8350 Federal Register / Vol. 79, No. 29 / Wednesday, February 12, 2014 / Proposed Rules 

To develop the NES, DOE calculates 

annual energy consumption for the base 

case and each standards case. DOE 

calculates the annual energy 

consumption in each year using per-unit 

average annual energy use data 

multiplied by projected shipments. 

To develop the national NPV of 

consumer benefits from potential 

standards, DOE calculates annual 

energy expenditures and annual product 

expenditures for the base case and the 

standards cases. DOE calculates total 

annual energy expenditures using data 

on annual energy consumption in each 

case, forecasted average annual energy 

prices, and shipment projections. The 

difference each year between energy bill 

savings and increased product 

expenditures is the net savings or net 

costs. 

A key component of DOE’s estimates 

of NES and NPV is the product energy 

efficiency forecasted over time for the 

base case and for each of the standards 

cases. To project a base-case shipmentweighted efficiency (SWEF) trend for 

each product class, DOE will consider 

recent trends in efficiency and input 

from stakeholders. To estimate the 

impact that standards have in the year 

compliance becomes required, in the 

April 2009 Final Rule, DOE used a ‘‘rollup’’ scenario which assumes that 

product efficiencies in the base case that 

do not meet the standard level under 

consideration would ‘‘roll up’’ to meet 

the new standard level and product 

shipments at efficiencies above the 

standard level under consideration are 

not affected. DOE intends to use the 

same method for conducting the NIA for 

this rulemaking. 

Issue I.1 DOE seeks historical SWEF 

data for cooking products by product 

class. DOE also seeks historical market 

share data showing the percentages of 

product shipments by efficiency level. 

J. Submission of Comments 

DOE invites all interested parties to 

submit in writing by March 14, 2014, 

comments and information on matters 

addressed in this notice and on other 

matters relevant to DOE’s consideration 

of new or amended energy 

conservations standards for residential 

conventional cooking products. After 

the close of the comment period, DOE 

will begin collecting data, conducting 

the analyses, and reviewing the public 

comments, as needed. These actions 

will be taken to aid in the development 

of a NOPR for residential conventional 

cooking products if DOE decides to 

amend the standards for such products. 

DOE considers public participation to 

be a very important part of the process 

for developing test procedures and 

energy conservation standards. DOE 

actively encourages the participation 

and interaction of the public during the 

comment period in each stage of the 

rulemaking process. Interactions with 

and between members of the public 

provide a balanced discussion of the 

issues and assist DOE in the rulemaking 

process. Anyone who wishes to be 

added to the DOE mailing list to receive 

future notices and information about 

this rulemaking should contact Ms. 

Brenda Edwards at (202) 586–2945, or 

via email at Brenda.Edwards@

ee.doe.gov. 

Issued in Washington, DC, on February 6, 

2014. 

Kathleen B. Hogan, 

Deputy Assistant Secretary for Energy 

Efficiency, Energy Efficiency and Renewable 

Energy. 

[FR Doc. 2014–03086 Filed 2–11–14; 8:45 am] 

BILLING CODE 6450–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0077; Directorate 

Identifier 2013–CE–021–AD] 

RIN 2120–AA64 

Airworthiness Directives; Air Tractor, 

Inc. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede 

Airworthiness Directive (AD) 2010–17– 

18 R1, which applies to certain Air 

Tractor, Inc. Models AT–802 and AT– 

802A airplanes. AD 2010–17–18 R1 

currently requires repetitively 

inspecting (using the eddy current 

method) the two outboard fastener holes 

in both of the wing main spar lower 

caps at the center splice joint for cracks; 

repairing or replacing any cracked spar; 

changing the safe life for certain serial 

number ranges; and sending the 

inspection results, only if cracks are 

found, to the FAA. Since we issued AD 

2010–17–18 R1, we have determined 

that the safe life for the wing main spar 

lower caps should apply to all AT–802 

and AT–802A airplanes regardless of 

configuration or operational use. This 

proposed AD would retain all actions of 

AD 2010–17–18 R1 and expand the 

applicability to include all serial 

numbers regardless of configuration or 

operational use. We are proposing this 

AD to correct the unsafe condition on 

these products. 

DATES: We must receive comments on 

this proposed AD by March 31, 2014. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Air Tractor, 

Inc., P.O. Box 485, Olney, Texas 76374; 

telephone: (940) 564–5616; fax: (940) 

564–5612; email: 

airmail@airtractor.com; Internet: 

www.airtractor.com. 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. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov by searching for 

and locating it in Docket No. FAA– 

2014–0077; 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 proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: (800) 647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Andrew McAnaul, Aerospace Engineer, 

ASW–150 (c/o MIDO–43), 10100 

Reunion Place, Suite 650, San Antonio, 

Texas 78216; phone: (210) 308–3365; 

fax: (210) 308–3370; email: 

andrew.mcanaul@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2014–0077; Directorate Identifier 


tkelley on DSK3SPTVN1PROD with PROPOSALS
Federal Register / Vol. 79, No. 29 / Wednesday, February 12, 2014 / Proposed Rules 8351 

2013–CE–021–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

On December 16, 2010, we issued AD 

2010–17–18 R1, Amendment 39–16552 

(75 FR 82219, December 30, 2010) (‘‘AD 

2010–17–18 R1’’), for certain Air Tractor 

Models AT–802 and AT–802A 

airplanes. AD 2010–17–18 R1 requires 

repetitively inspecting (using the eddy 

current method) the two outboard 

fastener holes in both of the wing main 

spar lower caps at the center splice joint 

for cracks; repairing or replacing any 

cracked spar; changing the safe life for 

certain serial number ranges; and 

sending the inspection results, only if 

cracks are found, to the FAA. 

