Federal Register / Vol. 78, No. 160 / Monday, August 19, 2013 / Rules and Regulations 50317 

(3) The factor with wing flaps extended as 

specified in CS–VLA 345. 

(f) Kinds of operation. The kinds of 

operation (day VFR or day and night VFR, 

whichever is applicable) in which the 

aeroplane may be used, must be stated. The 

minimum equipment required for the 

operation must be listed. 

(g) Powerplant limitations. The following 

information must be furnished: 

(1) Limitation required by CS–VLA 1521. 

(2) Information necessary for marking the 

instruments required by CS–VLA 1549 to 

1553. 

(3) Fuel and oil designation. 

(4) For two-stroke engines, fuel/oil ratio. 

(h) Placards. Placards required by CS–VLA 

1555 to 1561 must be presented. 

Issued in Kansas City, Missouri, on August 

12, 2013. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2013–20151 Filed 8–16–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 23 

[Docket No. FAA–2013–0413; Special 

Conditions No. 23–259–SC] 

Special Conditions: Cessna Aircraft 

Company, Model J182T; Diesel Cycle 

Engine Installation 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions. 

SUMMARY: These special conditions are 

issued for the Cessna Aircraft Company 

(Cessna) Model J182T airplane. This 

airplane will have a novel or unusual 

design feature(s) associated with the 

installation of an aircraft diesel engine 

(ADE). The applicable airworthiness 

regulations do not contain adequate or 

appropriate safety standards for this 

design feature. These special conditions 

contain the additional safety standards 

that the Administrator considers 

necessary to establish a level of safety 

equivalent to that established by the 

existing airworthiness standards. 

DATES: Effective Date: August 19, 2013. 

FOR FURTHER INFORMATION CONTACT: Mr. 

Peter Rouse, Federal Aviation 

Administration, Small Airplane 

Directorate, Aircraft Certification 

Service, 901 Locust, Room 301, Kansas 

City, MO 64106; telephone (816) 329– 

4135; facsimile (816) 329–4090. 

SUPPLEMENTARY INFORMATION: 

Background 

On April 2, 2012, Cessna applied for 

an amendment to Type Certificate No. 

3A13 to include the new Model J182T 

with the Societe de Motorisation 

Aeronautiques (SMA) Engines, Inc. 

SR305–230E–C1 which is a four-stroke, 

air cooled, diesel cycle engine that uses 

turbine (jet) fuel. The Model No. J182T, 

which is a derivative of the T182 

currently approved under Type 

Certificate No. 3A13, is an aluminum, 

four place, single engine airplane with 

a cantilever high wing, with the SMA 

SR305–230E–C1 diesel cycle engine and 

associated systems installed. 

In anticipation of the reintroduction 

of diesel engine technology into the 

small airplane fleet, the FAA issued 

Policy Statement PS–ACE100–2002–004 

on May 15, 2004, which identified areas 

of technological concern. Refer to this 

policy for a detailed summary of the 

FAA’s development of diesel engine 

requirements. 

The general areas of concern 

involving the application of a diesel 

cycle engine are: 

• The power characteristics of the 

engine, 

• the use of turbine fuel in an 

airplane class that is typically powered 

by gasoline fueled engines, 

• the vibration characteristics, both 

normal and with an inoperative 

cylinder, 

• anticipated use of an electronic 

engine control system, 

• the appropriate limitations and 

indications for a diesel cycle engine, 

and 

• the failure modes of a diesel cycle 

engine. 

A historical record review of diesel 

engine use in aircraft and part 23 

identified these concerns. The review 

identified specific regulatory areas 

requiring evaluation for applicability to 

diesel engine installations. These 

concerns are not considered universally 

applicable to all types of possible diesel 

engines and diesel engine installations. 

However, after reviewing the Cessna 

installation, the SMA engine type, the 

SMA engine requirements, and Policy 

Statement PS–ACE100–2002–004, the 

FAA proposes engine installation and 

fuel system special conditions. The 

SMA engine has a Full Authority Digital 

Engine Control (FADEC), which also 

requires special conditions. The FADEC 

special conditions will be issued in a 

separate notice. 

