Federal Register / Vol. 76, No. 129 / Wednesday, July 6, 2011 / Rules and Regulations 39251 

Revision 01, dated March 11, 2010 (for Model 

A300–600 series airplanes); or A310– 

54A2040, Revision 02, dated June 10, 2010 

(for Model A310 series airplanes). 

Credit for Actions Accomplished in 

Accordance With Previous Service 

Information 

(i) Actions accomplished before the 

effective date of this AD in accordance with 

the service bulletins identified in table 1 of 

this AD are considered acceptable for 

compliance with the corresponding actions 

specified in this AD. 

TABLE 1—CREDIT SERVICE BULLETINS

For model— Airbus Mandatory Service Bulletin— Revision— Dated— 

A300–600 series airplanes ................................... A300–54A6039 .................................................... Original .................. January 19, 2010. 

A310 series airplanes ........................................... A310–54A2040 .................................................... Original .................. January 19, 2010. 

A310 series airplanes ........................................... A310–54A2040 .................................................... 01 ........................... March 11, 2010. 

No Reporting 

(j) Although Airbus Mandatory Service 

Bulletins A300–54A6039, Revision 01, dated 

March 11, 2010; and A310–54A2040, 

Revision 02, dated June 10, 2010; specify to 

submit certain information to the 

manufacturer, this AD does not include that 

requirement. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: 

Although the MCAI or service information 

tells you to submit information to the 

manufacturer, paragraph (j) of this AD does 

not require that information. 

Other FAA AD Provisions 

(k) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, 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 International Branch, send it to ATTN: 

Dan Rodina, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

3356; telephone (425) 227–2125; fax (425) 

227–1149. Before using any approved AMOC 

on any airplane to which the AMOC applies, 

notify your principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. The AMOC approval letter must 

specifically reference this AD. 

(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. 

Related Information 

(l) Refer to MCAI European Aviation Safety 

Agency Airworthiness Directive 2010–0085, 

dated May 3, 2010; Airbus Mandatory 

Service Bulletin A300–54A6039, Revision 01, 

dated March 11, 2010; and Airbus Mandatory 

Service Bulletin A310–54A2040, Revision 02, 

dated June 10, 2010; for related information. 

Material Incorporated by Reference 

(m) You must use Airbus Mandatory 

Service Bulletin A300–54A6039, Revision 01, 

excluding Appendix 01 and including 

Appendices 02 and 03, dated March 11, 

2010; or Airbus Mandatory Service Bulletin 

A310–54A2040, Revision 02, excluding 

Appendix 01 and including Appendices 02 

and 03, dated June 10, 2010; as applicable; 

to do the actions required by this AD, unless 

the AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Airbus SAS—EAW 

(Airworthiness Office), 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

telephone +33 5 61 93 36 96; fax +33 5 61 

93 44 51; e-mail: account.airwortheas@airbus.com; Internet http:// 

www.airbus.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(4) You may also review copies of the 

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/

code_of_federal_regulations/

ibr_locations.html. 

Issued in Renton, Washington, on June 16, 

2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–15991 Filed 7–5–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–1203; Directorate 

Identifier 2010–NM–168–AD; Amendment 

39–16738; AD 2011–14–03] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model DC–9–81 (MD–81), 

DC–9–82 (MD–82), DC–9–83 (MD–83), 

DC–9–87 (MD–87), and MD–88 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD requires 

repetitive inspections for cracking of the 

left and right upper center skin panels 

of the horizontal stabilizer, and 

corrective action if necessary. This AD 

was prompted by a report of a crack 

found in the upper center skin panel at 

the aft inboard corner of a right 

horizontal stabilizer. We are issuing this 

AD to detect and correct cracks in the 

horizontal stabilizer upper center skin 

panel. Uncorrected cracks might 

ultimately lead to the loss of overall 

structural integrity of the horizontal 

stabilizer. 

