180, dated June 26, 2006, AD 2006– 

0181, dated June 26, 2006, and AD 2006– 

0182, dated June 28, 2006, state: 

HP turbine discs recently inspected in 

accordance with the Engine Manual have 

exhibited cracks in the disc rim. The discs 

have failed to meet the inspection acceptance 

criteria and have been returned to RollsRoyce for engineering investigation. This 

investigation has concluded that the cracks 

have resulted from scores within the cooling 

air holes in the disc rim that could have been 

introduced during new part manufacture or 

during overhaul of the disc. The engineering 

investigation has concluded that if this 

cracking was undetected then it could result 

in uncontained disc failure and a potential 

unsafe condition for the aircraft. 

We are issuing this AD to prevent 

uncontained disc failure, possibly resulting 

in damage to the airplane. 

Actions and Compliance 

(e) Unless already done, perform an initial 

eddy current inspection (ECI) of the HP 

turbine disc air cooling holes. Information on 

ECI of HP turbine disc cooling holes can be 

found in RR Engine Overhaul Process 

Manual No. TSD594–J, Overhaul Process 223. 

Initial Inspection for RB211–22B Series 

Turbofan Engines 

(f) For RB211–22B series turbofan engines: 

(1) If an installed HP turbine disc has more 

than 9,500 cycles-since-new (CSN) on the 

effective date of this AD, then ECI the HP 

turbine disc by whichever is the soonest of 

the following conditions: 

(i) Within 500 cycles from the effective 

date of this AD; or 

(ii) At the next shop visit where the HP 

turbine rotor is removed from the combustor 

outer casing. 

(2) If an installed HP turbine disc has 9,500 

or fewer CSN on the effective date of this AD, 

then ECI the HP turbine disc by whichever 

is the soonest of the following conditions: 

(i) Before reaching 10,000 CSN; or 

(ii) At the next shop visit where the HP 

turbine rotor is removed from the combustor 

outer casing and the HP turbine disc has 

more than 2,750 CSN. 

(3) For HP turbine rotors at shop visit and 

already removed from the combustor outer 

casing on the effective date of this AD, ECI 

the HP turbine disc before reinstalling the HP 

turbine rotor in the combustor outer casing. 

Initial Inspection of RB211–524 Series 

Turbofan Engines 

(g) For RB211–524 series turbofan engines, 

ECI the HP turbine disc at the soonest of the 

following after the effective date of the AD: 

(1) At the next shop visit where the HP 

turbine blades are removed from the HP 

turbine disc and when the HP turbine disc 

has more than 2,750 CSN. 

(2) For HP turbine rotors at shop visit and 

the HP turbine blades are removed from the 

HP turbine disc and the HP turbine disc life 

is more than 2,750 CSN, ECI the turbine disc 

before reinstalling the HP turbine blades. 

Initial Inspection of RB211–535C, –535E4, 

–535E4–B, and –535E4–C Series Turbofan 

Engines 

(h) For RB211–535C, –535E4, –535E4–B, 

and –535E4–C series turbofan engines: 

(1) If an installed HP turbine disc has 

17,500 or fewer CSN on the effective date of 

this AD, then ECI the HP turbine disc by 

whichever is the soonest of the following 

conditions: 

(i) Before reaching 18,000 CSN; or 

(ii) At the next shop visit where the HP 

turbine rotor is removed from the combustor 

outer casing, and the HP turbine disc has 

5,000 or more CSN. 

(iii) For HP turbine rotors at shop visit on 

the effective date of this AD that are removed 

from the combustor outer casing, and that 

have HP turbine discs with 5,000 or more 

CSN, ECI the HP turbine disc before 

reinstalling the HP turbine rotor in the 

combustor outer casing. 

(2) If an installed HP turbine disc has more 

than 17,500 CSN on the effective date of this 

AD, then ECI the HP turbine disc by 

whichever is the soonest of the following 

conditions: 

(i) Within 500 cycles from the effective 

date of this AD; or 

(ii) At the next shop visit where the HP 

turbine rotor is removed from the combustor 

outer casing. 

(iii) For HP turbine rotors at shop visit on 

the effective date of this AD that are removed 

from the combustor outer casing, ECI the HP 

turbine disc before reinstalling the HP 

turbine rotor in the combustor outer casing. 

Repetitive ECI Inspections 

(i) Thereafter, perform repetitive ECIs at 

every shop visit where the HP turbine blades 

are removed from the HP turbine disc. 