AD 2010–17–18 R1 resulted from our 

evaluation of a comment from David 

Ligon, Air Tractor, and our 

determination that we should reduce 

the applicability from that already 

required by AD 2010–17–18, 

Amendment 39–16412 (75 FR 52255, 

August 25, 2010) (‘‘AD 2010–17–18’’), 

because the safe life limit already 

existed through other regulatory 

methods for airplanes equipped for 

agricultural dispersal beginning with 

serial number (SN) –0270. 

Therefore, the Applicability section of 

AD 2010–17–18 R1 was changed to SNs 

–0001 through –0269 that are 

certificated in any category and engaged 

in agricultural dispersal operations. AD 

2010–17–18 R1 included those airplanes 

that had been converted from 

firefighting to agricultural dispersal or 

airplanes that convert between 

firefighting and agricultural dispersal, 

not equipped with the factory-supplied 

computerized fire gate P/N 80540 and 

not engaged in only full-time 

firefighting. 

We issued AD 2010–17–18 R1 to 

detect and correct cracks in the wing 

main spar lower cap at the center splice 

joint, which could result in failure of 

the spar cap and lead to wing separation 

and loss of control. 

Actions Since AD 2010–17–18 R1 Was 

Issued 

Since we issued AD 2010–17–18 R1, 

we have further determined that we do 

not have sufficient information to show 

what, if any, fatigue development and 

crack growth differences there are 

between the different operating 

environments. Airplanes without 

agricultural dispersal equipment, used 

in such operations as firefighting and 

patrol, all share the same wing main 

spar design and may develop the same 

fatigue cracks that are addressed in AD 

2010–17–18 R1. Since we do not have 

information to determine that the 

operating environments for the 

agricultural, firefighting, and patrol 

airplanes affect the wing fatigue life 

differently, we consider it appropriate to 

treat all Models AT–802 and AT–802A 

airplanes similar regardless of how the 

airplane is configured or operated. 

Relevant Service Information 

Snow Engineering Co. has not issued 

any new service information to address 

the issue of this proposed AD. We retain 

the incorporation by reference of all the 

service information incorporated into 

AD 2010–17–18 R1 into this proposed 

AD. That service information describes 

procedures for addressing the unsafe 

condition. 

FAA’s Determination 

We are proposing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 

Proposed AD Requirements 

This proposed AD would retain all 

requirements of AD 2010–17–18 R1 and 

add airplanes to the Applicability 

section as previously discussed. 

Costs of Compliance 

We estimate that this proposed AD 

affects 154 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this proposed AD. 

However, the only difference in the 

costs presented below and the costs 

associated with AD 2010–17–18 R1 is 

the proposed addition of 33 airplanes, 

from 121 to 154, and the corresponding 

costs associated with those 33 airplanes: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. 

operators 

Eddy current inspection ... $500 to $800 ........................... Not Applicable ................. $500 to $800 ................... $77,000 to $123,200. 

Spar cap replacement 

(two spars).

495 work-hours × $85 per hour 

= $42,075.

$39,100 (two spars) ........ $81,175 ........................... $12,500,950. 

We estimate the following costs to do 

any necessary repairs/modifications that 

would be required based on the results 

of the proposed inspections. We have no 

way of determining the number of 

aircraft that might need these repairs/

modifications: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Center splice plate installation .............................. 185 work-hours × $85 per hour = $15,725 .......... $4,300 ........................... $20,025 

Extended splice block installation ......................... 70 work-hours × $85 per hour = $5,950 .............. $3,200 ........................... 9,150 

Cold-work lower spar cap fastener holes ............. 16 work-hours × $85 per hour = $1,360 .............. Not Applicable ............... 1,360 


tkelley on DSK3SPTVN1PROD with PROPOSALS
8352 Federal Register / Vol. 79, No. 29 / Wednesday, February 12, 2014 / Proposed Rules 

Paperwork Reduction Act 

A federal agency may not conduct or 

sponsor, and a person is not required to 

respond to, nor shall a person be subject 

to penalty for failure to comply with a 

collection of information subject to the 

requirements of the Paperwork 

Reduction Act unless that collection of 

information displays a current valid 

OMB control number. The control 

number for the collection of information 

required by this proposed AD is 2120– 

0056. The paperwork cost associated 

with this proposed AD is detailed in the 

Costs of Compliance section of this 

document and includes time for 

reviewing instructions, as well as 

completing and reviewing the collection 

of information. Therefore, all reporting 

associated with this proposed AD is 

mandatory. Comments concerning the 

accuracy of this burden and suggestions 

for reducing the burden should be 

directed to the FAA at 800 

Independence Ave. SW., Washington, 

DC 20591, ATTN: Information 

Collection Clearance Officer, AES–200. 

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. 

Regulatory Findings 

We have determined that this 

proposed AD would not have federalism 

implications under Executive Order 

13132. This proposed AD would 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 that the proposed regulation: 

(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 not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 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 Airworthiness Directive (AD) 

2010–17–18 R1, Amendment 39–16552 

(75 FR 82219, December 30, 2010), and 

adding the following new AD: 

Air Tractor, Inc.: Docket No. FAA–2014– 

0077; Directorate Identifier 2013–CE– 

021–AD. 

(a) Comments Due Date 

The FAA must receive comments on this 

AD action by March 31, 2014. 

(b) Affected ADs 

This AD supersedes AD 2010–17–18 R1, 

Amendment 39–16552 (75 FR 82219, 

December 30, 2010) (‘‘AD 2010–17–18 R1’’). 

(c) Applicability 

This AD applies to Air Tractor, Inc. Models 

AT–802 and AT–802A airplanes, all serial 

numbers that are certificated in any category. 

(d) Subject 

Joint Aircraft System Component (JASC)/

Air Transport Association (ATA) of America 

Code 57: Wings. 

