Federal Register / Vol. 79, No. 93 / Wednesday, May 14, 2014 / Rules and Regulations 27483 

(g) Inspection of Bearings To Determine 

Roller Retention Feature, and Corrective 

Actions 

Except as provided by paragraph (i) of this 

AD, at the applicable time specified in 

paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Alert Service Bulletin 767–27A0227, dated 

February 12, 2013: Do a general visual 

inspection of both bearings at the TE flap 

support rib assembly in flap positions 1, 2, 

7, and 8 to determine if the bearings have a 

roller retention feature; and do all applicable 

corrective actions; in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 767–27A0227, dated 

February 12, 2013. Do all applicable 

corrective actions before further flight. A 

review of airplane maintenance records is 

acceptable in lieu of this inspection if the 

roller retention feature of each affected 

bearing can be conclusively determined from 

that review. 

(h) Inspection of Bearings for Damage, 

Related Investigative Actions, and 

Corrective Actions 

For each pair of bearings removed as 

required by paragraph (g) of this AD: At the 

applicable time specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 767–27A0227, dated February 12, 

2013, do a general visual inspection for 

damage of the bearings, and do all applicable 

related investigative and corrective actions, 

in accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

767–27A0227, dated February 12, 2013. Do 

all applicable related investigative and 

corrective actions before further flight. 

(i) Exception to Compliance Time 

Where paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 767–27A0227, 

dated February 12, 2013, specifies a 

compliance time ‘‘after the original issue date 

of this service bulletin,’’ this AD requires 

compliance within the specified compliance 

time ‘‘after the effective date of this AD.’’ 

(j) Credit for Previous Actions 

This paragraph provides credit for the 

actions specified in paragraphs (g) and (h) of 

this AD, if those actions were performed 

before the effective date of this AD using 

Boeing Alert Service Bulletin 767–27A0222, 

dated June 24, 2010, which is not 

incorporated by reference in this AD. 

(k) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in 

paragraph (l)(1) of this AD. Information may 

be emailed to: 9-ANM-Seattle-ACO-AMOCRequests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/

certificate holding district office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(l) Related Information 

(1) For more information about this AD, 

contact Berhane Alazar, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office (ACO), 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

phone: 425–917–6577; fax: 425–917–6590; 

email: Berhane.Alazar@faa.gov. 

(2) Service information identified in this 

AD that is not incorporated by reference may 

be viewed at the addresses specified in 

paragraphs (m)(3) and (m)(4) of this AD. 

(m) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Boeing Alert Service Bulletin 767– 

27A0227, dated February 12, 2013. 

(ii) Reserved. 

(3) For Boeing service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data & 

Services Management, P.O. Box 3707, MC 

2H–65, Seattle, WA 98124–2207; telephone 

206–544–5000, extension 1; fax 206–766– 

5680; Internet https://

www.myboeingfleet.com. 

(4) You may view this service information 

at the FAA, Transport Airplane Directorate, 

1601 Lind Avenue SW., Renton, WA. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http://

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Renton, Washington, on April 24, 

2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–09953 Filed 5–13–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0602; Directorate 

Identifier 2012–CE–010–AD; Amendment 

39–17848; AD 2014–10–01] 

RIN 2120–AA64 

Airworthiness Directives; Vulcanair 

S.p.A. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are superseding 

airworthiness directive (AD) 2008–24– 

11 for Vulcanair S.p.A. Model P68 

airplanes. This AD results from 

mandatory continuing airworthiness 

information (MCAI) originated by an 

aviation authority of another country to 

identify and correct an unsafe condition 

on an aviation product. The MCAI 

describes the unsafe condition as 

cracking and/or corrosion of the wing 

spar. We are issuing this AD to require 

actions to address the unsafe condition 

on these products. 

DATES: This AD is effective June 18, 

2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of June 18, 2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of January 2, 2009 (73 FR 

72314, November 28, 2008). 

ADDRESSES: You may examine the AD 

docket on the Internet at http://

www.regulations.gov by searching for 

and locating it in Docket No. FAA– 

2013–0602; or in person at Document 

Management Facility, U.S. Department 

of Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590. 

