Federal Register / Vol. 75, No. 250 / Thursday, December 30, 2010 / Rules and Regulations 82219 

PART 228—COMMUNITY 

REINVESTMENT (REGULATION BB) 

■ 1. The authority citation for part 228 

continues to read as follows: 

Authority: 12 U.S.C. 321, 325, 1828(c), 

1842, 1843, 1844, and 2901 et seq. 

■ 2. Revise § 228.12(u)(1) to read as 

follows: 

§ 228.12 Definitions. 

* * * * * 

(u) Small bank—(1) Definition. Small 

bank means a bank that, as of December 

31 of either of the prior two calendar 

years, had assets of less than $1.122 

billion. Intermediate small bank means 

a small bank with assets of at least $280 

million as of December 31 of both of the 

prior two calendar years and less than 

$1.122 billion as of December 31 of 

either of the prior two calendar years. 

* * * * * 

Federal Deposit Insurance Corporation 

12 CFR Chapter III 

Authority and Issuance 

■ For the reasons set forth in the joint 

preamble, the Board of Directors of the 

Federal Deposit Insurance Corporation 

amends part 345 of chapter III of title 12 

of the Code of Federal Regulations to 

read as follows: 

PART 345—COMMUNITY 

REINVESTMENT 

■ 1. The authority citation for part 345 

continues to read as follows: 

Authority: 12 U.S.C. 1814–1817, 1819– 

1820, 1828, 1831u and 2901–2907, 3103– 

3104, and 3108(a). 

■ 2. Revise § 345.12(u)(1) to read as 

follows: 

§ 345.12 Definitions. 

* * * * * 

(u) Small bank—(1) Definition. Small 

bank means a bank that, as of December 

31 of either of the prior two calendar 

years, had assets of less than $1.122 

billion. Intermediate small bank means 

a small bank with assets of at least $280 

million as of December 31 of both of the 

prior two calendar years and less than 

$1.122 billion as of December 31 of 

either of the prior two calendar years. 

* * * * * 

Department of the Treasury 

Office of Thrift Supervision 

12 CFR Chapter V 

■ For the reasons discussed in the joint 

preamble, 12 CFR part 563e is amended 

as follows: 

PART 563e—COMMUNITY 

REINVESTMENT 

■ 1. The authority citation for part 563e 

continues to read as follows: 

Authority: 12 U.S.C. 1462a, 1463, 1464, 

1467a, 1814, 1816, 1828(c), and 2901 through 

2907. 

■ 2. Revise § 563e.12(u)(1) to read as 

follows: 

§ 563e.12 Definitions. 

* * * * * 

(u) Small savings association—(1) 

Definition. Small savings association 

means a savings association that, as of 

December 31 of either of the prior two 

calendar years, had assets of less than 

$1.122 billion. Intermediate small 

savings association means a small 

savings association with assets of at 

least $280 million as of December 31 of 

both of the prior two calendar years and 

less than $1.122 billion as of December 

31 of either of the prior two calendar 

years. 

* * * * * 

Dated: December 7, 2010. 

Julie L. Williams, 

First Senior Deputy Comptroller and Chief 

Counsel. 

By order of the Board of Governors of the 

Federal Reserve System, acting through the 

Secretary of the Board under delegated 

authority, December 15, 2010. 

Robert deV. Frierson, 

Deputy Secretary of the Board. 

By order of the Board of Directors. 

Dated at Washington, DC, this 14th day of 

December 2010. 

Federal Deposit Insurance Corporation. 

Valerie J. Best, 

Assistant Executive Secretary. 

Dated: December 9, 2010. 

By the Office of Thrift Supervision, 

John E. Bowman, 

Acting Director. 