(e) Unsafe Condition 

This AD was prompted by our 

determination that there is a need to establish 

a safe life for the wing main spar lower caps 

on all airplanes regardless of configuration or 

operational use. We are issuing this AD to 

detect and correct cracks in the wing main 

spar lower cap at the center splice joint, 

which could result in failure of the spar cap 

and lead to wing separation and loss of 

control of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified in paragraphs (g) 

through (l) of this AD, including all 

subparagraphs, unless already done 

(compliance with AD 2010–17–18 R1). 

(g) Actions for Airplanes Serial Numbers 

(SNs)—0001 Through –0091 

(1) Eddy current inspect the center splice 

joint outboard two fastener holes in both the 

left and right wing main spar lower caps for 

cracks at the compliance times specified in 

paragraphs (g)(1)(i) or (g)(1)(ii) of this AD. Do 

the inspections following Snow Engineering 

Co. Process Specification #197, page 1, 

revised June 4, 2002; pages 2 through 4, 

dated February 23, 2001; and page 5, dated 

May 3, 2002. 

(i) For airplanes previously affected by AD 

2010–17–18 R1: Initially inspect upon 

reaching 1,700 hours time-in-service (TIS) or 

within the next 50 hours TIS after April 21, 

2006 (the effective date retained from AD 

2006–08–09, Amendment 39–14565 (71 FR 

27794, May 12, 2006)), whichever occurs 

later. Repetitively thereafter inspect at 

intervals not to exceed 800 hours TIS unless 

you installed the center splice plate and 

extended 8-bolt splice blocks before 

September 9, 2010 (the effective date retained 

from AD 2010–17–18, Amendment 39–16412 

(75 FR 52255, August 25, 2010)) (‘‘AD 2010– 

17–18’’), then repetitively inspect following 

the compliance times in table 1 of paragraph 

(g)(5) of this AD. 

(ii) For airplanes not previously affected by 

AD 2010–17–18 R1: Initially inspect upon 

reaching 1,700 hours TIS or within the next 

50 hours TIS after the effective date of this 

AD, whichever occurs later. Repetitively 

thereafter inspect at intervals not to exceed 

800 hours TIS unless you installed the center 

splice plate and extended 8-bolt splice blocks 

before the effective date of this AD, then 

repetitively inspect following the compliance 

times in table 2 of paragraph (g)(5) of this AD. 

(2) If any cracks are found as a result of any 

inspection required in paragraph (g)(1) of this 

AD, before further flight after the inspection 

where a crack was found, do the actions 

specified in paragraphs (g)(2)(i) or (g)(2)(ii) of 

this AD. If you repair your airplane following 

paragraph (g)(2)(i) of this AD before the 

airplane reaches a total of 3,200 hours TIS, 

you must do the eddy current inspections 

following the compliance times in table 1 

and table 2 of paragraph (g)(5) of this AD, as 

applicable. If you repair your airplane 

following paragraph (g)(2)(i) of this AD at 

3,200 hours TIS or after, this repair 

terminates the repetitive inspections required 

in this AD. 

(i) For cracks that can be removed by 

repair, install center splice plate, P/N 20997– 

2, and extended 8-bolt splice blocks, P/N 

20985–1/-2; cold-work the lower spar cap 

fastener holes; and eddy current inspect the 

center splice joint outboard two fastener 

holes in both the left and right wing main 

spar lower caps for cracks. This eddy current 

inspection is required as part of the 

modification and is separate from the 

inspections required in paragraph (g)(1) of 

this AD. Incorporating this repair 

modification extends the safe life of the wing 

main spar lower cap to a total of 8,000 hours 

TIS. Do the repair following Snow 

Engineering Co. Service Letter #284, dated 


tkelley on DSK3SPTVN1PROD with PROPOSALS
Federal Register / Vol. 79, No. 29 / Wednesday, February 12, 2014 / Proposed Rules 8353 

October 4, 2009; Snow Engineering Co. 

Process Specification #197, page 1, revised 

June 4, 2002; pages 2 through 4, dated 

February 23, 2001; and page 5, dated May 3, 

2002; Snow Engineering Co. Drawing 

Number 20995, Sheet 2, Rev. D., dated 

November 25, 2005; and Snow Engineering 

Co. Service Letter #240, dated September 30, 

2004. 

(ii) For cracks that cannot be repaired by 

incorporating the repair modification 

specified in paragraph (g)(2)(i) of this AD, 

replace the lower spar caps and associated 

parts listed following paragraph (g)(3) of this 

AD. 

(3) Replace the wing main spar lower caps, 

the web plates, the center joint splice blocks 

and hardware, and the wing attach angles 

and hardware, and install the steel web 

splice plate at whichever of the compliance 

times specified in paragraphs (g)(3)(i), 

(g)(3)(ii), or (g)(3)(iii) of this AD that occurs 

first. If the wing main spar lower cap was 

replaced with P/N 21118–1/-2, the new spar 

safe life is 11,700 hours TIS. If the wing main 

spar lower cap was replaced with P/N 

21083–1/–2 before September 9, 2010 (the 

effective date retained from AD 2010–17–18), 

the safe life for that P/N spar cap is 8,000 

hours TIS until the wing main spar lower cap 

is replaced with P/N 21118–1/–2. This 

replacement terminates the inspections 

required in this AD. Do the replacement 

following Snow Engineering Co. Service 

Letter #284, dated October 4, 2009; Snow 

Engineering Co. Service Letter #80GG, 

revised December 21, 2005; and Snow 

Engineering Co. Drawing Number 20975, 

Sheet 4, Rev. A, dated January 7, 2009. 

(i) For all airplanes: Before further flight 

when cracks are found that cannot be 

repaired by incorporating the repair 

modification specified in paragraph (g)(2)(i) 

of this AD. 