For service information identified in 

this proposed AD, contact Vulcanair 

Airworthiness Office, Via G Pascoli, 7, 

80026 Casoria, Italy; phone: +39 081 59 

18 135; fax: +39 081 59 18 172; email: 

airworthiness@vulcanair.com; Internet: 

http://www.vulcanair.com/pageview.php?pagename=Service Bulletins. 

You may review copies of the 

referenced service information at the 

FAA, Small Airplane Directorate, 901 

Locust, Kansas City, Missouri 64106. 

For information on the availability of 

this material at the FAA, call (816) 329– 

4148. 


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Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2013– 

0602; or in person at the Docket 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (phone: 800–647–5527) is 

Document Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Mike Kiesov, Aerospace Engineer, FAA, 

Small Airplane Directorate, 901 Locust, 

Room 301, Kansas City, Missouri 64106; 

telephone: (816) 329–4144; fax: (816) 

329–4090; email: mike.kiesov@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to add an AD that would apply 

to Vulcanair S.p.A. Model P68 

airplanes. That NPRM was published in 

the Federal Register on July 9, 2013 (78 

FR 41005), and proposed to supersede 

AD 2008–24–11, Amendment 39–15751 

(73 FR 72314, November 28, 2008). 

Since we issued AD 2008–24–11, 

Amendment 39–15751 (73 FR 72314, 

November 28, 2008), Vulcanair S.p.A. 

developed modification kits to repair 

certain lower spar caps. They also 

developed a maintenance manual 

supplement with special inspections of 

the wing and stabilator structures and 

new limitations for the wing structure. 

The FAA also realized that the 

Models AP68TP300 ‘‘SPARTACUS’’ and 

AP68TP 600 ‘‘VIATOR’’ were 

inadvertently included in AD 2008–24– 

11. 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued AD No.: 2010– 

0051, dated March 25, 2010 (referred to 

after this as ‘‘the MCAI’’), to correct an 

unsafe condition for the specified 

products. The MCAI states: 

Safe Life Limits of the wing structure of 

P.68 Series aeroplanes have now been 

extended up to a maximum of 23 900 Flight 

Hours (FH), depending on the condition of 

the spar lower cap angles and on the 

embodiment of some modification kits. 

Furthermore, special inspections of the wing 

and stabilator structures, different from those 

previously required by EASA AD 2007–0027, 

have also been introduced. This change has 

been developed by Vulcanair under change 

No. MOD. P68/144 approved by EASA with 

approval No. 10028661on 02 February 2010. 

Consequently this AD, which supersedes 

EASA AD 2007–0027, allows the 

implementation of the extended Safe Life 

Limits, in accordance with the instructions of 

Vulcanair SB 162, and requires the 

accomplishment of special inspections for 

the wing and stabilator structures, in 

accordance with the Aircraft Maintenance 

Manual (AMM) Supplement part number 

(P/N) NOR 10.771–52. 

The MCAI can be found in the AD 

docket on the Internet at: http://

www.regulations.gov/

#!documentDetail;D=FAA-2013-0602- 

0002. EASA AD No.: 2010–0051, dated 

March 25, 2010; Vulcanair S.p.A. 

Maintenance Manual Supplement 

NOR10.771–52, dated March 1, 2010; 

Vulcanair S.p.A. Service Bulletin No. 

162, dated March 1, 2010; Vulcanair 

S.p.A. Service Instruction No. 88, dated 

March 1, 2010; and Vulcanair S.p.A. 

Service Instruction No. 89, dated March 

1, 2010, base the extended safe life 

limits on repetitive inspections and 

other required preventive and corrective 

actions that under certain conditions 

allow flight with known cracks in 

critical structure. The FAA’s Small 

Airplane Directorate does not allow 

further flight with known cracks in 

critical structure without additional 

substantiating data. Advisory Circular 

(AC) 23–13A, Chapter 6, dated 

September 29, 2005, describes what 

additional data is required to allow 

flight with known cracks (found on the 

Internet at http://rgl.faa.gov/Regulatory_

and_Guidance_Library/

rgAdvisoryCircular.nsf). 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

have considered the comment received. 

James Staley supports the NPRM (78 FR 

41005, July 9, 2013). 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

as proposed except for minor editorial 

changes. We have determined that these 

minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (78 FR 

41005, July 9, 2013) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (78 FR 41005, 

July 9, 2013). 