Information on ECI of HP turbine disc air 

cooling holes can be found in RR Engine 

Overhaul Process Manual No. TSD594–J, 

Overhaul Process 223. 

(j) Alternative Methods of Compliance 

(AMOCs): 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. 

Previous Credit 

(k) Initial inspections done before the 

effective date of this AD on HP turbine discs 

with a disc life above the minimum threshold 

(5,000 CSN for the RB211–535 engines and 

2,750 CSN for both the RB211–524 and the 

RB211–22B engines) at the time of 

inspection, per paragraph 1.C.(2) of RR Alert 

Service Bulletin No. RB.211–72–AE969, 

comply with the initial inspection 

requirements specified in this AD. 

(l) Initial inspections done before the 

effective date of this AD using the following 

RR Alert Service Bulletins, comply with the 

initial inspection requirements specified in 

this AD: 

(1) RB211–535 HP turbine discs per RR 

ASB No. RB.211–72–AE651, dated November 

22, 2004. 

(2) RB211–22B HP turbine discs per RR 

ASB RB.211–72–AE717, dated January 21, 

2005. 

(3) RB211–524 HP discs per RR ASB 

RB.211–72–AE718, dated January 24, 2006. 

Related Information 

(m) Refer to EASA AD 2006–0180, dated 

June 26, 2006, AD 2006–0181, dated June 26, 

2006, and AD 2006–0182, dated June 28, 

2006, for related information. 

(n) Contact Ian Dargin, Aerospace 

Engineer, Engine Certification Office, FAA, 

Engine and Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 

01803; e-mail: ian.dargin@faa.gov; telephone 

(781) 238–7178; fax (781) 238–7199, for more 

information about this AD. 

Material Incorporated by Reference 

(o) None. 


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56460 Federal Register / Vol. 73, No. 189 / Monday, September 29, 2008 / Rules and Regulations 

Issued in Burlington, Massachusetts, on 

September 19, 2008. 

Francis A. Favara, 

Manager, Engine and Propeller Directorate, 

Aircraft Certification Service. 

[FR Doc. E8–22521 Filed 9–26–08; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–0676; Directorate 

Identifier 2007–NM–280–AD; Amendment 

39–15676; AD 2008–19–09] 

RIN 2120–AA64 

Airworthiness Directives; Fokker 

Model F.28 Mark 0070 and 0100 

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: 

Service experience has shown that heavy 

MLG (main landing gear) shimmy vibration 

can occur due to faulty/empty dampers or 

due to excessive free play in the T/L (torque 

link) apex joint. In several cases this shimmy 

vibration resulted in a MLG main fitting 

failure * * * finally resulting in a collapse 

of the MLG causing extensive damage to the 

wingtip, aileron and flaps. * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

November 3, 2008. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of November 3, 2008. 

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 July 2, 2008 (73 FR 37898). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

Service experience has shown that heavy 

MLG (main landing gear) shimmy vibration 

can occur due to faulty/empty dampers or 

due to excessive free play in the T/L (torque 

link) apex joint. In several cases this shimmy 

vibration resulted in a MLG main fitting 

failure. In those cases where only the upper 

torque link attachment lug failed the damage 

to the aircraft was limited. In all other cases 

the MLG main fitting cracked, finally 

resulting in a collapse of the MLG causing 

extensive damage to the wingtip, aileron and 

flaps. To prevent the collapse of the MLG, 

Messier-Dowty has designed an upper torque 

link fuse pin with a static strength lower than 

the demonstrated strength of the MLG main 

fitting. In case of a heavy shimmy vibration 

the upper torque link fuse pin will fail before 

the main fitting. Therefore the installation of 

an upper torque link fuse pin will protect the 

LH and RH (left- and right-hand) MLG main 

fitting against extreme shimmy loads and 

thus against a MLG main fitting failure and 

a MLG collapse. Since an unsafe condition 

has been identified that may exist or develop 

on aircraft of the same type design this 

Airworthiness Directive requires the 

modification of the MLG by replacing the 

upper torque link pin with a new fuse pin. 

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 2 products of U.S. registry. We 

also estimate that it will take about 15 

work-hours per product to comply with 

the basic requirements of this AD. The 

average labor rate is $80 per work-hour. 

Required parts will cost about $0 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 $2,400, or 

$1,200 per product. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this AD will not 

have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 


jlentini on PROD1PC65 with RULES