Type Certification Basis 

Under the provisions of § 21.101, 

Cessna must show that the J182T meets 

the applicable provisions of the 

regulations incorporated by reference in 

Type Certificate No. 3A13 or the 

applicable regulations in effect on the 

date of application for the change to the 

model T182T. The regulations 

incorporated by reference in the type 

certificate are commonly referred to as 

the ‘‘original type certification basis.’’ In 

addition, the J182T certification basis 

includes special conditions and 

equivalent levels of safety. 

If the Administrator finds that the 

applicable airworthiness regulations 

(i.e., 14 CFR part 23) do not contain 

adequate or appropriate safety standards 

for the J182T because of a novel or 

unusual design feature, special 

conditions are prescribed under the 

provisions of § 21.16. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the J182T must comply with 

the fuel vent and exhaust emission 

requirements of 14 CFR part 34 and the 

noise certification requirements of 14 

CFR part 36. 

The FAA issues special conditions, as 

defined in § 11.19, under § 11.38 and 

they become part of the type 

certification basis under § 21.101. 

Special conditions are initially 

applicable to the model for which they 

are issued. Should the type certificate 

for that model be amended later to 

include any other model that 

incorporates the same novel or unusual 

design feature, or should any other 

model already included on the same 

type certificate be modified to 

incorporate the same novel or unusual 

design feature, the special conditions 

would also apply to the other model. 

Novel or Unusual Design Features 

The J182T will incorporate the 

following novel or unusual design 

features: The installation of an ADE. 

Discussion 

Several major concerns were 

identified in developing FAA policy. 

These include installing the diesel 

engine and noting its vibration levels 

under both normal operating conditions 

and when one cylinder is inoperative. 

The concerns also include 

accommodating turbine fuels in airplane 

systems that have generally evolved 

based on gasoline requirements, 

anticipated use of a FADEC to control 

the engine, and appropriate limitations 

and indications for a diesel engine 

powered airplane. The general concerns 

associated with the aircraft diesel 

engine installation are as follows: 

Installation and Vibration Requirements 

Fuel and Fuel System Related 

Requirements 

Limitations and Indications 

Installation and Vibration 

Requirements: These special conditions 

include requirements similar to the 


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requirements of § 23.901(d)(1) for 

turbine engines. In addition to the 

requirements of § 23.901 applied to 

reciprocating engines, the applicant will 

be required to construct and arrange 

each diesel engine installation to result 

in vibration characteristics that do not 

exceed those established during the type 

certification of the engine. These 

vibration levels must not exceed 

vibration characteristics that a 

previously certificated airframe 

structure has been approved for, unless 

such vibration characteristics are shown 

to have no effect on safety or continued 

airworthiness. The engine installation 

must be shown to be free of whirl mode 

flutter and also any one cylinder 

inoperative flutter effects. The engine 

limit torque design requirements as 

specified in § 23.361 are also modified. 

An additional requirement to consider 

vibration levels and/or effects of an 

inoperative cylinder was imposed. Also, 

a requirement to evaluate the engine 

design for the possibility of, or effect of, 

liberating high-energy engine fragments, 

in the event of a catastrophic engine 

failure, requirements was added. 

Fuel and Fuel System Related 

Requirements: Due to the use of turbine 

fuel, this airplane must comply with the 

requirements in § 23.951(c). In addition, 

the fuel flow requirements of § 23.955(c) 

are modified to be reflective of the 

diesel engine operating characteristics. 

Section 23.961 will be complied with 

using the turbine fuel requirements. 

These requirements will be 

substantiated by flight-testing as 

described in Advisory Circular (AC) 23– 

8C, Flight Test Guide for Certification of 

Part 23 Airplanes. 

This special condition specifically 

requires testing to show compliance to 

§ 23.961 and adds the possibility of 

testing non-aviation diesel fuels. 

To ensure fuel system compatibility 

and reduce the possibility of misfueling, 

and discounting the first clause of 

§ 23.973(f) referring to turbine engines, 

the applicant will comply with 

§ 23.973(f). 

