Federal Register / Vol. 75, No. 35 / Tuesday, February 23, 2010 / Rules and Regulations 7947 

Model Serial Numbers Note 

2150 .......................................... FP–1 through FP–10 and MS–1–P ............................................. These aircraft were produced by Morrisey 

Aviation Inc. 

2150A ........................................ SFP–11, SP12 through SP–33, and SP–35 through SP–45 ...... These aircraft were produced by Shinn Engineering Company, Santa Ana, California, under licensing agreement with 

Morrisey Aviation Inc. 

2150A ........................................ VAC–50 through VAC–52, and VAC–54–76 through VAC–189– 

85.

These aircraft were produced by Varga Aircraft Corporation, Chandler, Arizona. 

2180 .......................................... VAC–68–77 through VAC–191–82 .............................................. These aircraft were produced by Varga Aircraft Corporation, Chandler, Arizona. 

Subject 

(d) Air Transport Association of America 

(ATA) Code 55: Stabilizers. 

Unsafe Condition 

(e) This AD is the result of six reports of 

Augustair, Inc. Models 2150A and 2180 

airplanes with a cracked vertical stabilizer 

front spar. We are issuing this AD to detect 

and correct cracks in the vertical stabilizer 

front spar, which could result in separation 

of the vertical stabilizer from the airplane. 

This failure could lead to loss of control. 

Compliance 

(f) To address this problem, you must do 

the following, unless already done: 

(1) Before further flight after March 24, 

2010 (the effective date of this AD), visually 

inspect the vertical stabilizer front spar for 

cracks and other damage (loose fasteners, 

corrosion, scratches) following section 2, 

paragraph A, of Augustair Service Bulletin 

SB2009–1, Revision B, dated February 2, 

2010. 

(2) At the applicable compliance time 

specified in paragraph (f)(2)(i) and (f)(2)(ii) of 

this AD, do a detailed inspection of the 

vertical stabilizer front spar for cracks and 

other damage, repair any damage found, and 

install a doubler to the vertical stabilizer 

front spar following section 2, paragraph B, 

of Augustair Service Bulletin SB2009–1, 

Revision B, dated February 2, 2010. 

(i) Before further flight after the inspection 

required in paragraph (f)(1) of this AD where 

cracks or other damage is found; or 

(ii) Within 10 hours time-in-service (TIS) 

after the inspection required in paragraph 

(f)(1) of this AD where no cracks or other 

damage was found. 

(3) Report the inspection results from 

paragraph (f)(2) of this AD within 30 days 

after the inspection or within 30 days after 

March 24, 2010 (the effective date of this 

AD), whichever occurs later. Send your 

report to ATTN: Hal Horsburgh, Aerospace 

Engineer, FAA, Atlanta Aircraft Certification 

Office (ACO), 1701 Columbia Avenue, 

College Park, Georgia 30337; fax: (404) 474– 

5606; e-mail: hal.horsburgh@faa.gov. The 

Office of Management and Budget (OMB) 

approved the information collection 

requirements contained in this regulation 

under the provisions of the Paperwork 

Reduction Act and assigned OMB Control 

Number 2120–0056. Include in your report 

the following information: 

(1) Aircraft model and serial number; 

(2) Aircraft hours TIS; 

(3) Answer whether any crack was found 

and, if so, the crack location and size; 

(4) Description of any previous 

modifications or repairs in the vertical 

stabilizer spar attachment area or if the 

airplane was modified with a different engine 

model or propeller model than originally 

installed on the airplane and hours TIS when 

the modification was done; 

(5) Corrective action taken; 

(6) Answer yes or no whether other damage 

was found; and if so, describe it; 

(7) Point of contact name and phone 

number; and 

(8) Clearly identify the AD No., Docket No., 

and Directorate Identifier of the AD action 

requiring the report. 

Alternative Methods of Compliance 

(AMOCs) 

(g) The Manager, Atlanta 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. Send information to ATTN: Hal 

Horsburgh, Aerospace Engineer, FAA, 

Atlanta Aircraft Certification Office (ACO), 

1701 Columbia Avenue, College Park, 

Georgia 30337; telephone: (404) 474–5553; 

fax: (404) 474–5606; e-mail: 

hal.horsburgh@faa.gov. Before using any 

approved AMOC on any airplane to which 

the AMOC applies, notify your appropriate 

principal inspector (PI) in the FAA Flight 

Standards District Office (FSDO), or lacking 

a PI, your local FSDO. 

Material Incorporated by Reference 

(h) You must use Augustair Service 

Bulletin SB2009–1, Revision B, dated 

February 2, 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 Augustair, Inc., 1809 

Hephzibah McBean Rd., Hephzibah, Georgia 

30815; telephone: (706) 836–8610; fax: (706) 

925–2847; Internet: http:// 

VG21squadron.com; e-mail: 

lorenperry@aol.com. 

