30914 Federal Register / Vol. 74, No. 123 / Monday, June 29, 2009 / Rules and Regulations 

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. 

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: 

2009–13–09 Microturbo SA: Amendment 

39–15948.; Docket No. FAA–2009–0510; 

Directorate Identifier 2009–NE–16–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective July 14, 2009. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Microturbo SA 

Saphir 2 model 016 auxiliary power units 

(APUs) on which the exhaust thermal 

insulation has been replaced since January 1, 

1995. These APUs are installed on, but not 

limited to, Dassault Falcon 20 airplanes. 

Reason 

(d) European Aviation Safety Agency 

(EASA) AD No. 2009–0100, dated May 4, 

2009, states: 

Due to a lapse in manufacturing quality 

control, the exhaust thermal insulation of 

certain Microturbo SA Saphir 2 model 016 

APUs may not meet the approved design 

standard, and may fail in service. The 

affected part numbers are 016–33–01 (Inner 

Thermal Insulation), 016–33–02 (Outer 

Thermal Insulation), and 016–33–03 (EGT 

Sensor Thermal Insulation). This condition, 

if not corrected, could result in rapid 

deterioration and physical breakdown of the 

exhaust thermal insulation, leading to loss of 

insulation efficiency and ultimately exposure 

of the hot APU exhaust section and risk of 

fire. 

We are issuing this AD to prevent rapid 

deterioration and physical breakdown of the 

exhaust thermal insulation, leading to loss of 

insulation efficiency and ultimately exposure 

of the hot APU exhaust section and risk of 

fire. 

Actions and Compliance 

(e) Unless already done, do the following 

actions. 

Initial and Repetitive Inspections 

(1) Within 10 APU operating hours from 

the effective date of this AD, visually inspect 

the exhaust thermal insulation for signs of 

deterioration. Repeat the inspection at 

intervals not exceeding 10 operating APU 

hours. 

(2) If deterioration is detected, replace the 

exhaust thermal insulation before operating 

the APU again. Use paragraphs 2.A. through 

2.C.(4)(b) of Microturbo SA Alert Service 

Bulletin No. 49–11A76, Revision 1, dated 

September 6, 2007, to do the replacement. 

Mandatory Terminating Action 

(3) As mandatory terminating action to the 

repetitive visual inspections required by this 

AD, replace the exhaust thermal insulation 

within 50 APU operating hours from the 

effective date of this AD. Use paragraphs 2.A. 

through 2.C.(4)(b) of Microturbo SA Alert 

Service Bulletin No. 49–11A76, Revision 1, 

dated September 6, 2007, to do the 

replacement. 

FAA AD Differences 

(f) None. 

Alternative Methods of Compliance 

(AMOCs) 

(g) The Manager, Boston Aircraft 

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 

(h) Refer to MCAI EASA Airworthiness 

Directive 2009–0100, dated May 4, 2009, for 

related information. 

(i) Contact Michael Schwetz, Aerospace 

Engineer, Boston Aircraft Certification Office, 

FAA, Engine and Propeller Directorate, 12 

New England Executive Park, Burlington, 

MA 01803; e-mail: michaelschwetz@faa.gov; 

telephone (781) 238–7761; fax (781) 238– 

7170, for more information about this AD. 

Material Incorporated by Reference 

(j) You must use Microturbo SA Alert 

Service Bulletin No. 49–11A76, Revision 1, 

dated September 6, 2007, 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 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Microturbo SA, Technical 

Publications Department, 8, Chemin du pont 

de Rupe, BP 62089, 31019 Toulouse Cedex 2, 

France; telephone (33) (0)5 61 37 55 00; fax 

(33) (0)5 61 70 74 45. 

(3) You may review copies at the FAA, 

New England Region, 12 New England 

Executive Park, Burlington, MA; 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 Burlington, Massachusetts, on 

June 17, 2009. 

Carlos Pestana, 

Acting Manager, Engine and Propeller 

Directorate, Aircraft Certification Service. 