Costs of Compliance 

We estimate that this AD will affect 

67 products of U.S. registry. We also 

estimate that it will take about 60 workhours per product to comply with the 

basic requirements of this AD. The 

average labor rate is $85 per work-hour. 

Based on these figures, we estimate 

the cost of the AD on U.S. operators to 

be $341,700, or $5,100 per product. 

We estimate that the wing 

replacement will take about 300 workhours and require parts costing 

$443,406, for a cost of $468,906 per 

product. Wing replacement is only 

required when the wing structure 

exceeds the safe life established in this 

AD. 

In addition, we estimate that any 

necessary follow-on actions for kit 

installation would take about 120 workhours and require parts costing $2,595, 

for a cost of $12,795 per product. We 

have no way of determining the number 

of products that may need these actions, 

but it would affect no more than 10 

airplanes. Therefore the highest fleet 

cost for these actions would be 

$127,950. 

Authority for This Rulemaking 

Title 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. 

We 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. 

Introduction and Purpose of This 

Analysis 

The Regulatory Flexibility Act of 1980 

(Pub. L. 96–354) (RFA) establishes ‘‘as a 

principle of regulatory issuance that 

agencies shall endeavor, consistent with 

the objectives of the rule and of 

applicable statutes, to fit regulatory and 

informational requirements to the scale 

of the businesses, organizations, and 

governmental jurisdictions subject to 

regulation. To achieve this principle, 

agencies are required to solicit and 


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consider flexible regulatory proposals 

and to explain the rationale for their 

actions to assure that such proposals are 

given serious consideration.’’ The RFA 

covers a wide-range of small entities, 

including small businesses, not-forprofit organizations, and small 

governmental jurisdictions. 

Agencies must perform a review to 

determine whether a rule will have a 

significant economic impact on a 

substantial number of small entities. If 

the agency determines that it will, the 

agency must prepare a regulatory 

flexibility analysis as described in the 

RFA. 

Final Regulatory Flexibility Analysis 

(FRFA) 

Section 604 of the Act requires 

agencies to prepare a final regulatory 

flexibility analysis (FRFA) describing 

the impact of final rules on small 

entities. 

Section 604(a) of the Act specifies the 

content of an FRFA. 

Each FRFA must contain: 

1. A statement of the need for, and 

objectives of, the rule; 

2. A statement of the significant issues 

raised by the public comments in 

response to the initial regulatory 

flexibility analysis, a statement of the 

assessment of the agency of such issues, 

and a statement of any changes made in 

the proposed rule as a result of such 

comments; 

3. The response of the agency to any 

comments filed by the Chief Counsel for 

Advocacy of the Small Business 

Administration in response to the 

proposed rule, and a detailed statement 

of any change made to the proposed rule 

in the final rule as a result of the 

comments; 

4. A description of and an estimate of 

the number of small entities to which 

the rule will apply or an explanation of 

why no such estimate is available; 

5. A description of the projected 

reporting, recordkeeping and other 

compliance requirements of the rule, 

including an estimate of the classes of 

small entities which will be subject to 

the requirement and the type of 

professional skills necessary for 

preparation of the report or record; and 

6. A description of the steps the 

agency has taken to minimize the 

significant economic impact on small 

entities consistent with the stated 

objectives of applicable statutes, 

including a statement of the factual, 

policy, and legal reasons for selecting 

the alternative adopted in the final rule 

and why each one of the other 

significant alternatives to the rule 

considered by the agency which affect 

the impact on small entities was 

rejected. 

1. Need for and Objective of This Final 

Rule 

This AD results from MCAI originated 

by EASA and will supersede AD 2008– 

24–11, Amendment 39–15751 (73 FR 

72314, November 28, 2008). AD 2008– 

24–11 established safe limits for the 

wing structure of Vulcanair P.68 series 

airplanes and requires repetitive 

inspection and repair of the wing and 

stabilator structures when the airplanes 

reach safe limits. Operation beyond 

existing conservative safe limits (with 

inspections and repair) is allowed 

pending establishment of final safe 

limits and a terminating action. 

