((Page 25375)) \n\nDiscussion \n\n\n\tWe issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 to include an AD that would apply to the specified products. That NPRM published in the Federal Register on October 16, 2012 (77 FR 63266). That NPRM proposed to require, for certain airplanes, performing an inspection of reinforcement straps to ensure they are correctly bonded to the center overhead stowage bins, and bonding the reinforcement straps to the center overhead stowage bins if necessary. For certain airplanes, that NPRM also proposed installing reinforcement straps on the center overhead stowage bins. \n\nComments \n\n\n\tWe gave the public the opportunity to participate in developing this AD. The following presents the comments received on the proposal (77 FR 63266, October 16, 2012) and the FAA's response to each comment. \n\tAviation Partners Boeing stated that the installation of winglets per supplemental type certificate (STC) ST01920SE (http://rgl.faa.gov/ Regulatory--and--Guidance--Library/rgstc.nsf/0/ 59027f43b9a7486e86257b1d006591ee/$FILE/ST01920SE.pdf) does not affect the accomplishment of the manufacturer's service instructions. \n\nRequest To Remove Reference to ''In-flight Turbulence'' \n\n\n\tBoeing requested that the potential injury statement that appears in the Summary paragraph, Discussion paragraph, and paragraph (e), ''Unsafe Condition,'' of the NPRM (77 FR 63266, October 16, 2012) be revised to remove the reference to in-flight turbulence. Boeing suggested that the potential injury statement should specify the requirements associated with section 25.561(b)(3)(ii) (''9.0g Forward loads'') of the Federal Aviation Regulations (14 CFR 25.561). Boeing stated that Boeing Special Attention Service Bulletin 767-25-0520, dated February 8, 2012, and associated certification data, refer only to 9.0g forward loads and not in-flight loads. \n\tBased on the reasons provided by the commenter, we agree to revise the potential injury statement by deleting the reference to ''in-flight turbulence'' and including a reference to 9g forward loads. The potential injury statement in this AD states ''We are issuing this AD to prevent missing or incorrectly bonded reinforcement straps, which could result in the center overhead stowage bins breaking loose at forward load levels less than 9g during an emergency landing, causing injury to passengers and delaying emergency evacuation.'' \n\tThe revised potential injury statement appears in the Summary paragraph and paragraph (e) of this AD. The potential injury statement is not restated in the Discussion paragraph of this AD, so no change is needed to that paragraph. \n\nRequest To Clarify Precipatory Event \n\n\n\tBoeing requested that paragraph (e), ''Unsafe Condition,'' in the NPRM (77 FR 63266, October 16, 2012) be revised so the first sentence states that ''certain airplanes (1) may not have reinforcement straps installed and (2) may not have been bonded at some center overhead stowage bin locations.'' The suggested text is from Boeing Special Attention Service Bulletin 767-25-0520, dated February 8, 2012. Boeing noted that the NPRM does not address condition (1) and is not consistent with condition (2). \n\tWe agree with Boeing's request to revise the wording that describes what prompted this AD. Boeing's suggested changes clarify the conditions that operators may encounter when complying with the actions required by this AD. The revised statement appears in the Summary paragraph and paragraph (e) of this AD. \n\nRequest To Revise the ''Relevant Service Information'' Paragraph \n\n\n\tBoeing requested that the text in the ''Relevant Service Information'' paragraph of the NPRM (77 FR 63266, October 16, 2012) be changed so the language within the NPRM and the language between the NPRM and Boeing Special Attention Service Bulletin 767-25-0520, dated February 8, 2012, is consistent. Boeing suggested that in the second sentence of that paragraph, beginning with ''For certain airplanes, this service bulletin describes procedures for general visual and detailed inspection of the existing reinforcement straps installed on the center overhead storage bins . . ..'' ''storage'' be changed to ''stowage.'' Boeing also suggested that the third sentence of that paragraph, beginning with ''For airplanes on which the straps are incorrectly bonded . . . .'' be revised to delete ''are incorrectly bonded'' and insert ''may not be bonded or were