[FR Doc. 2010–32321 Filed 12–29–10; 8:45 am] 

BILLING CODE 6714–01–P, 4810–33–P, 6210–01–P, 

6720–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0827; Directorate 

Identifier 2010–CE–029–AD; Amendment 

39–16552; AD 2010–17–18 R1] 

RIN 2120–AA64 

Airworthiness Directives; Air Tractor, 

Inc. Models AT–802 and AT–802A 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are revising an existing 

airworthiness directive (AD) for Air 

Tractor, Inc. (Air Tractor) Models AT– 

802 and AT–802A airplanes. That AD 

currently requires you to repetitively 

inspect (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 and repair 

or replace any cracked spar, and 

changes the safe life for certain serial 

(SN) ranges. This AD retains the actions 

of AD 2010–17–18 and reduces the 

applicability from all serial numbers 

beginning with SN–0001 as required by 

the previous AD to SN–0001 through 

SN–0269. This AD was prompted by our 

evaluation of a comment from David 

Ligon, Air Tractor, and our 

determination that we should reduce 

the applicability from that already 

required by the previous AD. 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. 

DATES: This AD is effective January 14, 

2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of September 9, 2010 (75 FR 52255, 

August 25, 2010). 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of April 21, 2006 (71 FR 

19994, April 19, 2006). 

We must receive any comments on 

this AD by February 14, 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– 


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82220 Federal Register / Vol. 75, No. 250 / Thursday, December 30, 2010 / Rules and Regulations 

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 Air Tractor, Inc., P.O. 

Box 485, Olney, Texas 76374; 

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

564–5612; E-mail: 

airmail@airtractor.com; Internet: http:// 

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; 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 (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; e-mail: 

andrew.mcanaul@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

On August 11, 2010, we issued AD 

2010–17–18, amendment 39–16412 (75 

FR 52255, August 25, 2010), for all Air 

Tractor Models AT–802 and AT–802A 

airplanes. That AD requires you to 

repetitively inspect (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 and repair or replace any 

cracked spar, and changes the safe life 

for certain SN ranges. That AD resulted 

from the FAA’s evaluation of service 

information issued by Air Tractor and 

our determination that we needed to 

add inspections, add modifications, and 

change the safe life for certain SN 

ranges. We issued that 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. 

Actions Since AD was Issued 

Since we issued AD 2010–17–18, we 

have evaluated a comment from David 

Ligon, Air Tractor, and determined that 

we should reduce the applicability from 

all serial numbers beginning with SN– 

0001 as required by the previous AD to 

SN–0001 through SN–0269. Airplane 

SN–0270 and subsequent wing main 

spar components are life limited at 

11,700 hours time-in-service as 

described in Air Tractor, Inc. AT 802/ 

802A Airworthiness Limitations, Pages 

6–i, 6–1, and 6–2, dated: September 16, 

2009. 

Relevant Service Information 

We reviewed the following service 

information from Snow Engineering Co.: 

• Service Letter #80GG, revised 

December 21, 2005; 

• Service Letter #284, dated October 

4, 2009; 

• Service Letter #281, dated August 1, 

2009; 

• Service Letter #245, dated April 25, 

2005; 

• Service Letter #240, dated 

September 30, 2004; 

• Process Specification #197, page 1, 

revised June 4, 2002; pages 2 through 4, 

dated February 23, 2001; and page 5, 

dated May 3, 2002; 

• Drawing Number 20995, Sheet 3, 

dated November 25, 2005; 

• Drawing Number 20995, Sheet 2, 

Rev. D., dated November 25, 2005; and 

• Drawing Number 20975, Sheet 4, 

Rev. A., dated January 7, 2009. 

The service information describes 

procedures for the following actions: 

• Inspection (repetitively) of the two 

outboard fastener holes in both of the 

wing main spar lower caps at the center 

splice joint for cracks; 

• Repair or replacement of any 

cracked spar cap; and 

• Modification option to extend the 

safe life limit. 

FAA’s Determination 

We are issuing 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. 

AD Requirements 

This AD requires accomplishing the 

actions specified in the service 

information described previously. The 

AD also requires sending the inspection 

results (if cracks are found) 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. 

FAA’s Justification and Determination 

of the Effective Date 

An unsafe condition exists that 

requires the immediate adoption of this 

AD. The FAA has found that the risk to 

the flying public justifies waiving notice 

and comment prior to adoption of this 

rule because the public has already had 

the opportunity to comment on the 

actions of this unsafe condition. This 

action only reduces the applicability 

from that already required by the 

previous AD. Therefore, we find that 

notice and opportunity for prior public 

comment are unnecessary and that good 

cause exists for making this amendment 

effective in less than 30 days. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety, and 

we did not provide you with notice and 

an opportunity to provide your 

comments before it becomes effective. 