Due to the use of turbine fuel, the 

applicant will comply with 

§ 23.977(a)(2), and § 23.977(a)(1) will 

not apply. ‘‘Turbine engines’’ will be 

interpreted to mean ‘‘aircraft diesel 

engine’’ for this requirement. An 

additional requirement to consider the 

possibility of fuel freezing was imposed. 

Due to the use of turbine fuel, the 

applicant will comply with 

§ 23.1305(c)(8). 

Due to the use of turbine fuel, the 

applicant must comply with 

§ 23.1557(c)(1)(ii). Section 

23.1557(c)(1)(ii) will not apply. 

‘‘Turbine engine’’ is interpreted to mean 

‘‘aircraft diesel engine’’ for this 

requirement. 

Limitations and Indications 

Section 23.1305 will apply, except 

that the critical engine parameters for 

this installation that will be displayed 

include: 

(1) Power setting, in percentage, and 

(2) Fuel temperature. 

Due to the use of turbine fuel, the 

requirements for § 23.1521(d), as 

applicable to fuel designation for 

turbine engines, as well as compliance 

to § 23.1557(c)(1)(ii) will be in lieu of 

§ 23.1557(c)(1)(i). 

Discussion of Comments 

Notice of final special conditions No. 

23–259–SC, with request for comments, 

for Cessna Aircraft Company, Model 

J182T was published in the Federal 

Register on May 16, 2013 (78 FR 28719). 

One comment was received from Cessna 

Aircraft Company indicating AC–23–8B 

is referenced in the ‘‘Discussion’’ 

section of this special condition; 

however, AC 23–8C is used in ‘‘The 

Special Conditions’’ section. It was the 

FAA’s intent to reference the current 

advisory circular, AC 23–8C, throughout 

this document. Compliance with the 

current AC 23–8, regardless of revision 

version, is required. These final special 

conditions corrects this oversight by 

changing the reference to AC 23–8B to 

AC 23–8C in the ‘‘Discussion’’ section 

above. 

Applicability 

As discussed above, these special 

conditions are applicable to the Model 

J182T. Should Cessna apply at a later 

date for a change to the type certificate 

to include another model incorporating 

the same novel or unusual design 

feature, the special conditions would 

apply to that model as well. 

Conclusion 

This action affects only certain novel 

or unusual design features on one model 

of airplane. It is not a rule of general 

applicability and affects only the 

applicant who applied to the FAA for 

approval of these features on the 

airplane. 

List of Subjects in 14 CFR Part 23 

Aircraft, Aviation safety, Signs and 

symbols. 

Citation 

The authority citation for these 

special conditions is as follows: 

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

44701; 14 CFR 21.16 and 21.101; and 14 CFR 

11.38 and 11.19. 

The Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the type 

certification basis for Cessna Model 

J182T airplanes. 

1. Engine Torque (Provisions Similar to 

§ 23.361(b)(1) and (c)(3)) 

a. For diesel engine installations, the 

engine mounts and supporting structure 

must be designed to withstand the 

following: 

(1) A limit engine torque load 

imposed by sudden engine stoppage due 

to malfunction or structural failure. 

(2) The effects of sudden engine 

stoppage may alternatively be mitigated 

to an acceptable level by utilization of 

isolators, dampers clutches, and similar 

provisions, so unacceptable load levels 

are not imposed on the previously 

certificated structure. 

b. The limit engine torque to be 

considered under § 23.361(a) must be 

obtained by multiplying the mean 

torque by a factor of four for diesel cycle 

engines. 

(1) If a factor of less than four is used, 

it must be shown that the limit torque 

imposed on the engine mount is 

consistent with the provisions of 

§ 23.361(c). In other words, it must be 

shown that the use of the factors listed 

in § 23.361(c)(3) will result in limit 

torques on the mount that are equivalent 

to or less than those imposed by a 

conventional gasoline reciprocating 

engine. 

2. Flutter—(Compliance With 

§ 23.629(e)(1) and (e)(2) Requirements) 

The flutter evaluation of the airplane 

done in accordance with § 23.629 must 

include— 

(a) Whirl mode degree of freedom 

which takes into account the stability of 

the plane of rotation of the propeller 

and significant elastic, inertial, and 

aerodynamic forces, and 

(b) Propeller, engine, engine mount 

and airplane structure stiffness and 

damping variations appropriate to the 

particular configuration, and 

(c) The flutter investigation will 

include showing the airplane is free 

from flutter with one cylinder 

inoperative. 