[FR Doc. E9–14809 Filed 6–26–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0198; Directorate 

Identifier 2008–NM–129–AD; Amendment 

39–15941; AD 2009–13–02] 

RIN 2120-AA64 

Airworthiness Directives; Fokker 

Model F.28 Mark 0100 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is superseding an 

existing airworthiness directive (AD), 


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Federal Register / Vol. 74, No. 123 / Monday, June 29, 2009 / Rules and Regulations 30915 

which applies to certain Fokker Model 

F.28 Mark 0100 airplanes. That AD 

currently requires revisions to the 

airplane flight manual (AFM) to include 

procedures to prohibit use of reverse 

engine thrust power settings between 

idle and emergency maximum and to 

prohibit stabilized engine operation in a 

certain engine speed range on the 

ground. This new AD continues to 

require revising the AFM to include 

certain procedures. This AD also 

requires removing the normal maximum 

(second) detent for the reverse-thrust 

control. In addition, this AD requires 

revising the AFM to prohibit use of 

reverse thrust in flight and to limit 

operation of Max Reverse thrust. This 

AD results from issuance of mandatory 

continuing airworthiness information 

(MCAI) originated by an aviation 

authority of another country to identify 

and correct an unsafe condition on an 

aviation product. We are issuing this AD 

to prevent inadvertent operation in the 

prohibited stabilized engine speed range 

on the ground, which could result in 

uncontained engine fan blade failure 

due to high cycle fatigue cracking. 

DATES: This AD becomes effective 

August 3, 2009. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of August 3, 2009. 

ADDRESSES: For service information 

identified in this AD, contact Fokker 

Services B.V., Technical Services Dept., 

P.O. Box 231, 2150 AE Nieuw-Vennep, 

the Netherlands; telephone +31 (0)252– 

627–350; fax +31 (0)252–627–211; email technicalservices.fokkerservices@

stork.com; Internet http:// 

www.myfokkerfleet.com. You may 

review copies of the referenced service 

information at the FAA, Transport 

Airplane Directorate, 1601 Lind 

Avenue, SW., Renton, Washington. For 

information on the availability of this 

material at the FAA, call 425–227–1221 

or 425–227–1152. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (telephone 800–647–5527) 

is the Document Management Facility, 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: 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 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that 

supersedes AD 98–06–07, amendment 

39–10384 (63 FR 11985, March 12, 

1998). The existing AD applies to 

certain Fokker Model F.28 Mark 0100 

airplanes. That NPRM was published in 

the Federal Register on March 6, 2009 

(74 FR 9774). That NPRM proposed to 

continue to require revising the AFM to 

include procedures prohibiting 

stabilized engine operation in a certain 

engine speed range on the ground. That 

NPRM also proposed to require 

removing the normal maximum 

(second) detent for the reverse-thrust 

control. In addition, that NPRM 

proposed to revise the AFM to prohibit 

use of reverse thrust in flight and to 

limit operation of Max Reverse thrust. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. No comments 

have been received on the NPRM or on 

the determination of the cost to the 

public. 

Conclusion 

We have carefully reviewed the 

available data and determined that air 

safety and the public interest require 

adopting the AD as proposed. 

Costs of Compliance 

The following table provides the 

estimated costs for U.S. operators to 

comply with this AD. 

ESTIMATED COSTS

Action Work hours 

Average 

labor rate 

per hour 

Cost per 

airplane 

Number of 

U.S.-registered 

airplanes 

Fleet cost 

AFM revision (required by AD 98–06–07) ............................................... 1 $80 $80 5 $400 

Removal of second detent (new action) .................................................. 3 80 240 5 1,200 

AFM revision (new action) ....................................................................... 1 80 80 5 400 

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 have 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 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); 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. 


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30916 Federal Register / Vol. 74, No. 123 / Monday, June 29, 2009 / Rules and Regulations 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

See the ADDRESSES section for a location 

to examine the regulatory evaluation. 

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 Federal Aviation 

Administration (FAA) amends § 39.13 

by removing amendment 39–10384 (63 

FR 11985, March 12, 1998) and by 

adding the following new airworthiness 

directive (AD): 

2009–13–02 Fokker Services B.V.: 

Amendment 39–15941. Docket No. 

FAA–2009–0198; Directorate Identifier 

2008–NM–129–AD. 

Effective Date 

(a) This AD becomes effective August 3, 

2009. 

Affected ADs 

(b) This AD supersedes AD 98–06–07. 

Applicability 

(c) This AD applies to Fokker Model F.28 

Mark 0100 airplanes, certificated in any 

category, equipped with Rolls-Royce (RR) 

TAY 650–15 engines. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 76: Engine controls. 