This AD significantly increases wing 

structure life limits (in a few cases 

requiring kit modification of the wing 

structure) but establishes a terminating 

action requiring replacement of the 

wing structure and wing fuselage 

attachments and bolts when new 

established safe limits are reached. Prior 

to the wing structure safe life limit being 

reached, this AD also requires special 

inspections of the wing structure with 

time limits, since new, of 6,000, 12,000, 

and 18,000 flight hours. After the first 

special inspection subsequent 

inspections must be every 6000 flight 

hours thereafter. 

2. Response to Public Comments 

There were no public comments on 

the initial regulatory flexibility analysis 

(IRFA). 

3. Response to Comments by the Chief 

Counsel for Advocacy of the Small 

Business Administration 

There were no comments made by the 

Chief Counsel for Advocacy. 

4. A Description of and an Estimate of 

the Number of Small Entities to Which 

the Final Rule Will Apply 

This AD will affect 67 U.S.-registered 

airplanes, of which 40 are owned by 

corporations, 8 by individuals, 2 by the 

Federal Government, and 17 by state 

governments. 

Of the 48 airplanes owned by private 

entities, one trustee owns 3 airplanes, 

one trustee owns 2 airplanes, and two 

companies each own two airplanes. The 

remaining 39 airplanes are owned by 39 

corporations and individuals. The FAA 

believes that all, or nearly all, of these 

private sector owners are privately held 

small firms, for which we cannot obtain 

financial records. We conclude that the 

AD will affect a substantial number of 

small entities. 

5. Reporting, Record Keeping, and Other 

Compliance Requirements of the Final 

Rule 

Small entities will incur no new 

reporting and record-keeping 

requirements as a result of this AD. 

The additional requirements of this 

AD compared to AD 2008–24–11, 

Amendment 39–15751 (73 FR 72314, 

November 28, 2008) are the special wing 

structure inspections at 6,000, 12,000, 

and 18,000 flight hours; the terminating 

action to replace the wing structure 

when the wing structure safe limit is 

reached; and, for airplanes with serial 

numbers 1 through 256 for which a spar 

crack was found under previous 

Vulcanair SB65, replacement of the four 

main spar lower cap angles using 

Vulcanair Kit SB162. The costs of the 

required actions provided in this AD are 

as follows: 

Requirement Work-hours Labor cost Cost of 

materials Total cost 

Special inspections .......................................................................................... 60 $5,100 ........................ ........................

Wing structure replacement ............................................................................. 300 25,500 443,406 468,906 

Replacement of lower spar cap angles with kit SB162 (S/N 1–256) .............. 120 10,200 2,595 12,795 

Labor cost per hour is $85. The cost of crack repair is not provided in this AD. 

The requirement to replace the wing 

structure, at considerable cost, occurs 

when the airplanes are old and have low 

value, often less than the cost of wing 

structure replacement. Therefore, in 

many cases airplane retirement is the 

least cost alternative, in which case the 

effective cost of the requirement is the 

loss in airplane value net of salvage 

value. The requirement to replace the 

lower spar cap angles applies to at most 

ten U.S.-registered airplanes and only if 

a front spar crack was previously found 

under SB No. 65. The expected present 

value cost of this requirement is 


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minimal. The requirement for special 

inspections at 6,000, 12,000, and 18,000 

flight hours applies to all AD-affected 

airplanes. 

Economic Impact on Small Entities 

Since we have no financial 

information of the privately held firms 

that constitute most of the operators of 

the affected airplanes, we assess the 

economic impact of this AD using 

airplane values. As the Vulcanair P.68 

airplanes are not listed in the Aircraft 

Bluebook Price Digest, we undertook an 

internet search and found that the resale 

value of older P.68 airplanes, 

manufactured between 1975 and 1984 

ranged from about $80,000 to $300,000. 

Many of these airplanes will be subject 

to the special inspection at 6,000 flight 

hours or even the special inspection at 

12,000 flight hours. Using a significant 

economic impact criterion of 2 percent 

of airplane value, for operators of many 

of these airplanes there is a significant 

economic impact based on just one 

$5,100 inspection. Taking into account 

the present value cost of 2 to 3 possible 

future inspections and possible repair, 

as well as the present value cost of 

forced early retirement, there is a 

significant economic impact on most if 

not all of these operators. 

We therefore conclude that this AD 

will have a significant impact on a 

substantial number of small firms. 