3. Powerplant—Installation (Provisions 

Similar to § 23.901(d)(1) for Turbine 

Engines) 

Considering the vibration 

characteristics of diesel engines, the 

applicant must comply with the 

following: 


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a. Each diesel engine installation must 

be constructed and arranged to result in 

vibration characteristics that— 

(1) Do not exceed those established 

during the type certification of the 

engine; and 

(2) Do not exceed vibration 

characteristics that a previously 

certificated airframe structure has been 

approved for— 

(i) Unless such vibration 

characteristics are shown to have no 

effect on safety or continued 

airworthiness, or 

(ii) Unless mitigated to an acceptable 

level by utilization of isolators, dampers 

clutches, and similar provisions, so that 

unacceptable vibration levels are not 

imposed on the previously certificated 

structure. 

4. Powerplant—Fuel System—Fuel 

System With Water Saturated Fuel 

(Compliance With § 23.951(c) 

Requirements) 

Considering the fuel types used by 

diesel engines, the applicant must 

comply with the following: 

a. Each fuel system for a diesel engine 

must be capable of sustained operation 

throughout its flow and pressure range 

with fuel initially saturated with water 

at 80 °F and having 0.75cc of free water 

per gallon added and cooled to the most 

critical condition for icing likely to be 

encountered in operation. 

b. Methods of compliance that are 

acceptable for turbine engine fuel 

systems requirements of § 23.951(c) are 

also considered acceptable for this 

requirement. 

5. Powerplant—Fuel System—Fuel Flow 

(Compliance With § 23.955 

Requirements) 

In place of § 23.955(c), the engine fuel 

system must provide at least 100 

percent of the fuel flow required by the 

engine, or the fuel flow required to 

prevent engine damage, if that flow is 

greater than 100 percent. The fuel flow 

rate must be available to the engine 

under each intended operating 

condition and maneuver. The 

conditions may be simulated in a 

suitable mockup. This flow must be 

shown in the most adverse fuel feed 

condition with respect to altitudes, 

attitudes, and any other condition that 

is expected in operation. 

6. Powerplant—Fuel System—Fuel 

System Hot Weather Operation 

(Compliance With § 23.961 

Requirements) 

In place of compliance with § 23.961, 

the applicant must comply with the 

following: 

a. Each fuel system must be free from 

vapor lock when using fuel at its critical 

temperature, with respect to vapor 

formation, when operating the airplane 

in all critical operating and 

environmental conditions for which 

approval is requested. For turbine fuel, 

or for aircraft equipped with diesel 

cycle engines that use turbine or diesel 

type fuels, the initial temperature must 

be 110 °F, ¥0°, +5° or the maximum 

outside air temperature for which 

approval is requested, whichever is 

more critical. 

b. The fuel system must be in an 

operational configuration that will yield 

the most adverse, that is, conservative 

results. 

c. To comply with this requirement, 

the applicant must use the turbine fuel 

requirements and must substantiate 

these by flight-testing, as described in 

Advisory Circular (AC) 23–8C, Flight 

Test Guide for Certification of Part 23 

Airplanes. 

7. Powerplant—Fuel System—Fuel Tank 

Filler Connection (Compliance With 

§ 23.973(f) Requirements) 

In place of compliance with 

§ 23.973(e), the applicant must comply 

with the following: 

For airplanes that operate on turbine 

or diesel type fuels, the inside diameter 

of the fuel filler opening must be no 

smaller than 2.95 inches. 

8. Powerplant—Fuel System—Fuel Tank 

Outlet (Compliance With § 23.977(a)(2) 

Requirements) 

In place of compliance with 

§ 23.977(a)(1), the applicant will comply 

with the following: 

There must be a fuel strainer for the 

fuel tank outlet or for the booster pump. 

This strainer must, for diesel engine 

powered airplanes, prevent the passage 

of any object that could restrict fuel flow 

or damage any fuel system component. 