Unsafe Condition 

(e) This AD results from issuance of 

mandatory continuing airworthiness 

information (MCAI) originated by an aviation 

authority of another country to identify and 

correct an unsafe condition on an aviation 

product. We are issuing this AD to prevent 

inadvertent operation in the prohibited 

stabilized engine speed range on the ground, 

which could result in uncontained engine fan 

blade failure due to high cycle fatigue 

cracking. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Certain Requirement of AD 98–06–07 

Airplane Flight Manual (AFM) Revision 

(g) Within 72 hours after March 27, 1998 

(the effective date of AD 98–06–07), revise 

the Limitations Section of the FAA-approved 

AFM to add the following. This may be 

accomplished by inserting a copy of this AD 

in the AFM. 

‘‘LIMITATIONS POWERPLANT and APU 

LIMITATIONS 

OPERATING LIMITS 

• To avoid high fan blade stresses, 

stabilized operation in the speed range 

between 60% and 75% Low Pressure 

Rotational Speed (N1) is not permitted 

during Ground Operations in Forward or 

Reverse Thrust, except that passing through 

this range while increasing or decreasing 

thrust is permitted. 

THRUST REVERSER 

Thrust reversers are intended for ground 

use only. Intentional use of reverse thrust in 

flight is prohibited. After reverse thrust has 

been initiated, a full stop landing must be 

made. 

Maximum Reverse Thrust Lever Positions 

Normal Operation: 

—The idle detent position shall not be 

exceeded in normal operation. 

—Momentarily exceeding the idle detent 

position, while selecting idle reverse, is 

acceptable. 

Emergency Operation: 

—In case of emergency, the emergency 

maximum reverse thrust may be used. 

—If directional control problems occur, 

reduce to idle reverse or select forward 

idle. 

—Stabilized operation with the reverse lever 

in an intermediate position between idle 

reverse and emergency maximum reverse 

is prohibited, except (where approved) 

during Power-Back operations.’’ 

Note 1: Fokker Services Manual Change 

Notification—Operational Documentation 

(MCNO) No. F100–006, dated November 27, 

1997, contains information that pertains to 

this subject. Rolls-Royce PLC Engine 

Operating Instruction Manual Reference F– 

TAY–3RR, revised by transmittal letter No. 

13, dated October 15, 1997, also pertains to 

this subject. 

New Actions Required by This AD 

Removal of Normal Maximum Detent 

(h) Within 12 months after the effective 

date of this AD, remove the normal 

maximum (second) detent for the reversethrust control, in accordance with the 

Accomplishment Instructions of Fokker 

Service Bulletin SBF100–76–014, Revision 2, 

dated December 12, 2007. Accomplishing the 

removal terminates the requirements of 

paragraph (g) of this AD. 

(i) Actions done before the effective date of 

this AD in accordance with Fokker Service 

Bulletin SBF100–76–014, dated October 1, 

2001; or Revision 1, dated June 1, 2002; are 

acceptable for compliance with the 

requirements of paragraph (h) of this AD. 

AFM Revision 

(j) Concurrently with the requirements of 

paragraph (h) of this AD, revise the 

Limitations Section of the Fokker F.28 Mark 

0100 AFM to include the following (this may 

be accomplished by inserting a copy of this 

AD into the AFM): 

‘‘THRUST REVERSERS 

Thrust reversers are intended for ground 

use only. Intentional use of reverse thrust in 

flight is prohibited. 

The use of Max Reverse thrust is limited 

to operations on short runways or on 

runways with a reduced runway surface 

friction coefficient or in emergency 

conditions. Max Reverse thrust shall not be 

used at airspeeds below 60 knots except in 

emergency conditions. 

Reverse thrust selections between Idle 

Reverse thrust and Max Reverse thrust are 

prohibited.’’ 

Note 2: Fokker Manual Change 

Notification—Operational Documentation 

(MCNO) F100–032, Revision 1, dated 

September 21, 2007, contains information 

related to the AFM revision required by 

paragraph (j) of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(k) 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 principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. 

Related Information 

(l) European Aviation Safety Agency 

Airworthiness Directive 2008–0089, dated 

May 13, 2008, also addresses the subject of 

this AD. 