6. Steps the Agency Has Taken To 

Minimize the Significant Economic 

Impact on Small Entities 

Because of an unsafe condition that is 

likely to exist or develop on the 

airplanes identified in this AD, there is 

no feasible significant alternative to 

requiring the actions of this AD. 

Therefore, there are no steps that the 

Agency can take to minimize the 

significant economic impact on small 

entities. 

Therefore, this AD will have a 

significant economic impact on a 

substantial number of small entities. 

Regulatory Findings 

We 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. 

For the reasons discussed above, I 

certify this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Is not a ‘‘significant rule’’ under 

the DOT Regulatory Policies and 

Procedures (44 FR 11034, February 26, 

1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will have a significant economic 

impact on a substantial number of small 

entities under the criteria of the 

Regulatory Flexibility Act. 

We prepared a summary of the costs 

to comply with this AD (and other 

information as included in the 

Regulatory Evaluation) and placed it in 

the AD Docket, which may be found on 

the Internet at: http://

www.regulations.gov/

#!docketDetail;D=FAA-2013-0602; or in 

person at the Document Management 

Facility, U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by 

removing Amendment 39–15751 (73 FR 

72314; November 28, 2008), and adding 

the following new AD: 

2014–10–01 Vulcanair S.p.A.: Amendment 

39–17848; Docket No. FAA–2013–0602; 

Directorate Identifier 2012–CE–010–AD. 

(a) Effective Date 

This airworthiness directive (AD) becomes 

effective June 18, 2014 

(b) Affected ADs 

This AD supersedes AD 2008–24–11, 

Amendment 39–15751 (73 FR 72314; 

November 28, 2008). 

(c) Applicability 

This AD applies to Vulcanair S.p.A. 

Models P 68, P 68B, P 68C, P 68C–TC, P 68 

‘‘OBSERVER,’’ P68TC ‘‘OBSERVER,’’ and 

P68 ‘‘OBSERVER 2’’ airplanes, serial 

numbers (S/N) 01 through 429, S/Ns 431 

through 452, and S/N 454, certificated in any 

category. 

(d) Subject 

Air Transport Association of America 

(ATA) Code 57: Wings. 

(e) Reason 

This AD was prompted by mandatory 

continuing airworthiness information (MCAI) 

originated by an aviation authority of another 

country to identify and correct an unsafe 

condition on an aviation product. The MCAI 

describes the unsafe condition as cracking 

and/or corrosion of the wing spar. We are 

issuing this AD to detect and correct cracking 

and corrosion of the wing spars, which, if not 

corrected, could result in structural failure of 

the wing. 

(f) Actions and Compliance 

Unless already done, do the following 

actions specified in paragraphs (f)(1) through 

(f)(8) of this AD, to include all 

subparagraphs. 

(1) Within 10 days after June 18, 2014] (the 

effective date of this AD), incorporate 

Vulcanair Aircraft, P68 Variants, 

Maintenance Manual Supplement 

NOR10.771–52, 1st Issue, dated March 1, 

2010, into the FAA-approved maintenance 

program (maintenance manual) following 

Vulcanair Aircraft, P68 Variants, Mandatory 

Service Bulletin No. 162, dated March 1, 

2010. 

(2) Within 10 days after June 18, 2014 (the 

effective date of this AD), determine the safe 

life limit of the wing structure as follows: 

(i) For all rows except rows (c) and (e) in 

table 1, of paragraph 1.3, of Vulcanair 

Aircraft, P68 Variants, Mandatory Service 

Bulletin No. 162, dated March 1, 2010, use 

the safe life limit specified in the appropriate 

row of the table; and 

(ii) For rows (c) and (e) in table 1, of 

paragraph 1.3, of Vulcanair Aircraft, P68 

Variants, Mandatory Service Bulletin No. 

162, dated March 1, 2010, before further 

flight, you must modify the wing structure 

following Vulcanair Aircraft, P68 Variants, 

Mandatory Service Bulletin No. 162, dated 

March 1, 2010. After modification, use the 

safe life limit specified in the appropriate 

row of the table. 

(3) Before reaching the life limit as 

determined in paragraph (f)(2) of this AD, 

before further flight, you must replace the 

wing structure and wing fuselage 

attachments and bolts with new ones. Do the 

replacement following Vulcanair Aircraft, 

P68 Variants, Maintenance Manual 

Supplement NOR10.771–52, 1st Issue, dated 

March 1, 2010, as specified in the 

instructions in WORK PROCEDURE, 

paragraph 2 of Vulcanair Aircraft, P68 

Variants, Mandatory Service Bulletin No. 

