Discussion \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 No. 2019-0237R1, dated September 24, 2019, (referred to after this as ''the MCAI''), to correct an unsafe condition for DG Flugzeugbau GmbH Models DG-500 Elan Orion, DG-500 Elan Trainer, DG-500/ 20 Elan, DG-500/22 Elan, DG-500M and DG-500MB, and certain Models DG- 1000S and DG-1000T gliders. The MCAI states: \n\n\n\tOccurrences have been reported where the rear locking rod of the rear canopy rotated out of the threads of the operating mechanism. Due to the similarity in design, the front canopy locking mechanism may also be affected. \n\tThis condition, if not detected and corrected, could lead to blocking of the canopy emergency release system, possibly preventing safe escape of the occupant(s) from the (powered) sailplane in case of an in-flight emergency. \n\tTo address this unsafe condition,DG-Flugzeugbau published the TN (DG-Flugzeugbau GmbH Technical Note TN1000/42 and TN500/13) and the RI (Repair Instruction RI-DG-05) to provide inspection and repair instructions. \n\tFor the reason described above, this (EASA) AD requires repetitive inspections of the front and rear canopy to determine if the end of the rear locking rod protrudes over the canopy frame contour, and annual checks of the front and rear canopy rear locking rods to determine that they are screwed in tightly, and, depending on findings, repair of the canopy rear locking rods. This (EASA) AD also requires amendment of the applicable Aircraft Flight Manual (AFM). \n\tThis (EASA) AD is revised to remove the references to the TN instruction paragraphs, which have changed with TN issue 01.b. The revised TN issues were added to the list of reference publications. \n\n\n\tYou may examine the MCAI on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2020- 0600. \n\nRelated Service Information Under 1 CFR Part 51 \n\n\n\tThe FAA reviewed DG Flugzeugbau GmbH Technical Note No. 1000/42, Document No. TM1000-42 FE-29-01, Issue 01.b, dated September 11, 2019; and Technical Note TN500/13, Document No. TM1000-42 FE-29-01, Issue 01.b, dated September 11, 2019; which are co-published as one document. The service information contains procedures for inspecting the rear locking rods on both the front and rear canopy for rod protrusion. \n\tThis 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 section. \n\nOther Related Service Information \n\n\n\tThe FAA also reviewed Repair Instruction RI-DG-05, dated August 15, 2019. The service information is referenced in DG Flugzeugbau GmbH Technical Note No. 1000/42, Document No. TM1000-42 FE-29-01, Issue 01.b, dated September 11, 2019; and Technical Note TN500/13, Document No. TM1000-42 FE-29-01, Issue 01.b, dated September 11, 2019; and contains procedures for repairing the rear locking rods of the canopy lock. \n\nFAA's Determination and Requirements of the AD \n\n\n\tThese products have been approved by the aviation authority of another country and are approved for operation in the United States. Pursuant to our bilateral agreement with this State of Design Authority, it has notified us 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 exists and is likely to exist or develop on other products of the same type design. \n\nDifferences Between This AD and the MCAI \n\n\n\tThe MCAI requires a daily inspection of the front and rear canopy, and this AD does not. \n\nFAA's Determination of the Effective Date \n\n\n\tAn unsafe condition exists that requires the immediate adoption of this AD. The FAA has found that the risk to the flying public justifies waiving notice and comment prior to adoption of this rule because the FAA has determined that the required corrective actions must be accomplished before further flight. Therefore, the FAA finds good cause that notice and opportunity for prior public comment are impracticable. In addition, for the reason stated above, it finds that good cause exists for making this amendment effective in less than 30 days. \n\nComments Invited \n\n\n\tThis AD is a final rule that involves requirements affecting flight safety, and the FAA did not precede it by notice and opportunity for public comment. The FAA invites you to send any written relevant data, views, or arguments about this AD. Send your comments to an address listed under the ADDRESSES section. Include ''Docket No. FAA-2020-0600; Product Identifier 2019-CE-043-AD'' at the beginning of your comments. The FAA will consider all comments received by the closing date and may amend this AD 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 FAA will also post a report summarizing each substantive verbal contact received about this AD. \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.'' TheFAA 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 Jim Rutherford, Aerospace Engineer, FAA, General Aviation & Rotorcraft Section, International Validation Branch, 901 Locust, Room 301, Kansas City, Missouri 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\nCosts of Compliance \n\n\n\tThe FAA estimates that this AD will affect 47 products of U.S. registry. The FAA also estimates that it would take 1.5 work-hours per product to inspect the canopy rear locking rods. In addition, the FAA estimates that it would take 0.5 work-hour per product to revise the aircraft flight manual. The average labor rate is $85 per work-hour. \n\tBased on these figures, the FAA estimates the annual cost of this AD on U.S. operators to be $7,990, or $170 per product. \n\tIn addition, the FAAestimates that any necessary follow-on repairs to the canopy rear locking rods will take 8 work-hours and require parts costing $200, for a cost of $880 per product. The \n\n((Page 47640)) \n\nFAA has no way of determining the number of products that may need these actions. \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 scopeof 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'' under Executive Order 12866, and \n\t(2) Will notaffect 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.