Comments Invited \n\n\n\tThe FAA invites you to send any written data, views, or arguments about this final rule. Send your comments to an address listed under ADDRESSES. Include ''Docket No. FAA-2021-0510 and Project Identifier 2019-CE-058-AD'' 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. \n\tExcept 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. \n\nConfidential Business Information \n\n\n\tCBI 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 Doug Rudolph, Aerospace Engineer, FAA, General Aviation & Rotorcraft Section, International Validation Branch, 901 Locust, Room 301, Kansas City, MO 64106. Any commentary that the FAA receives which is not specifically designated as CBI will be placed in the public docket for this rulemaking. \n\nBackground \n\n\n\tThe European Union Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community, has issued EASA AD 2019-0308, dated December 18, 2019 (referred to after this as ''the MCAI''), to address the unsafe condition on Aircraft Industries a.s. Models L-410 UVP-Turbolet, L-410 UVP-E, L 410 UVP-E9, L 410 UVP-LW, L 410 UVP-E-LW, L 410 UVP-E20, L 410 UVP-E20 CARGO and L- 420 airplanes. The MCAI states: \n\n\n\tMalfunction of the steering on the nose landing gear was reported by L-410 operators. Investigation determined that the malfunction was due to loss of the vertical pin further to a cracking of the retaining bolt on the nose landing gear control. \n\n((Page 36484)) \n\n\n\tThis condition, if not detected and corrected, could lead to reduced control of the aeroplane during taxiing, take-off and landing. \n\tTo address this potential unsafe condition, Aircraft Industries developed an improved pin and issued the applicable SB (service bulletin) to provide inspection and modification instructions. \n\tFor the reason described above, this (EASA) AD requires a one- time inspection of the the (sic) nose landing gear leg to determine if an affected part is installed, and replacement of affected parts with improved pins. \n\n\n\tYou may examine the MCAI in the AD docket at https://www.regulations.gov by searching for and locating Docket No. FAA-2021- 0510. \n\nRelated Service Information Under 1 CFR Part 51 \n\n\n\tThe FAA reviewed LET Aircraft Industries Mandatory Bulletin SB No. L-420/021a, Revision 1, dated October 29, 2019, as applicable to Model L-420 airplanes; and LET Aircraft Industries Mandatory Bulletin SB No. L410UVP-E/144a, Revision 1, dated October 29, 2019, as applicable to Models L 410 UVP-E20 and L 410 UVP-E20 CARGO airplanes. For the airplane models specified on each document, the service information contains procedures for inspecting the NLGsteering lever assembly vertical pin and replacing it if part number (P/N) L3 223 016 with a retaining bolt is installed. 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 the ADDRESSES. \n\nFAA's Determination \n\n\n\tThis product has been approved by the aviation authority of another country, and is approved for operation in the United States. Pursuant to our 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 evaluated all information provided by the State of Design Authority and determined the unsafe condition described previously is likely to exist or develop on other products of the same type design. \n\nAD Requirements \n\n\n\tThis AD requires accomplishing the actions specified in the service information alreadydescribed. This AD also prohibits installing a vertical pin P/N L3 223 016 in the NLG steering lever assembly on any airplane. \n\nDifferences Between This AD and the MCAI \n\n\n\tThe MCAI applies to Models L-410 UVP-Turbolet, L-410 UVP-E, L 410 UVP-E9, L 410 UVP-LW, and L 410 UVP-E-LW. This AD does not because those models do not have an FAA type certificate. \n\nJustification for Immediate Adoption and Determination of the Effective Date \n\n\n\tSection 553(b)(3)(B) 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 553(d) of the APA authorizes agencies to make rules effective in less than thirty days, upon a finding of good cause. \n\tThe 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. 553(b)(3)(B). In addition, the FAA finds that good cause exists pursuant to 5 U.S.C. 553(d) for making this amendment effective in less than 30 days for the same reasons the FAA found good cause to forego notice and comment. \n\nCosts of Compliance \n\n\n\tThere are currently no affected airplanes on the U.S. registry. In the event an affected product becomes a U.S.-registered product, the following is an estimate of the costs to comply with this AD. \n\tThe FAA estimates that it would take .5 work-hour per airplane to comply with the inspection requiredby this AD. The average labor rate is $85 per work-hour. Based on these figures, the FAA estimates the cost of this AD to be $42.50 per airplane. \n\tIn addition, the FAA estimates that replacing the vertical pin, if necessary, would take 1 work-hour and require parts costing $2,000 for a cost of $2,085 per airplane. \n\nAuthority for This Rulemaking \n\n\n\tTitle 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. \n\tThe 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. \n\nRegulatory Flexibility Act \n\n\n\tThe 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 notice and comment, RFA analysis is not required. \n\nRegulatory Findings \n\n\n\tThe FAA 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. \n\tFor the reasons discussed above, I certify that this AD: \n\t(1) Is not a ''significant regulatory action'' underExecutive Order 12866, and \n\t(2) Will not affect intrastate aviation in Alaska. \n\nList of Subjects in 14 CFR Part 39 \n\n\n\tAir transportation, Aircraft, Aviation safety, Incorporation by reference, Safety.