162, dated March 1, 2010. 

(4) Do an initial inspection of the wing 

structure as specified in the instructions in 

paragraph 2.1 of Vulcanair Aircraft, P68 

Variants, Mandatory Service Bulletin No. 

162, dated March 1, 2010, at the applicable 

times as specified in paragraphs (f)(4)(i) and 

(f)(4)(ii). Repetitively thereafter inspect and 

replace the wing structure following the 

limitations in Vulcanair Aircraft, P68 

Variants, Maintenance Manual Supplement 

NOR10.771–52, 1st Issue, dated March 1, 

2010. 

(i) For aircraft that have not exceeded the 

safe life limit hours time-in-service (TIS) on 

the wing structure as determined in 

paragraph (f)(2) of this AD: Before 


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accumulating 6,000 hours TIS on the wing 

structure or within 100 hours TIS after June 

18, 2014 (the effective date of this AD), 

whichever occurs later, follow Vulcanair 

Aircraft, P68 Variants, Maintenance Manual 

Supplement NOR10.771–52, 1st Issue, dated 

March 1, 2010. You may take ‘‘unless already 

done’’ credit for this inspection if inspected 

in compliance with AD 2008–24–11, 

Amendment 39–15751 (73 FR 72314; 

November 28, 2008); or 

(ii) For aircraft that have exceeded the safe 

life limit hours TIS on the wing structure as 

determined in paragraph (f)(2) of this AD: 

Within 100 hours TIS after June 18, 2014 (the 

effective date of this AD), follow Vulcanair 

Aircraft, P68 Variants, Mandatory Service 

Bulletin No. 162, dated March 1, 2010. 

(5) Before accumulating 8,500 hours TIS 

since new on the stabilator, within 500 hours 

TIS after January 2, 2009 (the effective date 

of AD 2008–24–11, Amendment 39–15751 

(73 FR 72314; November 28, 2008)), or within 

500 hours TIS from the last inspection done 

in compliance with AD 2008–24–11, 

whichever occurs later, do the initial 

inspection of the stabilator following 

paragraph 2.2 of Vulcanair Aircraft, P68 

Variants, Maintenance Manual Supplement 

NOR10.771–52, 1st Issue, dated March 1, 

2010, or Vulcanair Aircraft, P68 Variants, 

Mandatory Service Bulletin No. 120, 

Revision 1, dated June 7, 2006. Repetitively 

thereafter inspect the stabilator following the 

limitations in Vulcanair Aircraft, P68 

Variants, Maintenance Manual Supplement 

NOR10.771–52, 1st Issue, dated March 1, 

2010. 

(6) If any cracks are found during the 

inspections required in paragraphs (f)(4) and/ 

or (f)(5) of this AD, before further flight, 

modify the wing structure following 

Vulcanair Aircraft, P68 Variants, Mandatory 

Service Bulletin No. 162, dated March 1, 

2010. 

(7) For certain Model P 68 airplanes, AD 

2009–24–03, Amendment 39–16090 (74 FR 

62211, November 27, 2009) requires 

repetitive inspections of the front and rear 

wing spars for cracks and modification if 

cracks are found. The modification 

terminates the repetitive inspections required 

in AD 2009–24–03 and may be done 

regardless if cracks are found. The actions of 

AD 2009–24–03 are independent of this AD 

action and remain in effect. 

(8) EASA AD No.: 2010–0051, dated March 

25, 2010; Vulcanair Aircraft, P68 Variants, 

Maintenance Manual Supplement 

NOR10.771–52, 1st Issue, dated March 1, 

2010; Vulcanair Aircraft, P68 Variants, 

Mandatory Service Bulletin No. 162, dated 

March 1, 2010; Vulcanair S.p.A. Service 

Instruction No. 88, dated March 1, 2010; and 

Vulcanair S.p.A. Service Instruction No. 89, 

dated March 1, 2010, base the required 

preventive and corrective actions on allowing 

flight with known cracks in critical structure. 