DATES: This AD is effective August 10, 

2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of August 10, 2011. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, 3855 

Lakewood Boulevard, MC D800–0019, 

Long Beach, California 90846–0001; 

phone: 206–544–5000, extension 2; fax: 

206–766–5683; e-mail: 

dse.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. You 

may review copies of the referenced 

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39252 Federal Register / Vol. 76, No. 129 / Wednesday, July 6, 2011 / Rules and Regulations 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; 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: 

Roger Durbin, Aerospace Engineer, 

Airframe Branch, ANM–120L, FAA, Los 

Angeles Aircraft Certification Office, 

3960 Paramount Boulevard, Lakewood, 

California 90712–4137; phone: 562– 

627–5233; fax: 562–627–5210; e-mail: 

Roger.Durbin@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an airworthiness 

directive (AD) that would apply to the 

specified products. That NPRM 

published in the Federal Register on 

December 23, 2010 (75 FR 80744). That 

NPRM proposed to require repetitive 

eddy current inspections—either 

(Option 1) two high frequency eddy 

current (ETHF) scans and one low 

frequency eddy current (ETLF) scan; or 

(Option 2) three ETHF scans—to detect 

cracking of the right and left upper 

center skin panels of the horizontal 

stabilizer, and replacing any cracked 

horizontal stabilizer upper center skin 

panel with a serviceable panel. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal and the FAA’s 

response to each comment. 

Request To Clarify the Term 

‘‘Serviceable’’ 

Several commenters requested 

clarification of the term ‘‘serviceable.’’ 

American Airlines stated that the term 

‘‘serviceable’’ applies to used and new 

aircraft parts. American commented that 

if a used skin plank that has been 

determined to be serviceable has been 

installed, then the part has accumulated 

fatigue damage and should be inspected 

using the repetitive method and the 

interval used prior to installation. 

Aeropostal Hangars stated that the 

word ‘‘serviceable’’ can be associated 

with ‘‘removed in serviceable 

condition’’ from another aircraft. The 

commenter stated that although the 

manufacturing tolerances of fastener 

holes allow the installation of a 

removed panel from one aircraft to 

another, it is not always possible 

considering oversized fasteners, etc. We 

infer that this commenter wants us to 

change paragraph (g)(2) of the NPRM to 

require replacement with a new, rather 

than serviceable, skin panel assembly. 

We agree to change paragraph (g)(2) in 

this final rule to require replacement 

with a new skin panel because it is not 

generally possible to install a used skin 

panel assembly due to the difficulty in 

matching drill holes and because the AD 

does not include a provision for 

identifying and tracking the 

accumulated time on the used part. We 

revised paragraph (g)(2) of this AD 

accordingly. 

Request To Provide Options for 

Temporary Repairs 

Several commenters requested 

additional options for temporary repairs 

of certain crack configurations rather 

than replacement of skin panel 

assemblies before further flight. 

American Airlines stated that it has 

accomplished temporary cracking 

repairs on 21 airplanes based on the 

manufacturer’s instructions and have 

not had any crack propagation from the 

repaired parts. American stated that 

doing a temporary repair results in the 

operation of a safe airplane, which can 

then be scheduled for permanent repair 

at a time that causes the least disruption 

for the airline and the flying public. 

This commenter requested that we 

allow temporary repairs to a cracked 

skin panel assembly. 

Delta Airlines presumed that skin 

panel cracks likely were caused by 

contributions from errors in removing or 

installing the skin panels because of the 

way the skin panels overlap. Some of 

Delta’s cracked production skin panels 

were not adequately shimmed where 

cracks occurred. This commenter cited 

evidence that trim-out skin panel 

repairs would provide some reduction 

in stress concentration and allow skin 

panels to remain in service until a 

planned opportunity to change the 

panels occurs, which would reduce 

airplane out-of-service time. Delta stated 

that trim-out repairs should be allowed 

on skin panels and that the airplane 

should be allowed to stay in service 

until at least the next heavy 

maintenance visit. 

Aeropostal Hangars stated that the 

finding of a crack in an in-service 

revenue aircraft that is not allowed 

temporary repairs could lead to a nonscheduled down time for the affected 

aircraft. We infer that this commenter 

wants us to allow temporary repairs. 

We disagree. We have determined that 

it will be difficult to evaluate the effect 

of all temporary repairs on safety, 

particularly since other temporary 

repairs allowed on the aft horizontal 

skin panel by AD 2007–10–04, 

Amendment 39–15045 (72 FR 25960, 

May 8, 2007), might already be present. 