(ii) For airplanes previously affected by AD 

2010–17–18 R1: Before or when the airplane 

reaches the wing main spar lower cap safe 

life of a total of 4,100 hours TIS or within 

the next 50 hours TIS after September 9, 2010 

(the effective date retained from AD 2010– 

17–18), whichever occurs later. 

(iii) For airplanes not previously affected 

by AD 2010–17–18 R1: Before or when the 

airplane reaches the wing main spar lower 

cap safe life of a total of 4,100 hours TIS or 

within the next 50 hours TIS after the 

effective date of this AD, whichever occurs 

later. 

(4) To extend the initial 4,100-hour TIS 

safe life of the wing main spar lower cap to 

a total of 8,000 hours TIS, you may 

incorporate the repair modification specified 

in paragraph (g)(2)(i) of this AD between 

3,200 hours TIS and 4,100 hours TIS. This 

modification terminates the repetitive 

inspections required in paragraphs (g)(1)(i) 

and (g)(1)(ii) of this AD, unless you do the 

modification before the airplane reaches a 

total of 3,200 hours TIS to repair cracks. 

(5) If you modified your airplane to repair 

cracks before the airplane reached a total of 

3,200 hours TIS, as required in paragraph 

(g)(2)(i) of this AD, or you previously 

modified your wing to extend the safe life but 

did not cold work the lower spar cap fastener 

holes, you must do the eddy current 

inspections required in paragraph (g)(1) of 

this AD following the compliance times 

specified in table 1 or table 2 of paragraph 

(g)(5) of this AD, as applicable. 

TABLE 1 OF PARAGRAPH (g)(5)—MODIFIED AIRPLANES PREVIOUSLY AFFECTED BY AD 2010–17–18 R1 EDDY CURRENT

INSPECTION COMPLIANCE TIMES

Condition of the airplane Initially inspect Repetitively thereafter inspect at intervals not 

to exceed 

(i) If the airplane already has the center splice 

plate and extended 8–bolt splice blocks installed at or after 3,200 hours TIS but the 

fastener holes have not been cold worked. 

You may cold work the fastener holes at any 

time to terminate the repetitive inspection requirements of this paragraph.

When the airplane reaches a total of 2,400 

hours TIS after the modification or within 

the next 100 days after September 9, 2010 

(the effective date retained from AD 2010– 

17–18), whichever occurs later.

1,200 hours TIS until the 8,000 hours TIS 

spar replacement time. 

(ii) Before reaching 3,200 hours TIS, the airplane had the center splice plate and extended 8-bolt splice blocks already installed 

but the fastener holes have not been cold 

worked.

When the airplane reaches a total of 2,400 

hours TIS after the modification or within 

the next 100 days after September 9, 2010 

(the effective date retained from AD 2010– 

17–18), whichever occurs later.

1,200 hours TIS. Upon reaching 4,800 hours 

TIS after the modification, repetitively thereafter inspect at intervals not to exceed 600 

hours TIS until the 8,000 hours TIS spar replacement time. 

(iii) Before reaching 3,200 hours TIS, the airplane had the center splice plate and extended 8-bolt splice blocks installed and the 

fastener holes have been cold worked.

When the airplane reaches a total of 4,800 

hours TIS after the modification or within 

the next 100 days after September 9, 2010 

(the effective date retained from AD 2010– 

17–18), whichever occurs later.

600 hours TIS until the 8,000 hours TIS spar 

replacement time. 

TABLE 2 OF PARAGRAPH (g)(5)—MODIFIED AIRPLANES NOT PREVIOUSLY AFFECTED BY AD 2010–17–18 R1 EDDY

CURRENT INSPECTION COMPLIANCE TIMES

Condition of the airplane Initially inspect Repetitively thereafter inspect at intervals not 

to exceed 

(i) If the airplane already has the center splice 

plate and extended 8-bolt splice blocks installed at or after 3,200 hours TIS but the 

fastener holes have not been cold worked. 

You may cold work the fastener holes at any 

time to terminate the repetitive inspection requirements of this paragraph.

When the airplane reaches a total of 2,400 

hours TIS after the modification or within 

the next 50 hours TIS after the effective 

date of this AD, whichever occurs later.

1,200 hours TIS until the 8,000 hours TIS 

spar replacement time. 

(ii) Before reaching 3,200 hours TIS, the airplane had the center splice plate and extended 8-bolt splice blocks already installed 

but the fastener holes have not been cold 

worked.

When the airplane reaches a total of 2,400 

hours TIS after the modification or within 

the next 50 hours TIS after the effective 

date of this AD, whichever occurs later.

1,200 hours TIS. Upon reaching 4,800 hours 

TIS after the modification, repetitively thereafter inspect at intervals not to exceed 600 

hours TIS until the 8,000 hours TIS spar replacement time. 


tkelley on DSK3SPTVN1PROD with PROPOSALS
8354 Federal Register / Vol. 79, No. 29 / Wednesday, February 12, 2014 / Proposed Rules 

TABLE 2 OF PARAGRAPH (g)(5)—MODIFIED AIRPLANES NOT PREVIOUSLY AFFECTED BY AD 2010–17–18 R1 EDDY

CURRENT INSPECTION COMPLIANCE TIMES—Continued 

Condition of the airplane Initially inspect Repetitively thereafter inspect at intervals not 

to exceed 

(iii) Before reaching 3,200 hours TIS, the airplane had the center splice plate and extended 8-bolt splice blocks installed and the 

fastener holes have been cold worked.

When the airplane reaches a total of 4,800 

hours TIS after the modification or within 

the next 50 hours TIS after the effective 

date of this AD), whichever occurs later.

600 hours TIS until the 8,000 hours TIS spar 

replacement time. 