The FAA’s Small Airplane Directorate does 

not allow further flight with known cracks in 

critical structure without additional 

substantiating data. Advisory Circular (AC) 

23–13A, Chapter 6, dated September 29, 

2005, describes what additional data is 

required to allow flight with known cracks 

(found on the Internet at http://rgl.faa.gov/

Regulatory_and_Guidance_Library/

rgAdvisoryCircular.nsf). 

(g) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, Standards Office, 

FAA, has the authority to approve AMOCs 

for this AD, if requested using the procedures 

found in 14 CFR 39.19. Send information to 

ATTN: Mike Kiesov, Aerospace Safety 

Engineer, FAA, Small Airplane Directorate, 

901 Locust, Kansas City, Missouri 64106; 

telephone: (816) 329–4144; fax: (816) 329– 

4090; email: mike.kiesov@faa.gov. Before 

using any approved AMOC on any airplane 

to which the AMOC applies, notify your 

appropriate principal inspector (PI) in the 

FAA Flight Standards District Office (FSDO), 

or lacking a PI, your local FSDO. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(h) Related Information 

Refer to MCAI European Aviation Safety 

Agency (EASA) AD No. 2010–0051, dated 

March 25, 2010, for related information. You 

may examine the MCAI in the AD docket on 

the Internet at: http://www.regulations.gov/

#!documentDetail;D=FAA-2013-0602-0002. 

You may also review Vulcanair S.p.A. 

Service Instruction No. 88, dated March 1, 

2010; and Vulcanair S.p.A. Service 

Instruction No. 89, dated March 1, 2010, for 

related information, which may be found 

using the information found in paragraph (i). 

(i) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(3) The following service information was 

approved for IBR on June 18, 2014 (the 

effective date of this AD). 

(i) Vulcanair Aircraft, P68 Variants, 

Mandatory Service Bulletin No. 162, dated 

March 1, 2010. 

(ii) Vulcanair Aircraft, P68 Variants, 

Maintenance Manual Supplement 

NOR10.771–52, 1st Issue, dated March 1, 

2010. 

(4) The following service information was 

approved for IBR on January 2, 2009. 

(i) Vulcanair Aircraft, P68 Variants, 

Mandatory Service Bulletin No. 120, 

Revision 1, dated June 7, 2006. 

(ii) Reserved. 

(5) For service information identified in 

this AD, contact Vulcanair Airworthiness 

Office, Via G Pascoli, 7, 80026 Casoria, Italy; 

phone: +39 081 59 18 135; fax: +39 081 59 

18 172; email: airworthiness@vulcanair.com; 

Internet: http://www.vulcanair.com/pageview.php?pagename=Service Bulletins. 

(6) You may review copies of the 

referenced service information at the FAA, 

Small Airplane Directorate, 901 Locust, 

Kansas City, Missouri 64106. For information 

on the availability of this material at the 

FAA, call (816) 329–4148. 

(7) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http://

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Kansas City, Missouri, on April 

30, 2014. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2014–10789 Filed 5–13–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF DEFENSE 

Office of the Secretary 

32 CFR PART 241 

[Docket ID: DOD–2014–OS–0052; RIN 0790– 

AJ27] 

Pilot Program for the Temporary 

Exchange of Information Technology 

Personnel 

AGENCY: Department of Defense (DoD), 

Office of the DoD Chief Information 

Officer (DoD CIO). 

ACTION: Final rule. 

SUMMARY: This part assigns 

responsibilities and provides 

procedures for implementing a Pilot 

Program for the Temporary Exchange of 

Information Technology Personnel, 

known as the Information Technology 

Exchange Program pilot. This Pilot is 

envisioned to promote the interchange 

of DoD and private sector IT 

professionals to enhance skills and 

competencies. Given the changing 

workforce dynamics in the IT field, DoD 

needs to take advantage of these types 

of professional development programs 

to proactively position itself to keep 

pace with the changes in technology. 

The ITEP pilot will serve the public 

good by enhancing the DoD IT 

workforce skills to protect and defend 

our nation. The ITEP Pilot expired 

September 31, 2013. Congress has 

extended the expiration date to 

September 30, 2018, and the reporting 

requirements through 2018. This final 

rule makes amendments to the current 

DoD ITEP regulation to update these 

dates. 

DATES: This rule is effective May 14, 

2014. 


emcdonald on DSK67QTVN1PROD with RULES