We stated in the NPRM that a crack in 

the upper center skin panel might 

transfer the load to the upper aft skin 

panel, which might result in the upper 

aft skin panel cracking before reaching 

the existing inspection interval. 

Additionally, Aeropostal Hangars 

provided no data or information that 

would show that temporary repairs 

would provide an adequate level of 

safety. 

In this case, we have determined that 

the alternative method of compliance 

(AMOC) process is more appropriate for 

temporary repair approval. Under the 

provisions of paragraph (h) of this AD, 

we will consider requests for approval 

of an AMOC if sufficient data are 

submitted to substantiate that temporary 

repairs would provide an acceptable 

level of safety. Early field data indicate 

that substantially fewer center panel 

cracks than aft panel cracks will be 

detected; therefore, the AMOC process 

should not represent a substantial 

burden to operators. We have not 

changed this AD in this regard. 

Request To Replace Horizontal 

Stabilizer 

Several commenters requested the 

option of replacing the whole horizontal 

stabilizer instead of replacing a cracked 

center skin panel because replacing the 

stabilizer would require only a few days 

of airplane out-of-service time instead of 

several weeks. 

We disagree. Horizontal stabilizer 

assemblies do not meet the criteria for 

serialized, rotable life-limited parts. 

Further, additional tracking information 

that is specific to a maintenance facility 

might be needed to ensure that 

inspections are occurring at the required 

times for swapped parts. However, 

under the provisions of paragraph (h) of 

this AD, we will consider requests for 

approval of an AMOC if sufficient data 

are submitted to substantiate that 

replacing the whole horizontal stabilizer 

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Federal Register / Vol. 76, No. 129 / Wednesday, July 6, 2011 / Rules and Regulations 39253 

instead of replacing a cracked center 

skin panel would provide an acceptable 

level of safety. We have not changed 

this AD in this regard. 

Request To Use Later Revisions of the 

Service Bulletin 

American Airlines requested that this 

proposed AD allow the use of later 

revisions of the service bulletin. 

American stated that allowing later 

versions would eliminate the need for 

AMOC approval for future service 

bulletin revisions. 

We disagree. We cannot use the 

phrase, ‘‘or later FAA-approved 

revisions,’’ in an AD when referring to 

the service document because doing so 

violates Office of the Federal Register 

(OFR) policies for approval of materials 

‘‘incorporated by reference.’’ However, 

affected operators may request approval 

to use a later revision as an AMOC with 

this AD under the provisions of 

paragraph (h) of this AD. We have not 

changed this AD in this regard. 

Explanation of Change to Applicability 

We have revised the applicability of 

this AD to identify The Boeing 

Company as the type certificate holder 

for the affected models. 

Conclusion 

We 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. 

We also determined that these changes 

will not increase the economic burden 

on any operator or increase the scope of 

the AD. 

Costs of Compliance 

We estimate that this AD will affect 

668 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

ESTIMATED COSTS

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

Inspection ............... 4 work-hours × $85 per hour = $340 

per inspection cycle.

$0 $340 per inspection cycle .... $227,120 per inspection cycle. 

We 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 these repairs. 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Group 1: Skin panel replacement ...... 648 work-hours × $85 per hour = $55,080 .................................................... $36,405 $91,485 

Group 2: Skin panel replacement ...... 648 work-hours × $85 per hour = $55,080 .................................................... 54,071 109,151 

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 

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 that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

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. 

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 adding 

the following new airworthiness 

directive (AD): 

2011–14–03 The Boeing Company: 

Amendment 39–16738; Docket No. 

FAA–2010–1203; Directorate Identifier 

2010–NM–168–AD. 

Effective Date 

(a) This AD is effective August 10, 2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to all The Boeing 

Company Model DC–9–81 (MD–81), DC–9– 

82 (MD–82), DC–9–83 (MD–83), DC–9–87 

(MD–87) and MD–88 airplanes, certificated 

in any category. 

Subject 

(d) Joint Aircraft System Component 

(JASC)/Air Transport Association (ATA) of 

America Code 55: Stabilizers. 

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39254 Federal Register / Vol. 76, No. 129 / Wednesday, July 6, 2011 / Rules and Regulations 

Unsafe Condition 

(e) This AD was prompted by a report of 

a crack found in the upper center skin panel 

at the aft inboard corner of a right horizontal 

stabilizer. We are issuing this AD to detect 

and correct cracks in the horizontal stabilizer 

upper center skin panel. Uncorrected cracks 

might ultimately lead to the loss of overall 

structural integrity of the horizontal 

stabilizer. 