9. Equipment—General—Powerplant 

Instruments (Compliance With 

§ 23.1305 and § 91.205 Requirements) 

In place of compliance with 

§ 23.1305, the applicant will comply 

with the following: 

Below are required powerplant 

instruments: 

(a) A fuel quantity indicator for each 

fuel tank, installed in accordance with 

§ 23.1337(b). 

(b) An oil pressure indicator. 

(c) An oil temperature indicator. 

(d) An oil quantity measuring device 

for each oil tank which meets the 

requirements of § 23.1337(d). 

(e) A tachometer indicating propeller 

speed. 

(f) An indicating means for the fuel 

strainer or filter required by § 23.997 to 

indicate the occurrence of 

contamination of the strainer or filter 

before it reaches the capacity 

established in accordance with 

§ 23.997(d). 

Alternately, no indicator is required if 

the engine can operate normally for a 

specified period with the fuel strainer 

exposed to the maximum fuel 

contamination as specified in MIL– 

5007D. Additionally, provisions for 

replacing the fuel filter at this specified 

period (or a shorter period) are included 

in the maintenance schedule for the 

engine installation. 

(g) Power setting either in percentage 

power, or through the use of manifold 

pressure. 

(h) Fuel temperature indicator. 

(i) Fuel flow indicator (engine fuel 

consumption) or fuel pressure. 

If percentage power is used in place 

of manifold pressure, compliance to 

§ 91.205 will be accomplished with the 

following: 

The diesel engine has no manifold 

pressure gauge as required by § 91.205, 

in its place, the engine instrumentation 

as installed is to be approved as 

equivalent. The Type Certification Data 

Sheet (TCDS) is to be modified to show 

power indication will be accepted to be 

equivalent to the manifold pressure 

indication. 

10. Operating Limitations and 

Information—Powerplant Limitations— 

Fuel Grade or Designation (Compliance 

With § 23.1521 Requirements) 

All engine parameters that have limits 

specified by the engine manufacturer for 

takeoff or continuous operation must be 

investigated to ensure they remain 

within those limits throughout the 

expected flight and ground envelopes 

(e.g. maximum and minimum fuel 

temperatures, ambient temperatures, as 

applicable, etc.). This is in addition to 

the existing requirements specified by 

§ 23.1521(b) and (c). If any of those 

limits can be exceeded, there must be 

continuous indication to the flight crew 

of the status of that parameter with 

appropriate limitation markings. 

Instead of compliance with 

§ 23.1521(d), the applicant must comply 

with the following: 

The minimum fuel designation (for 

diesel engines) must be established so it 

is not less than required for the 

operation of the engine within the 

limitations in paragraphs (b) and (c) of 

§ 23.1521. 


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50320 Federal Register / Vol. 78, No. 160 / Monday, August 19, 2013 / Rules and Regulations 

11. Markings and Placards— 

Miscellaneous Markings and Placards— 

Fuel, and Oil, Filler Openings 

(Compliance With § 23.1557(c)(1)(ii) 

Requirements) 

Instead of compliance with 

§ 23.1557(c)(1)(i), the applicant must 

comply with the following: 

Fuel filler openings must be marked 

at or near the filler cover with— 

For diesel engine-powered 

airplanes— 

(a) The words ‘‘Jet Fuel’’; and 

(b) The permissible fuel designations, 

or references to the Airplane Flight 

Manual (AFM) for permissible fuel 

designations. 

(c) A warning placard or note that 

states the following or similar: 

‘‘Warning—this airplane is equipped 

with an aircraft diesel engine; service 

with approved fuels only.’’ 

The colors of this warning placard 

should be black and white. 

12. Powerplant—Fuel System—FuelFreezing 

If the fuel in the tanks cannot be 

shown to flow suitably under all 

possible temperature conditions, then 

fuel temperature limitations are 

required. These limitations will be 

considered as part of the essential 

operating parameters for the aircraft. 

Limitations will be determined as 

follows: 

(a) The takeoff temperature limitation 

must be determined by testing or 

analysis to define the minimum fuel 

cold-soaked temperature that the 

airplane can operate on. 

