Voglio sapere a riguardo di…

Federal Register / Vol. 86, No. 187 / Thursday, September 30, 2021 / Rules and Regulations degrading brake performance, and loss of control of the aeroplane during landing or roll-out, possibly resulting in damage to the aeroplane and injury to occupants.
RUAG issued alert service bulletin ASB
Dornier 228265 original issue to provide instructions for a visual inspection of the bolts, the gap between brake housing subassembly and torque tube assembly and hydraulic plumbing. Consequently, the Luftfahrt-Bundesamt LBA issued a mandatory measure under European Union EU Regulation EC 1592/2002, Article 101
for affected aeroplanes registered in Germany and notified EASA. The Agency concurred with the LBA action and issued EASA
Emergency AD 20060352E to require inspection of the affected brake assembly and, depending on findings, replacement with a serviceable brake assembly.
Since that EASA AD was issued, RUAG
was informed by the manufacturer of the brake assembly that anti-seize and screw locking compound have been applied in a wrong way during production of new brake assemblies.
Prompted by this finding, RUAG issued the ASB, as defined in this EASA AD, to amend the intervals reducing the flight hours FH
interval, adding a flight cycle FC interval and deleting the calendar time interval of the repetitive inspections.
For the reason described above, this EASA AD retains the requirements of EASA
AD 20060352E, which is superseded, and requires the inspections within new compliance times.

LOTTER on DSK11XQN23PROD with RULES1

You may examine the MCAI in the AD docket at https
www.regulations.gov by searching for and locating Docket No. FAA2021
0726.
Related Service Information Under 1
CFR Part 51
The FAA reviewed RUAG Dornier 228
Alert Service Bulletin No. ASB228
265, Revision 2, dated December 10, 2019. This service information contains procedures for inspecting carbon brake assemblies having part/number P/N
50098501, P/N 50098502, P/N
50098503, or P/N 50098504 up to revision F for tight fit and damage of the bolts and self-locking nuts and for a gap between the brake housing subassembly and the torque tube subassembly, and taking corrective actions if any discrepancies loose or damaged bolts and self-locking nuts or a gap between the brake housing subassembly and the torque tube subassembly are found. 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 ADDRESSES.
FAAs Determination This product has been approved by the aviation authority of another
VerDate Sep<11>2014

17:35 Sep 29, 2021

Jkt 253001

country, and is approved for operation in the United States. Pursuant to the FAAs 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 AD because it determined the unsafe condition described previously is likely to exist or develop on other products of the same type design.
AD Requirements This AD requires accomplishing the actions specified in the service information already described, except as discussed under Differences Between this AD and the MCAI. This AD also prohibits installing certain carbon brake assemblies unless they have passed an inspection.
Differences Between This AD and the MCAI
The MCAI has an initial compliance time of before further flight after November 27, 2006 the effective date of EASA AD 20060352E, while this AD
has an initial compliance time of before further flight after the effective date of this AD. The MCAI requires contacting the manufacturer if any discrepancies are found, while this AD requires repair using an approved method or replacement.
Justification for Immediate Adoption and Determination of the Effective Date Section 553b3B of the Administrative Procedure Act APA 5
U.S.C. 551 et seq. authorizes agencies to dispense with notice and comment procedures for rules when the agency, for good cause, finds that those procedures are impracticable, unnecessary, or contrary to the public interest. Under this section, an agency, upon finding good cause, may issue a final rule without providing notice and seeking comment prior to issuance.
Further, section 553d of the APA
authorizes agencies to make rules effective in less than thirty days, upon a finding of good cause.
The FAA has found that the risk to the flying public justifies waiving notice and comment prior to adoption of this rule because there are no airplanes currently on the U.S. registry and thus, it is unlikely that the FAA will receive any adverse comments or useful information about this AD from U.S.
operators. Accordingly, notice and opportunity for prior public comment are unnecessary pursuant to 5 U.S.C.
553b3B. In addition, the FAA finds that good cause exists pursuant to 5
U.S.C. 553d for making this
PO 00000

Frm 00005

Fmt 4700

Sfmt 4700

54033

amendment effective in less than 30
days for the same reasons the FAA
found good cause to forego notice and comment.
Regulatory Flexibility Act The requirements of the Regulatory Flexibility Act 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 FAA
has determined that it has good cause to adopt this rule without prior notice and comment, RFA analysis is not required.
Costs of Compliance There are currently no affected airplanes on the U.S. registry. In the event an affected airplane becomes a U.S.-registered product, the following is an estimate of the costs to comply with this AD.
The FAA estimates that it would take 1 work-hour per airplane to comply with the inspection required by this AD.
The average labor rate is $85 per workhour. Based on these figures, the FAA
estimates the cost of this AD to be $85
per airplane per inspection cycle.
The extent of damage found during the required inspection could vary considerably from airplane to airplane.
The FAA has no way of estimating how much damage may be found on each airplane or the cost to repair damaged parts.
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.
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 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
E:FRFM30SER1.SGM

30SER1