Compliance 

(f) Comply with this AD within the 

compliance times specified, unless already 

done. 

Inspections 

(g) Before the accumulation of 20,000 total 

flight cycles, or within 4,379 flight cycles 

after the effective date of this AD, whichever 

occurs later, do eddy current inspections to 

detect cracking of the left and right upper 

center skin panels of the horizontal stabilizer, 

in accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

MD80–55A068, dated July 16, 2010. 

(1) If no crack is found during any 

inspection required by paragraph (g) of this 

AD, repeat the applicable inspections 

thereafter at the applicable times specified in 

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

Alert Service Bulletin MD80–55A068, dated 

July 16, 2010. 

(2) If any crack is found during any 

inspection required by paragraph (g) of this 

AD, before further flight, replace the skin 

panel with a new skin panel, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin MD80–55A068, 

dated July 16, 2010. Within 20,000 flight 

cycles after the replacement, do eddy current 

inspections as required by paragraph (g) of 

this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(h)(1) The Manager, Los Angeles 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 the 

Related Information section 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) 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, Los Angeles 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane and 14 

CFR 25.571, Amendment 45, and the 

approval must specifically refer to this AD. 

Related Information 

(i) For more information about this AD, 

contact Roger Durbin, Aerospace Engineer, 

Airframe Branch, ANM–120L, FAA, Los 

Angeles Aircraft Certification Office (ACO), 

3960 Paramount Blvd., Lakewood, California 

90712–4137; phone: 562–627–5233; fax: 562– 

627–5210; e-mail: Roger.Durbin@faa.gov. 

Material Incorporated by Reference 

(j) You must use Boeing Alert Service 

Bulletin MD80–55A068, dated July 16, 2010, 

to do the actions required by this AD, unless 

the AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, 3855 Lakewood Boulevard, MC 

D800–0019, Long Beach, California 90846– 

0001; phone: 206–544–5000, extension 2; fax: 

206–766–5683; e-mail: 

dse.boecom@boeing.com; Internet: https:// 

www.myboeingfleet.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at an NARA facility, call 202–741– 

6030, or go to http://www.archives.gov/ 

federal_register/code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on June 16, 

2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–15990 Filed 7–5–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0593; Directorate 

Identifier 2011–SW–002–AD; Amendment 

39–16723; AD 2011–12–16] 

RIN 2120–AA64 

Airworthiness Directives; Schweizer 

Aircraft Corporation (Schweizer) Model 

269A, A–1, B, C, C–1, and TH–55 Series 

Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are superseding an 

existing emergency airworthiness 

directive (EAD) for the specified 

Schweizer model helicopters that was 

previously sent to all known U.S. 

owners and operators. That EAD 

currently requires removing each 

locknut and verifying sufficient drag 

torque and retorquing, or if the locknut 

does not have sufficient drag torque, 

replacing the locknut with an airworthy 

locknut. This AD retains the existing 

EAD requirements but also requires 

within a specified time, modifying the 

expandable bolts and installing a cotter 

pin. This AD is prompted by a locknut 

working loose from a bolt attaching the 

tailboom support strut at the aft cluster 

fitting because the locknut installed on 

the expandable bolt did not have the 

proper threads. We are issuing this AD 

to modify each expandable bolt to allow 

adding a cotter pin to prevent the strut 

and driveshaft separating from the 

helicopter and subsequent loss of 

control of the helicopter. 

DATES: This AD is effective July 21, 

2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of July 21, 2011. 

We must receive any comments on 

this AD by September 6, 2011. 

ADDRESSES: You may send comments 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: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590, 

between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

For service information identified in 

this AD, contact Schweizer Aircraft 

Corporation, Elmira/Corning Regional 

Airport, 1250 Schweizer Road, 

Horseheads, NY 14845, telephone (607) 

739–3821, fax: (607) 796–2488, e-mail 

address schweizer@sacusa.com, or at 

http://www.sacusa.com/support. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; 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 street address for 

the Docket Office (telephone: 800–647– 

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