(6) If you find any cracks during any 

inspection required by paragraph (g)(5) of 

this AD, before further flight, replace the 

lower spar caps and the associated parts 

following the procedures identified in 

paragraph (g)(3) of this AD. 

(h) Actions for Airplanes SNs –0092 Through 

–0101 

(1) Eddy current inspect the center splice 

joint outboard two fastener holes in both the 

left and right wing main spar lower caps for 

cracks at the compliance times specified in 

paragraphs (h)(1)(i) or (h)(1)(ii) of this AD. Do 

the inspections following Snow Engineering 

Co. Service Letter #284, dated October 4, 

2009; and Snow Engineering Co. Process 

Specification #197, page 1, revised June 4, 

2002; pages 2 through 4, dated February 23, 

2001; and page 5, dated May 3, 2002. 

(i) For airplanes previously affected by AD 

2010–17–18 R1: Initially inspect upon 

reaching 1,700 hours TIS or within the next 

50 hours TIS after September 9, 2010 (the 

effective date retained from AD 2010–17–18), 

whichever occurs later. Repetitively 

thereafter inspect at intervals not to exceed 

800 hours TIS unless the center splice plate, 

P/N 20994–2, is installed, then repetitively 

inspect at intervals not to exceed 2,000 hours 

TIS. 

(ii) For airplanes not previously affected by 

AD 2010–17–18 R1: Initially inspect upon 

reaching 1,700 hours TIS or within the next 

50 hours TIS after the effective date of this 

AD, whichever occurs later. Repetitively 

thereafter inspect at intervals not to exceed 

800 hours TIS unless the center splice plate, 

P/N 20994–2, is installed, then repetitively 

inspect at intervals not to exceed 2,000 hours 

TIS. 

(2) If any cracks are found as a result of any 

inspection required by paragraph (h)(1) of 

this AD, before further flight after the 

inspection where a crack was found, do the 

actions specified in paragraphs (h)(2)(i) or 

(h)(2)(ii) of this AD. 

(i) For cracks that can be removed by 

repair, install the 9-bolt splice blocks; coldwork the lower spar cap fastener holes; 

install the center splice plate, P/N 20994–2, 

if not already installed; and eddy current 

inspect the center splice joint outboard two 

fastener holes in both the left and right wing 

main spar lower caps for cracks. This eddy 

current inspection is required as part of the 

repair and is separate from the inspections 

required in paragraph (h)(1) of this AD. 

Incorporating this repair modification 

extends the safe life of the wing main spar 

lower cap to a total of 8,000 hours TIS and 

terminates the repetitive inspections required 

in this AD. Do the repair following Snow 

Engineering Co. Service Letter #284, dated 

October 4, 2009; Snow Engineering Co. 

Process Specification #197, page 1, revised 

June 4, 2002; pages 2 through 4, dated 

February 23, 2001; and page 5, dated May 3, 

2002; Snow Engineering Co. Service Letter 

#281, dated August 1, 2009; and Snow 

Engineering Co. Drawing Number 20995, 

Sheet 3, dated November 25, 2005. 

(ii) For cracks that cannot be repaired by 

incorporating the repair modification 

specified in paragraph (h)(2)(i) of this AD, 

replace the lower spar caps and associated 

parts listed following paragraph (h)(3) of this 

AD. 

(3) Replace the wing main spar lower caps, 

the web plates, the center joint splice blocks 

and hardware, and the wing attach angles 

and hardware, and install the steel web 

splice plate at whichever of the compliance 

times specified in paragraphs (h)(3)(i), 

(h)(3)(ii), or (h)(3)(iii) of this AD that occurs 

first. If the wing main spar lower cap is 

replaced with P/N 21118–1/–2, the new spar 

safe life is 11,700 hours TIS. If the wing main 

spar lower cap was replaced with P/N 

21083–1/–2 before September 9, 2010 (the 

effective date retained from AD 2010–17–18), 

the safe life for that P/N spar cap is 8,000 

hours TIS until the wing main spar lower cap 

is replaced with P/N 21118–1/–2. This 

replacement terminates the inspections 

required in this AD. Do the replacement 

following Snow Engineering Co. Service 

Letter #284, dated October 4, 2009; Snow 

Engineering Co. Service Letter #80GG, 

revised December 21, 2005; and Snow 

Engineering Co. Drawing Number 20975, 

Sheet 4, Rev. A, dated January 7, 2009. 

(i) For all airplanes: Before further flight 

when cracks are found that cannot be 

repaired by incorporating the modification 

specified in paragraph (h)(2)(i) of this AD. 

(ii) For airplanes previously affected by AD 

2010–17–18 R1: Before or when the airplane 

reaches the wing main spar lower cap safe 

life of a total of 4,100 hours TIS or within 

the next 50 hours TIS after September 9, 2010 

(the effective date retained from AD 2010– 

17–18), whichever occurs later. 

(iii) For airplanes not previously affected 

by AD 2010–17–18 R1: Before or when the 

airplane reaches the wing main spar lower 

cap safe life of a total of 4,100 hours TIS or 

within the next 50 hours TIS after the 

effective date of this AD, whichever occurs 

later. 

(4) To extend the initial 4,100-hour TIS 

safe life of the wing main spar lower cap to 

a total of 8,000 hours TIS, before the airplane 

reaches a total of 4,100 hours TIS, as long as 

no cracks are found during any inspection 

required in paragraph (h)(1) of this AD, 

install center splice plate, P/N 20994–2, if 

not already installed as part of a repair; coldwork the lower spar cap fastener holes; and 

eddy current inspect the center splice joint 

outboard two fastener holes in both the left 

and right wing main spar lower caps for 

cracks. This eddy current inspection is 

required as part of the modification and is 

separate from the inspections required in 

paragraph (h)(1) of this AD. After installing 

P/N 20994–2, eddy current inspect the center 

splice joint outboard two fastener holes in 

both the left and right wing main spar lower 

caps for cracks repetitively at intervals not to 

exceed 2,000 hours TIS following the 

procedures specified in paragraph (h)(1) of 

this AD. Do the modification following Snow 

Engineering Co. Service Letter #284, dated 

October 4, 2009; Snow Engineering Co. 