(3) You may review copies of the service 

information incorporated by reference for 

this AD at the FAA, Central Region, Office of 

the Regional Counsel, 901 Locust, Kansas 

City, Missouri 64106. For information on the 

availability of this material at the Central 

Region, call (816) 329–3768. 

(4) You may also review copies of the 

service information incorporated by reference 

for this AD 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 Kansas City, Missouri, on 

February 11, 2010. 

Steven W. Thompson, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–3185 Filed 2–22–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0747; Directorate 

Identifier 2009–NE–28–AD; Amendment 39– 

16199; AD 2010–04–06] 

RIN 2120–AA64 

Airworthiness Directives; Thielert 

Aircraft Engines GmbH (TAE) Model 

TAE 125–01 Reciprocating Engines 

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 results 

from mandatory continuing 

airworthiness information (MCAI) 

issued by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

An in-flight engine shutdown incident was 

reported on an aircraft equipped with a TAE 

125–01 engine. This was found to be mainly 

the result of a blockage of the scavenge oil 

gear pump due to a broken axial bearing of 

the turbocharger. The broken parts were 

sucked into the oil pump and caused seizure. 

With the pump inoperative, the separator 

overfilled, causing the engine oil to escape 

via the breather vent line. This caused a loss 

of oil that resulted in the engine overheating 

and subsequent shutdown. 

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7948 Federal Register / Vol. 75, No. 35 / Tuesday, February 23, 2010 / Rules and Regulations 

We are issuing this AD to prevent 

engine in-flight shutdown, possibly 

resulting in reduced control of the 

aircraft. 

DATES: This AD becomes effective 

March 30, 2010. The Director of the 

Federal Register approved the 

incorporation by reference of certain 

publications listed in this AD as of 

March 30, 2010. 

ADDRESSES: The Docket Operations 

office is located at Docket Management 

Facility, U.S. Department of 

Transportation, 1200 New Jersey 

Avenue, SE., West Building Ground 

Floor, Room W12–140, Washington, DC 

20590–0001. 

FOR FURTHER INFORMATION CONTACT: Tara 

Chaidez, Aerospace Engineer, Engine 

Certification Office, FAA, Engine and 

Propeller Directorate, 12 New England 

Executive Park, Burlington, MA 01803; 

e-mail: tara.chaidez@faa.gov; telephone 

(781) 238–7773; fax (781) 238–7199. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on September 17, 2009 (74 FR 

47759. That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

An in-flight engine shutdown incident was 

reported on an aircraft equipped with a TAE 

125–01 engine. This was found to be mainly 

the result of a blockage of the scavenge oil 

gear pump due to a broken axial bearing of 

the turbocharger. The broken parts were 

sucked into the oil pump and caused seizure. 

With the pump inoperative, the separator 

overfilled, causing the engine oil to escape 

via the breather vent line. This caused a loss 

of oil that resulted in the engine overheating 

and subsequent shutdown. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM or 

on the determination of the cost to the 

public. 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and, in 

general, agree with its substance. But we 

have found it necessary to change the 

compliance from ‘‘within the next 50 

flight hours after the effective date of 

this directive, but not later than 31 

October 2007, whichever occurs first’’, 

to ‘‘within the next 50 flight hours after 

the effective date of this AD.’’ 

Costs of Compliance 

Based on the service information, we 

estimate that this AD will affect about 

250 products of U.S. registry. We also 

estimate that it will take about one 

work-hour per product to comply with 

this AD. The average labor rate is $80 

per work-hour. Required parts will cost 

about $80 per product. Based on these 

figures, we estimate the cost of the AD 

on U.S. operators to be $40,000. 

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 determined that this AD will not 

have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); and 

3. 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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

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 AD, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Operations office (telephone 

(800) 647–5527) is provided in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

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 AD: 

2010–04–06 Thielert Aircraft Engines 

GmbH: Amendment 39–16199. Docket 

No. FAA–2009–0747; Directorate 

Identifier 2009–NE–28–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective March 30, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Thielert Aircraft 

Engines GmbH (TAE) model TAE 125–01 

reciprocating engines, all serial numbers 

(S/N) up to- and- including S/N 02–01–1018. 

These engines are installed in, but not 

limited to, Diamond Aircraft Industries 

Model DA42, Piper PA–28–161 

(Supplemental Type Certificate (STC) No. 

SA03303AT), Cessna 172F, 172G, 172H, 172I, 

172K, 172L, 172M, 172N, 172P, 172R, 172S, 

F172F, F172G, F172H, F172K, F172L, 

F172M, F172N, and F172P (STC No. 

SA01303WI) airplanes. 