inadvertently missed.'' \n\tBoeing also requested that the last sentence in the ''Relevant Service Information'' paragraph be removed and the sentence prior to that one, beginning with ''For airplanes on which the straps are incorrectly bonded, this service bulletin describes procedures for bonding the reinforcement straps . . . .'' be revised to read, ''. . . bonding and installation of the reinforcement straps . . . .'' Boeing stated that these changes would provide clarity to the operators. \n\tWe agree that the suggestions made by the commenter provide a more accurate description of the information in Boeing Special Attention Service Bulletin 767-25-0520, dated February 8, 2012; however, the ''Relevant Service Information'' paragraph is not restated in this AD, so no change has been made to this AD in this regard. \n\nExplanation of Change Made to This AD \n\n\n\tWe have added a new paragraph (h)(3) to this final rule to allow delegation of repairs to the Boeing Commercial Airplanes Organization Designation Authorization (ODA). \n\nConclusion \n\n\n\tWe reviewed the relevant data, considered the comments received, and determined that air safety and the public interest require adopting the AD with the changes described previously-and minor editorial changes. We have determined that these minor changes: \n\t(Agr)re consistent with the intent that was proposed in the NPRM (77 FR 63266, October 16, 2012) for correcting the unsafe condition; and \n\tDo not add any additional burden upon the public than was already proposed in the NPRM (77 FR 63266, October 16, 2012). \n\tWe also determined that these changes will not increase the economic burden on any operator or increase the scope of the AD. \n\nCosts of Compliance \n\n\n\tWe estimate that this AD affects 4 airplanes of U.S. registry. \n\tWe estimate the following costs to comply with this AD: \n\n((Page 25376)) \n\n\n\n\n\n\n\tEstimated Costs ---------------------------------------------------------------------------------------------------------------- \n\tCost on U.S. \n\tAction Labor cost Parts cost Cost per product operators ---------------------------------------------------------------------------------------------------------------- Group 1 and Group 2 Airplanes: 2 work-hours x $85 $0................ $170.............. $340 (2 \n\tGeneral Visual Inspection for per hour = $170. airplanes). \n\tCorrect Bonding. Group 1 andGroup 3 Airplanes: 7 work-hours x $85 $1,277 or $1,746.. $1,872 or $2,341.. Up to $4,682 (2 \n\tInstall Reinforcement Straps. per hour = $595. airplanes). ---------------------------------------------------------------------------------------------------------------- \n\n\n\tWe estimate the following costs to do any necessary repairs that would be required based on the results of the inspection. We have no way of determining the number of aircraft that might need this repair: \n\n\n\tOn-Condition Costs ---------------------------------------------------------------------------------------------------------------- \n\tAction Labor cost Parts cost Cost per product ---------------------------------------------------------------------------------------------------------------- Group 1 and Group 2 Airplanes: Bonding Between 7 and 12 work- $0 Between $595 and $1,020. \n\tExisting Reinforcement Straps to the hours x $85 per hour = \n\tCenter Overhead Stowage Bins. $595 to $1,020. ---------------------------------------------------------------------------------------------------------------- \n\n\n\tAccording to the manufacturer, some of the costs of this AD may be covered under warranty, thereby reducing the cost impact on affected individuals. We do not control warranty coverage for affected individuals. As a result, we have included all costs in our cost estimate. \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\tWe are 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 Findings \n\n\n\tThis 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, \n\t(2) Is not a ''significant rule'' under DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979), \n\t(3) Will not affect intrastateaviation in Alaska, and \n\t(4) Will not have a significant economic impact, positive or negative, on a substantial number of small entities under the criteria of the Regulatory Flexibility Act. \n\nList of Subjects in 14 CFR Part 39 \n\n\n\tAir transportation, Aircraft, Aviation safety, Incorporation by reference, Safety.