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Federal Register / Vol. 86, No. 34 / Tuesday, February 23, 2021 / Rules and Regulations www.regulations.gov by searching for and locating Docket No. FAA2020
1020.
Examining the AD Docket You may examine the AD docket on the internet at https
www.regulations.gov by searching for and locating Docket No. FAA2020
1020; 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 final rule, any comments received, and other information. The address for Docket Operations is U.S. Department of Transportation, Docket Operations, M30, West Building Ground Floor, Room W12140, 1200 New Jersey Avenue SE, Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT:
Shahram Daneshmandi, Aerospace Engineer, Large Aircraft Section, International Validation Branch, FAA, 2200 South 216th St., Des Moines, WA
98198; telephone and fax 206231
3220; email shahram.daneshmandi@
faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion The EASA, which is the Technical Agent for the Member States of the European Union, has issued EASA AD
20200159, dated July 16, 2020 EASA
AD 20200159 also referred to as the Mandatory Continuing Airworthiness Information, or the MCAI, to correct an unsafe condition for all Airbus Defense and Space S.A. Model CN235, CN
235100, CN235200, and CN235
300 airplanes and Model C295
airplanes.
The FAA issued a notice of proposed rulemaking NPRM to amend 14 CFR

part 39 by adding an AD that would apply to all Airbus Defense and Space S.A. Model CN235, CN235100, CN
235200, and CN235300 airplanes and Model C295 airplanes. The NPRM
published in the Federal Register on November 10, 2020 85 FR 71583. The NPRM was prompted by cracks found on certain leftand right-hand stringers in a certain area of the fuselage. The NPRM proposed to require repetitive inspections for cracking or broken rivets of certain leftand right-hand stringers and surrounding structure, and repair if necessary, as specified in an EASA AD.
The FAA is issuing this AD to address such cracking in the stringers, which could result in reduced structural integrity of the airplane. See the MCAI
for additional background information.
Comments The FAA gave the public the opportunity to participate in developing this final rule. The FAA received no comments on the NPRM or on the determination of the cost to the public.

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DET or high frequency eddy current inspections of the stringer P0a and P0a at the riveted line of the attachment to the gusset and along the stringer head, in particular at the area of the last attachment of the gusset to the stringer in the midpoint between frame FR 43
and FR44, repetitive DET inspections for fatigue cracks of the fuselage skin, along the stringers footprint and surrounding structure and the attachment of the gusset to the FR43;
repetitive DET inspections for fatigue cracks of the actuator bracket on FR43, along the radius of the vertical nerves, inner lug holes, and attachment holes of the bracket to FR43; repetitive DET
inspections for fatigue cracks or broken rivets in the web and joint clips to skin and stringer of both sides of the frame between stringer P1d and P1d two stringers for each side from the central stringer P0a; repetitive DET inspections for fatigue cracks or broken rivets of the gussets, along the flange which joins FR43; and repair of any cracking or broken rivets.
This material 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.

Conclusion The FAA reviewed the relevant data and determined that air safety and the public interest require adopting this final rule as proposed, except for minor editorial changes. The FAA has determined that these minor changes:
Are consistent with the intent that was proposed in the NPRM for addressing the unsafe condition; and Do not add any additional burden upon the public than was already proposed in the NPRM.

Interim Action
Related Service Information Under 1
CFR Part 51
EASA AD 20200159 describes procedures for repetitive detailed visual
The FAA estimates that this AD
affects 8 airplanes of U.S. registry. The FAA estimates the following costs to comply with this AD:

The FAA considers this AD interim action. If final action is later identified, the FAA might consider further rulemaking then.
Costs of Compliance
ESTIMATED COSTS FOR REQUIRED ACTIONS
Labor cost
Parts cost
Cost per product
Cost on U.S.
operators
2 work-hours $85 per hour = $170

$0

$170

$1,360

The FAA has received no definitive data that enables providing cost estimates for the on-condition action specified in this AD.
Authority for This Rulemaking Title 49 of the United States Code specifies the FAAs 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 Agencys authority.

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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
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develop on products identified in this rulemaking action.
Regulatory Findings 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:

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