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Federal Register / Vol. 86, No. 242 / Tuesday, December 21, 2021 / Rules and Regulations for the reasons stated above, the FAA
finds that good cause exists for making this amendment effective in less than 30
days.

retention bolt P/N NAS620414D
installed on the NLG assembly.
Explanation of Change to the Applicability
Comments Invited
AD 20171909 did not include serial number S/N 4002 in its applicability but it did identify Model DHC8400
airplanes in the applicability. However, the only Model DHC8400 airplane is S/N 4002, making the reference to Model DHC8400 unnecessary. In addition, the Model DHC8400
airplane is not included in TCCA AD
CF200929R4. Therefore, this AD does not apply to the Model DHC8400
airplane.
In addition, the FAA has revised the applicability of this AD to identify model designations as published in the most recent type certificate data sheet for the affected models.

The FAA invites you to send any written relevant data, views, or arguments about this AD. Send your comments to an address listed under ADDRESSES. Include Docket No. FAA
20211064; Project Identifier MCAI
202101028T at the beginning of your comments. The most helpful comments reference a specific portion of the final rule, 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 final rule 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 final rule.

FAAs Justification and Determination of the Effective Date An unsafe condition exists that requires the immediate adoption of this AD without providing an opportunity for public comments prior to adoption.
The FAA has found that the risk to the flying public justifies waiving notice and comment prior to adoption of this rule because failure of the pivot pin retention bolt could result in a loss of directional control or loss of a NLG tire during takeoff or landing, which could lead to runway excursions. In addition, the compliance time for the required action is shorter than the time necessary for the public to comment and for publication of the final rule. Therefore, the FAA finds good cause that notice and opportunity for prior public comment are impracticable. In addition,
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 AD 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 AD, 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 Antariksh Shetty, Aerospace Engineer, Airframe and Propulsion Section, FAA, New York ACO Branch, 1600 Stewart Avenue, Suite 410, Westbury, NY 11590;
telephone 5162287300; fax 516794
5531; email 9-avs-nyaco-cos@faa.gov.
Any commentary that the FAA receives which is not specifically designated as CBI will be placed in the public docket for this rulemaking.
Interim Action The FAA considers this AD interim action. The FAA is currently considering requiring the modification to the NLG shock strut assembly specified in Part I of TCCA AD CF
200929R4.
Regulatory Flexibility Act RFA
The requirements of the RFA do not apply when an agency finds good cause pursuant to 5 U.S.C. 553 to adopt a rule without prior notice and comment.
Because the FAA has determined that it has good cause to adopt this rule without notice and comment, RFA
analysis is not required.
Costs of Compliance The FAA estimates that this AD
affects 54 airplanes of U.S. registry.
The FAA estimates the following costs to comply with this AD:

ESTIMATED COSTS FOR REQUIRED ACTIONS
Action
Labor cost
Parts cost
New actions

1 work-hour $85 per hour = $85

Negligible

Cost per product $85

Cost on U.S.
operators $4,590

Table does not include estimated costs for revising the maintenance or inspection program.

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The FAA has determined that revising the maintenance or inspection program takes an average of 90 work-hours per operator, although the FAA recognizes that this number may vary from operator to operator. In the past, the FAA has estimated that this action takes 1 workhour per airplane. Since operators
incorporate maintenance or inspection program changes for their affected fleets, the FAA has determined that a per-operator estimate is more accurate than a per-airplane estimate. Therefore, the FAA estimates the total cost per operator to be $7,650 90 work-hours
$85 per work-hour.

The FAA estimates the following costs to do any necessary on-condition actions that would be required based on the results of any required actions. The FAA has no way of determining the number of aircraft that might need these on-condition actions:

ESTIMATED COSTS OF ON-CONDITION ACTIONS
Labor cost
Parts cost
Cost per product
2 work-hours $85 per hour = $170

$8

$178

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