Process Specification #197, page 1, revised 

June 4, 2002; pages 2 through 4, dated 

February 23, 2001; and page 5, dated May 3, 

2002; Snow Engineering Co. Drawing 

Number 20975, Sheet 4, Rev. A., dated 

January 7, 2009; and Snow Engineering Co. 

Service Letter #245, dated April 25, 2005. 

(i) For airplanes previously affected by AD 

2010–17–18 R1: As of September 9, 2010 (the 

effective date retained from AD 2010–17–18), 

if you have already exceeded the 4,100-hour 

TIS threshold for extending the safe life to 

8,000 hours TIS, you may be eligible for an 

alternative method of compliance following 

paragraph (o) in this AD. 

(ii) For airplanes not previously affected by 

AD 2010–17–18 R1: As of the effective date 

of this AD, if you have already exceeded the 

4,100-hour TIS threshold for extending the 

safe life to 8,000 hours TIS, you may be 

eligible for an alternative method of 

compliance following paragraph (o) in this 

AD. 

(5) If any cracks are found as a result of the 

eddy current inspection required by 

paragraph (h)(4) of this AD, do the actions 

specified in paragraphs (h)(5)(i) or (h)(5)(ii) of 

this AD. 

(i) For cracks that can be removed by 

repair, install the 9-bolt splice blocks, coldwork the lower spar cap fastener holes, and 

eddy current inspect the center splice joint 

outboard two fastener holes in both the left 

and right wing main spar lower caps for 

cracks. This eddy current inspection is 

required as part of the modification and is 

separate from the inspections required in 

paragraph (h)(1) of this AD. Incorporating 

this repair modification terminates the 

repetitive inspections required in paragraph 

(h)(4) of this AD. Do the repair following 

Snow Engineering Co. Service Letter #284, 

dated October 4, 2009; and Snow Engineering 

Co. Process Specification #197, page 1, 


tkelley on DSK3SPTVN1PROD with PROPOSALS
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revised June 4, 2002; pages 2 through 4, 

dated February 23, 2001; and page 5, dated 

May 3, 2002; Snow Engineering Co. Service 

Letter #281, dated August 1, 2009; and Snow 

Engineering Co. Drawing Number 20995, 

Sheet 3, dated November 25, 2005. 

(ii) For cracks that cannot be repaired by 

incorporating the repair modification 

specified in paragraph (h)(5)(i) of this AD, 

replace the lower spar caps and associated 

parts listed following paragraph (h)(3) of this 

AD. 

(i) Actions for Airplanes, SNs –0102 through 

–0178 

(1) Eddy current inspect the center splice 

joint outboard two fastener holes in both the 

left and right wing main spar lower caps for 

cracks at the compliance times specified in 

table 3 or table 4 of paragraph (i)(1) of this 

AD, as applicable. Do the inspections 

following Snow Engineering Co. Process 

Specification #197, page 1, revised June 4, 

2002; pages 2 through 4, dated February 23, 

2001; and page 5, dated May 3, 2002; Snow 

Engineering Co. Service Letter #245 dated 

April 25, 2005; Snow Engineering Co. Service 

Letter #284, dated October 4, 2009. 

TABLE 3 OF PARAGRAPH (i)(1)—MODIFIED AIRPLANES PREVIOUSLY AFFECTED BY AD 2010–17–18 R1 EDDY CURRENT

INSPECTION COMPLIANCE TIMES

Condition of the airplane Initially inspect Repetitively thereafter inspect at intervals not 

to exceed 

(i) If the center splice joint outboard two fastener holes in both the left and right wing 

main spar lower caps have not been cold 

worked.

When the airplane reaches a total of 5,500 

hours TIS or within the next 50 hours TIS 

after September 9, 2010 (the effective date 

retained from AD 2010–17–18), whichever 

occurs later.

1,100 hours TIS until the 8,000 hours TIS 

spar replacement time. 

(ii) If the center splice joint outboard two fastener holes in both the left and right wing 

main spar lower caps have been cold worked.

When the airplane reaches a total of 5,500 

hours TIS or within the next 50 hours TIS 

after September 9, 2010 (the effective date 

retained from AD 2010–17–18), whichever 

occurs later.

2,200 hours TIS until the 8,000 hours TIS 

spar replacement time. 

TABLE 4 OF PARAGRAPH (i)(1)—MODIFIED AIRPLANES NOT PREVIOUSLY AFFECTED BY AD 2010–17–18 R1 EDDY

CURRENT INSPECTION COMPLIANCE TIMES

Condition of the airplane Initially inspect Repetitively thereafter inspect at intervals not 

to exceed 

(i) If the center splice joint outboard two fastener holes in both the left and right wing 

main spar lower caps have not been cold 

worked.

When the airplane reaches a total of 5,500 

hours TIS or within the next 50 hours TIS 

after the effective date of this AD, whichever occurs later.

1,100 hours TIS until the 8,000 hours TIS 

spar replacement time. 

(ii) If the center splice joint outboard two fastener holes in both the left and right wing 

main spar lower caps have been cold worked.

When the airplane reaches a total of 5,500 

hours TIS or within the next 50 hours TIS 

after the effective date of this AD, whichever occurs later.

2,200 hours TIS until the 8,000 hours TIS 

spar replacement time. 

(2) If no cracks are found during the initial 

inspections required in paragraph (i)(1) of 

this AD, to use the longer repetitive 

inspection intervals specified in table 3 and 

table 4 of paragraph (i)(1) of this AD, as 

applicable, you may do the optional coldworking of the lower spar cap fastener holes 

following Snow Engineering Co. Service 

Letter #245, dated April 25, 2005. 