However, we invite you to send any 

written data, views, or arguments about 

this AD. Send your comments to an 

address listed under the ADDRESSES

section. Include the docket number 

FAA–2010–0827 and directorate 

identifier 2010–CE–029–AD at the 

beginning of your comments. We 

specifically invite comments on the 

overall regulatory, economic, 

environmental, and energy aspects of 

this AD. We will consider all comments 

received by the closing date and may 

amend this 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 AD. 

Costs of Compliance 

We estimate that this AD affects 121 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 


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Federal Register / Vol. 75, No. 250 / Thursday, December 30, 2010 / Rules and Regulations 82221 

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 .................. $60,500 to $96,800 

Spar cap replacement (two 

spars).

495 work-hours × $85 per 

hour = $42,075.

$39,100 (two spars) ............ $81,175 .......................... $9,822,175 

We estimate the following costs to do 

any necessary center splice plate 

installation that would be required 

based on the results of the inspection. 

We have no way of determining the 

number of aircraft that might need this 

center splice plate installation: 

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 

We estimate the following costs to do 

any necessary extended splice block 

installation that would be required 

based on the results of the inspection. 

We have no way of determining the 

number of aircraft that might need this 

extended splice block installation: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Extended splice block installation ................................................................... 70 workhours × $85 

per hour = 

$5,950 

$3,200 ................................................ $9,150 

We estimate the following costs to do 

any necessary cold-work lower spar cap 

fastener holes that would be required 

based on the results of the inspection. 

We have no way of determining the 

number of aircraft that might need this 

cold-work lower spar cap fastener holes: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Cold-work lower spar cap fastener holes ... $1,350 ..................................................................................................... Not 

Applicable 

$1,350 

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 part 39 of the Federal 

Aviation Regulations (14 CFR part 39) as 

follows: 


srobinson on DSKHWCL6B1PROD with RULES
82222 Federal Register / Vol. 75, No. 250 / Thursday, December 30, 2010 / Rules and Regulations 

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, amendment 39–16412 (75 

FR 52255, August 25, 2010) and adding 

the following new AD: 

2010–17–18 R1 Air Tractor, Inc.: 

Amendment 39–16552; Docket No. 

FAA–2010–0827; Directorate Identifier 

2010–CE–029–AD. 

Effective Date 

(a) This AD is effective January 14, 2011. 

Affected ADs 

(b) This AD revises AD 2010–17–18, 

Amendment 39–16412. 

Applicability 

(c) This AD affects Air Tractor, Inc. Models 

AT–802 and AT–802A airplanes, serial 

numbers (SNs) –0001 through –0269, that 

are: 

(1) certificated in any category; 

(2) engaged in agricultural dispersal 

operations, including those airplanes that 

have been converted from fire fighting to 

agricultural dispersal or airplanes that 

convert between fire fighting and agricultural 

dispersal; 

(3) not equipped with the factory-supplied 

computerized fire gate (part number (P/N) 

80540); and 

(4) not engaged in only full-time fire 

fighting. 

Subject 

(d) Joint Aircraft System Component 

(JASC)/Air Transport Association (ATA) of 

America Code 57: Wings. 

Unsafe Condition 

(e) This AD was prompted by our 

evaluation of a comment from David Ligon, 

Air Tractor, and our determination that we 

should reduce the applicability from the all 

serial numbers beginning with SN –0001 as 

required by the previous AD to SN –0001 

through SN–0269. 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. 

Compliance 

(f) Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) To address this problem for Models 

AT–802 and AT–802A airplanes, SNs –0001 

through –0091, you must do the following, 

unless already done: 

TABLE 1—ACTIONS, COMPLIANCE, AND PROCEDURES

Actions Compliance Procedures 

(1) Eddy current inspect for cracks the center 

splice joint outboard two fastener holes in 

both the left and right wing main spar lower 

caps.