Reason 

(d) This AD results from mandatory 

continuing airworthiness information (MCAI) 

issued by an aviation authority of another 

country to identify and correct an unsafe 

condition on an aviation product. The MCAI 

describes the unsafe condition as: 

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Federal Register / Vol. 75, No. 35 / Tuesday, February 23, 2010 / Rules and Regulations 7949 

An in-flight engine shutdown incident was 

reported on an aircraft equipped with a TAE 

125–01 engine. This was found to be mainly 

the result of a blockage of the scavenge oil 

gear pump due to a broken axial bearing of 

the turbocharger. The broken parts were 

sucked into the oil pump and caused seizure. 

With the pump inoperative, the separator 

overfilled, causing the engine oil to escape 

via the breather vent line. This caused a loss 

of oil that resulted in the engine overheating 

and subsequent shutdown. 

We are issuing this AD to prevent engine 

in-flight shutdown, possibly resulting in 

reduced control of the aircraft. 

Actions and Compliance 

(e) Unless already done, do the following 

actions within the next 50 flight hours after 

the effective date of this AD: 

(1) Modify the engine oil system by 

installing a filter adaptor to the catch tank. 

(2) Use the installation instructions in 

Thielert Service Bulletin No. TM TAE 125– 

0016, Revision 1, dated June 15, 2007, to 

install the filter adaptor. 

FAA AD Differences 

(f) This AD differs from the Mandatory 

Continuing Airworthiness Information 

(MCAI) as follows: 

(1) The MCAI compliance time states 

‘‘within the next 50 flight hours after the 

effective date of this directive, but not later 

than 31 October 2007, whichever occurs 

first’’. 

(2) This AD compliance time states ‘‘within 

the next 50 flight hours after the effective 

date of this AD.’’ 

Related Information 

(g) Refer to European Aviation Safety 

Agency AD 2007–0232, dated August 23, 

2007, for related information. 

(h) Contact Tara Chaidez, Aerospace 

Engineer, Engine Certification Office, FAA, 

Engine and Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 

01803; e-mail: tara.chaidez@faa.gov; 

telephone (781) 238–7773; fax (781) 238– 

7199, for more information about this AD. 

Material Incorporated by Reference 

(i) You must use Thielert Service Bulletin 

No. TM TAE 125–0016, Revision 1, dated 

June 15, 2007, 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 Thielert Aircraft Engines 

GmbH, Platanenstrasse 14 D–09350, 

Lichtenstein, Germany, telephone: +49– 

37204–696–0; fax: +49–37204–696–55; 

e-mail: info@centurion-engines.com. 

(3) You may review copies at the FAA, 

New England Region, 12 New England 

Executive Park, Burlington, MA; or at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

(202) 741–6030, or go to: http:// 

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

Issued in Burlington, Massachusetts, on 

February 8, 2010. 

Peter A. White, 

Assistant Manager, Engine and Propeller 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–3117 Filed 2–22–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–1025 Directorate 

Identifier 2009–CE–055–AD; Amendment 

39–16204; AD 2010–04–11] 

RIN 2120–AA64 

Airworthiness Directives; Extra 

Flugzeugproduktions- und VertriebsGmbH Models EA–300/200 and EA– 

300/L Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD results 

from mandatory continuing 

airworthiness information (MCAI) 

issued by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

The manufacturer has advised that the 

combination of a redesigned tail spring 

support with a stiffer tail spring and rough 

field operations has led to cracks in the tail 

spring support mounting base. Cracks have 

also been reported on aeroplanes already 

compliant with Part II of Extra Service 

Bulletin No. SB–300–2–97 issue A, as 

mandated by the LBA AD D–1998–001, dated 

15 January 1998. 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

March 30, 2010. 

On March 30, 2010, the Director of the 

Federal Register approved the 

incorporation by reference of certain 

publications listed in this AD. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at 

Document Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue, SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: Greg 

Davison, Aerospace Engineer, FAA, 

Small Airplane Directorate, 901 Locust, 

Room 301, Kansas City, Missouri 64106; 

telephone: (816) 329–4130; fax: (816) 

329–4090. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on November 3, 2009 (74 FR 

56748). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

The manufacturer has advised that the 

combination of a redesigned tail spring 

support with a stiffer tail spring and rough 

field operations has led to cracks in the tail 

spring support mounting base. Cracks have 

also been reported on aeroplanes already 

compliant with Part II of Extra Service 

Bulletin No. SB–300–2–97 issue A, as 

mandated by the LBA AD D–1998–001, dated 

15 January 1998. 

For the reasons stated above, this new AD 

mandates instructions for recurring 

inspections and modification in the area of 

the tail spring support in order to prevent 

separation of the tail landing gear which 

could result in serious damage to the airplane 

during landing. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM or 

on the determination of the cost to the 

public. 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 

We might also have required different 

actions in this AD from those in the 

MCAI in order to follow FAA policies. 

Any such differences are highlighted in 

a Note within the AD. 

Costs of Compliance 

We estimate that this AD will affect 

184 products of U.S. registry. We also 

estimate that it will take about 2 workmstockstill on DSKH9S0YB1PROD with RULES