Material Incorporated by Reference 

(m) You must use Fokker Service Bulletin 

SBF100–76–014, Revision 2, dated December 

12, 2007, as applicable, 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 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Fokker Services B.V., 

Technical Services Dept., P.O. Box 231, 2150 

AE Nieuw-Vennep, the Netherlands; 

telephone +31 (0)252–627–350; fax +31 

(0)252–627–211; e-mail 

technicalservices.fokkerservices@stork.com; 

Internet http://www.myfokkerfleet.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 


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Federal Register / Vol. 74, No. 123 / Monday, June 29, 2009 / Rules and Regulations 30917 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221 or 425–227–1152. 

(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 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 June 16, 

2009. 

Dorr M. Anderson, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E9–14676 Filed 6–26–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2005–22039; Directorate 

Identifier 2005–NE–33–AD; Amendment 39– 

15950; AD 2009–14–01] 

RIN 2120–AA64 

Airworthiness Directives; Turbomeca 

S.A. Arrius 2F Turboshaft Engines 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is superseding an 

existing airworthiness directive (AD) for 

Turbomeca S.A. Arrius 2F turboshaft 

engines that have not incorporated 

Turbomeca Modification Tf75. That AD 

currently requires replacing the O-ring 

on the check valve piston in the 

lubrication unit at repetitive intervals. 

This AD requires the same repetitive 

replacements and would require 

incorporating Modification Tf75 as 

terminating action to the repetitive Oring replacements. Modification Tf75 

replaces the check valve piston with a 

piston design not requiring an O-ring. 

This AD results from the European 

Aviation Safety Agency (EASA) and 

Turbomeca S.A. mandating the 

incorporation of Modification Tf75. We 

are issuing this AD to prevent an 

uncommanded in-flight shutdown of the 

engine, which could result in a forced 

autorotation landing and damage to the 

helicopter. 

DATES: This AD becomes effective 

August 3, 2009. The Director of the 

Federal Register approved the 

incorporation by reference of certain 

publications listed in the regulations as 

of August 3, 2009. 

ADDRESSES: You can get the service 

information identified in this AD from 

Turbomeca S.A., 40220 Tarnos, France; 

e-mail: noria-dallas@turbomeca.com; 

telephone 33 05 59 74 40 00, fax 33 05 

59 74 45 15, or go to: http:// 

www.turbomeca-support.com. 

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: 

James Lawrence, Aerospace Engineer, 

Engine Certification Office, FAA, Engine 

and Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 

01803; e-mail: james.lawrence@faa.gov; 

telephone (781) 238–7176; fax (781) 

238–7199. 

SUPPLEMENTARY INFORMATION: The FAA 

proposed to amend 14 CFR part 39 by 

superseding AD 2005–17–17R1, 

Amendment 39–14940 (72 FR 6925, 

February 14, 2007), with a proposed AD. 

The proposed AD applies to Turbomeca 

S.A. Arrius 2F turboshaft engines that 

have not incorporated Turbomeca 

Modification Tf75. We published the 

proposed AD in the Federal Register on 

January 22, 2009 (74 FR 3978). That 

action proposed to require replacing the 

O-ring on the check valve piston in the 

lubrication unit at repetitive intervals 

and to require incorporating 

Modification Tf75 as terminating action 

to the repetitive O-ring replacements. 

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 (telephone 

(800) 647–5527) is provided in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We received no 

comments on the proposal or on the 

determination of the cost to the public. 

Change to the Mandatory Terminating 

Action Compliance Time 

Since we issued the proposed AD, we 

realized that there is no direct 

relationship between the mandatory 

terminating action compliance date in 

the proposed AD and the usage rate of 

the affected helicopters. We changed the 

AD to require the terminating action be 

done within 150 flight hours after the 

effective date of this AD. 

Conclusion 

We have carefully reviewed the 

available data and determined that air 

safety and the public interest require 

adopting the AD with the change 

described previously. We have 

determined that this change will neither 

increase the economic burden on any 

operator nor increase the scope of the 

AD. 

Costs of Compliance 

We estimate that this AD will affect 

94 Arrius 2F turboshaft engines 

installed on helicopters of U.S. registry. 

We also estimate that it will take about 

one work-hour per engine to perform an 

O-ring replacement, and about one 

work-hour to incorporate Modification 

Tf75. The average labor rate is $80 per 

work-hour. Required parts will cost 

about $16 per engine for O-ring 

replacement, and about $20 per engine 

for incorporating Modification Tf75. 

Based on these figures, we estimate the 

total cost of the AD to U.S. operators to 

be $18,424. 

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 have 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. 


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