(b) The minimum operating 

temperature limitation must be 

determined by testing to define the 

minimum acceptable operating 

temperature after takeoff (with 

minimum takeoff temperature 

established in (1) above). 

13. Powerplant Installation—Vibration 

Levels 

Vibration levels throughout the 

engine operating range must be 

evaluated and: 

(a) Vibration levels imposed on the 

airframe must be less than or equivalent 

to those of the gasoline engine; or 

(b) Any vibration level higher than 

that imposed on the airframe by the 

replaced gasoline engine must be 

considered in the modification and the 

effects on the technical areas covered by 

the following paragraphs must be 

investigated: 

14 CFR part 23, §§ 23.251; 23.613; 

23.627; 23.629 (or CAR 3.159, as 

applicable to various models); 23.572; 

23.573; 23.574 and 23.901. 

Vibration levels imposed on the 

airframe can be mitigated to an 

acceptable level by utilization of 

isolators, damper clutches, and similar 

provisions so that unacceptable 

vibration levels are not imposed on the 

previously certificated structure. 

14. Powerplant Installation—One 

Cylinder Inoperative 

Tests or analysis, or a combination of 

methods, must show that the airframe 

can withstand the shaking or vibratory 

forces imposed by the engine if a 

cylinder becomes inoperative. Diesel 

engines of conventional design typically 

have extremely high levels of vibration 

when a cylinder becomes inoperative. 

Data must be provided to the airframe 

installer/modifier so either appropriate 

design considerations or operating 

procedures, or both, can be developed to 

prevent airframe and propeller damage. 

15. Powerplant Installation—High 

Energy Engine Fragments 

It may be possible for diesel engine 

cylinders (or portions thereof) to fail 

and physically separate from the engine 

at high velocity (due to the high internal 

pressures). This failure mode will be 

considered possible in engine designs 

with removable cylinders or other nonintegral block designs. The following is 

required: 

(a) It must be shown that the engine 

construction type (massive or integral 

block with non-removable cylinders) is 

inherently resistant to liberating high 

energy fragments in the event of a 

catastrophic engine failure; or 

(b) It must be shown by the design of 

the engine, that engine cylinders, other 

engine components or portions thereof 

(fragments) cannot be shed or blown off 

of the engine in the event of a 

catastrophic engine failure; or 

(c) It must be shown that all possible 

liberated engine parts or components do 

not have adequate energy to penetrate 

engine cowlings; or 

(d) Assuming infinite fragment 

energy, and analyzing the trajectory of 

the probable fragments and components, 

any hazard due to liberated engine parts 

or components will be minimized and 

the possibility of crew injury is 

eliminated. Minimization must be 

considered during initial design and not 

presented as an analysis after design 

completion. 

Issued in Kansas City, Missouri, on August 

12, 2013. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2013–20152 Filed 8–16–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0195; Directorate 

Identifier 2013–NE–08–AD; Amendment 39– 

17553; AD 2013–16–15] 

RIN 2120–AA64 

Airworthiness Directives; General 

Electric Company Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

General Electric Company (GE) model 

GEnx–2B67B turbofan engines with 

booster anti-ice (BAI) air duct, part 

number (P/N) 2469M32G01, and 

support bracket, P/N 2469M46G01, 

installed. This AD was prompted by 

reports of cracks in the BAI air duct. 

This AD requires initial and repetitive 

visual inspections of the BAI air duct, 

removal from service of the BAI air duct 

if it fails inspection and, as a mandatory 

terminating action, the installation of 

new BAI air duct support brackets. We 

are issuing this AD to prevent failure of 

the BAI air duct, resulting in an in-flight 

shutdown of one or more engines, loss 

of thrust control, and damage to the 

airplane. 

DATES: This AD is effective September 

23, 2013. 

ADDRESSES: For service information 

identified in this AD, contact General 

Electric Company, GE Aviation, Room 

285, One Neumann Way, Cincinnati, 

OH; phone: 513–552–3272; email: 

geae.aoc@ge.com. You may view this 

service information at the FAA, Engine 

& Propeller Directorate, 12 New England 

Executive Park, Burlington, MA. For 

information on the availability of this 

material at the FAA, call 781–238–7125. 

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. 


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