(3) If any cracks are found during any 

inspection required in paragraph (i)(1) of this 

AD, before further flight after the inspection 

where a crack is found, do the actions 

specified in paragraphs (i)(3)(i) or (i)(3)(ii) of 

this AD. 

(i) For cracks that can be removed by 

repair, install the 9-bolt splice blocks, coldwork the lower spar cap fastener holes, and 

eddy current inspect the center splice joint 

outboard two fastener holes in both the left 

and right wing main spar lower caps for 

cracks. This eddy current inspection is 

required as part of the repair modification 

and is separate from the inspections required 

in paragraph (i)(1) of this AD. This 

modification terminates the repetitive 

inspections required in this AD. Do the repair 

following Snow Engineering Co. Service 

Letter #281, dated August 1, 2009; and Snow 

Engineering Co. Drawing Number 20995, 

Sheet 3, dated November 25, 2005. 

(ii) For cracks that cannot be repaired by 

doing the actions specified in paragraph 

(i)(3)(i) of this AD, replace the lower spar 

caps and associated parts listed following 

paragraph (i)(4) of this AD, including all 

subparagraphs. 

(4) Replace the wing main spar lower caps, 

the web plates, the center joint splice blocks 

and hardware, and the wing attach angles 

and hardware, and install the steel web 

splice plate at whichever of the compliance 

times specified in paragraphs (i)(4)(i), 

(i)(4)(ii), or (i)(4)(iii) of this AD that occurs 

first. This replacement terminates the 

inspections required in this AD, including all 

subparagraphs. After this replacement the 

new spar safe life is 11,700 hours TIS. Do the 

replacement following Snow Engineering Co. 

Service Letter #284, dated October 4, 2009; 

Snow Engineering Co. Service Letter #80GG, 

revised December 21, 2005; Snow 

Engineering Co. Drawing Number 20975, 

Sheet 4, Rev. A, dated January 7, 2009. 

(i) For all airplanes: Before further flight 

when cracks are found that cannot be 

repaired by doing the actions specified in 

paragraph (i)(3)(i) of this AD. 

(ii) For airplanes previously affected by AD 

2010–17–18 R1: Before or when the airplane 

reaches the wing main spar lower cap safe 

life of a total of 8,000 hours TIS or within 

the next 50 hours TIS after September 9, 2010 

(the effective date retained from AD 2010– 

17–18), whichever occurs later. 

(iii) For airplanes not previously affected 

by AD 2010–17–18 R1: Before or when the 

airplane reaches the wing main spar lower 

cap safe life of a total of 8,000 hours TIS or 

within the next 50 hours TIS after the 

effective date of this AD, whichever occurs 

later. 

(j) Actions for Airplanes SNs –0179 Through 

–0269 

Replace the wing main spar lower caps, the 

web plates, the center joint splice blocks and 

hardware, and the wing attach angles and 

hardware, and install the steel web splice 

plate at the compliance times specified in 

paragraphs (j)(1) or (j)(2) of this AD. Do the 

replacement following Snow Engineering Co. 

Service Letter #284, dated October 4, 2009; 

Snow Engineering Co. Service Letter #80GG, 

revised December 21, 2005; and Snow 

Engineering Co. Drawing Number 20975, 

Sheet 4, Rev. A, dated January 7, 2009. After 


tkelley on DSK3SPTVN1PROD with PROPOSALS
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this replacement the new spar safe life is 

11,700 hours TIS. 

(1) For airplanes previously affected by AD 

2010–17–18 R1: Unless already done 

(compliance with AD 2010–17–18 R1), by the 

8,000-hour TIS safe life, or within the next 

50 hours TIS after September 9, 2010 (the 

effective date retained from AD 2010–17–18), 

whichever occurs later. 

(2) For airplanes not previously affected by 

AD 2010–17–18 R1: Unless already done, by 

the 8,000-hour TIS safe life, or within the 

next 50 hours TIS after the effective date of 

this AD, whichever occurs later. 

(k) Actions for Airplanes S/Ns –0270 and 

Subsequent Not Affected by AD 2010–17–18 

(1) As of the effective date of this AD, this 

action establishes the safe life for the wing 

main spar to be 11,700 hours TIS. 

(2) Upon reaching the 11,700-hour TIS safe 

life or within the next 50 hours TIS after the 

effective date of this AD, whichever occurs 

later, replace the wing main spar lower caps, 

the web plates, the center joint splice blocks 

and hardware, and the wing attach angles 

and hardware, and install the steel web 

splice plate. After this replacement the 

subsequent new spar safe life is 11,700 hours 

TIS. Do the replacement following Snow 

Engineering Co. Service Letter #284, dated 

October 4, 2009; Snow Engineering Co. 

Service Letter #80GG, revised December 21, 

2005; and Snow Engineering Co. Drawing 

Number 20975, Sheet 4, Rev. A, dated 

January 7, 2009. 

(l) Reporting Requirement for All Airplanes 

Report any crack from any inspection 

required in paragraphs (g) through (i) of this 

AD within 30 days after the cracks are found 

on the form in Figure 1 of this AD. Send your 

report to Andrew McAnaul, Aerospace 

Engineer, ASW–150 (c/o MIDO–43), 10100 

Reunion Place, Suite 650, San Antonio, 

Texas 78216; phone: (210) 308–3365; fax: 

(210) 308–3370. 


tkelley on DSK3SPTVN1PROD with PROPOSALS
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(m) Special Flight Permit 

Special flight permits are permitted with 

the following limitations: 

(1) Only operate in day visual flight rules 

(VFR). 

(2) Ensure that the hopper is empty. 

(3) Limit airspeed to 135 miles per hour 

(mph) indicated airspeed (IAS). 

(4) Avoid any unnecessary g-forces. 

(5) Avoid areas of turbulence. 

(6) Plan the flight to follow the most direct 

route. 

(n) Paperwork Reduction Act Burden 

Statement 

A federal agency may not conduct or 

sponsor, and a person is not required to 

respond to, nor shall a person be subject to 

a penalty for failure to comply with a 

collection of information subject to the 


tkelley on DSK3SPTVN1PROD with PROPOSALSEP12FE14.000</GPH>
8358 Federal Register / Vol. 79, No. 29 / Wednesday, February 12, 2014 / Proposed Rules 

requirements of the Paperwork Reduction 

Act unless that collection of information 

displays a current valid OMB Control 

Number. The OMB Control Number for this 

information collection is 2120–0056. Public 

reporting for this collection of information is 

estimated to be approximately 5 minutes per 

response, including the time for reviewing 

instructions, completing and reviewing the 

collection of information. All responses to 

this collection of information are mandatory. 

Comments concerning the accuracy of this 

burden and suggestions for reducing the 

burden should be directed to the FAA at: 800 

Independence Ave. SW., Washington, DC 

20591, Attn: Information Collection 

Clearance Officer, AES–200. 

(o) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Fort Worth Airplane 

Certification Office, 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 (p) of this AD. 

(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) AMOCs approved for AD 2010–17–18 

are approved as AMOCs for this AD. 

(p) Related Information 

(1) For more information about this AD, 

contact Andrew McAnaul, Aerospace 

Engineer, ASW–150 (c/o MIDO–43), 10100 

Reunion Place, Suite 650, San Antonio, 

Texas 78216; phone: (210) 308–3365; fax: 

(210) 308–3370; email: andrew.mcanaul@

faa.gov. 

(2) For service information identified in 

this AD, contact Air Tractor, Inc., P.O. Box 

485, Olney, Texas 76374; telephone: (940) 

564–5616; fax: (940) 564–5612; email: 

airmail@airtractor.com; Internet: 

www.airtractor.com. 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. 

Issued in Kansas City, Missouri, on 

February 5, 2014. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2014–03024 Filed 2–11–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0070; Directorate 

Identifier 2011–SW–062–AD] 

RIN 2120–AA64 

Airworthiness Directives; Bell 

Helicopter Textron Canada Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for Bell 

Helicopter Textron Canada (BHTC) 

Model 407 helicopters. This proposed 

AD would require inspecting the aft 

fuselage upper skin (upper skin) for a 

crack and the upper left longeron 

assembly (longeron assembly) for a 

crack, corrosion, or defect. This AD 

would require replacing or repairing a 

part or section, depending on the 

inspection’s outcome. This proposed 

AD is prompted by reports of cracks in 

the upper left-hand longeron. The 

proposed actions are intended to 

prevent failure of the longeron assembly 

or the upper skin, which could lead to 

a structural failure and loss of helicopter 

control. 

DATES: We must receive comments on 

this proposed AD by April 14, 2014. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Docket: Go to 

http://www.regulations.gov. Follow the 

online instructions for sending your 

comments electronically. 

• Fax: 202–493–2251. 

• Mail: Send comments to the U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590–0001. 

• Hand Delivery: Deliver to the 

‘‘Mail’’ address between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov or in person at the 

Docket Operations Office between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this proposed AD, the 

foreign authority’s AD, the economic 

evaluation, any comments received, and 

other information. The street address for 

the Docket Operations Office (telephone 

800–647–5527) is in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after receipt. 

For service information identified in 

this proposed AD, contact Bell 

Helicopter Textron Canada Limited, 

12,800 Rue de l’Avenir, Mirabel, Quebec 

J7J1R4; telephone (450) 437–2862 or 

(800) 363–8023; fax (450) 433–0272; or 

at http://www.bellcustomer.com/files/. 

You may review the referenced service 

information at the FAA, Office of the 

Regional Counsel, Southwest Region, 

2601 Meacham Blvd., Room 663, Fort 

Worth, Texas 76137. 

FOR FURTHER INFORMATION CONTACT: 

Sharon Miles, Aviation Safety Engineer, 

Regulations and Policy Group, 

Rotorcraft Directorate, FAA, 2601 

Meacham Blvd., Fort Worth, Texas 

76137; telephone (817) 222–5110; email 

sharon.y.miles@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to participate in this 

rulemaking by submitting written 

comments, data, or views. We also 

invite comments relating to the 

economic, environmental, energy, or 

federalism impacts that might result 

from adopting the proposals in this 

document. The most helpful comments 

reference a specific portion of the 

proposal, explain the reason for any 

recommended change, and include 

supporting data. To ensure the docket 

does not contain duplicate comments, 

commenters should send only one copy 

of written comments, or if comments are 

filed electronically, commenters should 

submit only one time. 

We will file in the docket all 

comments that we receive, as well as a 

report summarizing each substantive 

public contact with FAA personnel 

concerning this proposed rulemaking. 

Before acting on this proposal, we will 

consider all comments we receive on or 

before the closing date for comments. 

We will consider comments filed after 

the comment period has closed if it is 

possible to do so without incurring 

expense or delay. We may change this 

proposal in light of the comments we 

receive. 

Discussion 

Transport Canada Civil Aviation 

(TCCA), which is the aviation authority 

for Canada, has issued Canadian AD No. 

CF–2011–42, dated November 9, 2011, 

to correct an unsafe condition for 

certain BHTC Model 407 helicopters. 

TCCA advises that longeron assemblies, 

part numbers (P/Ns) 206–031–314–037, 

206–031–314–177, and 206–031–314– 

219B, installed on helicopters with 


tkelley on DSK3SPTVN1PROD with PROPOSALS