Initially inspect upon accumulating 1,700 

hours time-in-service (TIS) or within the 

next 50 hours TIS after April 21, 2006 (the 

effective date of AD 2006–08–09), whichever occurs later, and repetitively thereafter 

at intervals not to exceed 800 hours TIS. If, 

before September 9, 2010 (the effective 

date of AD 2010-17-18), you installed the 

center splice plate and extended 8-bolt 

splice blocks, use the inspection compliance times found in paragraph (g)(5) of this 

AD.

Follow 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. 

(2) If you find any cracks as a result of any inspection required in paragraph (g)(1) of this 

AD, do the following actions: 

(i) For cracks that can be repaired, repair the 

airplane by doing the following actions:.

(A) Install center splice plate, P/N 20997–2, 

and extended 8-bolt splice blocks, P/N 

20985–1 & –2, and cold-work the lower spar 

cap fastener holes; and.

(B) Eddy current inspect for cracks the center 

splice joint outboard two fastener holes in 

both the left and right wing main spar lower 

caps. 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.

(ii) For cracks that cannot be repaired by incorporating the modification specified above, do 

the actions to replace the lower spar caps 

and associated parts listed following the procedures identified in paragraph (g)(3) of this 

AD.

Before further flight after the inspection where 

a crack was found. If, before the airplane 

reaches a total of 3,200 hours TIS, you repair your airplane following paragraph 

(g)(2)(i) of this AD, you must do the eddy 

current inspections following the compliance 

times found in paragraph (g)(5) of this AD. 

If, at 3,200 hours TIS or after, you repair 

your airplane following paragraph (g)(2)(i) of 

this AD, this repair terminates the inspection requirements of paragraph (g)(1) of this 

AD.

Follow 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 20995, Sheet 

2, Rev. D., dated November 25, 2005; and 

Snow Engineering Co. Service Letter #240, 

dated September 30, 2004. 


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Federal Register / Vol. 75, No. 250 / Thursday, December 30, 2010 / Rules and Regulations 82223 

TABLE 1—ACTIONS, COMPLIANCE, AND PROCEDURES—Continued 

Actions Compliance Procedures 

(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. This replacement terminates the repetitive inspections required in paragraph (g)(1) 

of this AD.

(i) Do the replacement at whichever of the following compliance times occurs first: 

(A) Before further flight when cracks are 

found that cannot be repaired by incorporating the modification in paragraph 

(g)(2)(i) of this AD; or 

(B) 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 of AD 2010-17-18), whichever 

occurs later. 

(ii) After this replacement the new spar safe 

life is 11,700 hours TIS. If, before September 9, 2010 (the effective date of AD 

2010-17-18), an airplane main spar lower 

cap was replaced with P/N 21083–1/–2, the 

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

hours TIS until the main spar lower cap is 

replaced with P/N 21118–1/–2. The new 

spar safe life for P/N 21118–1/–2 is 11,700 

hours. 

(iii) To extend the initial 4,100 hours TIS safe 

life of the wing main spar lower cap to a 

total of 8,000 hours TIS, you may incorporate the optional modification specified in 

paragraph (g)(4) of this AD. 

Follow 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. 

(4) To extend the safe life of the wing main 

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

you may incorporate the following optional 

modification. This modification terminates the 

repetitive inspections required in paragraph 

(g)(1) of this AD, unless you performed the 

modification before the airplane reaches a 

total of 3,200 hours TIS to repair cracks: 

(i) Install center splice plate, P/N 20997–2, and 

extended 8-bolt splice blocks, P/N 20985–1 & 

–2, and cold-work the lower spar cap fastener holes; and 

(ii) Eddy current inspect for cracks the center 

splice joint outboard two fastener holes in 

both the left and right wing main spar lower 

caps. 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. 

Modify at whichever of the following compliance times occurs first: 

(A) Before further flight after any inspection 

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

where a crack is found. If you modify your 

airplane before the airplane reaches a total 

of 3,200 hours TIS to repair cracks as required in paragraph (g)(2)(i) of this AD, you 

must do the eddy current inspections following the compliance times found in paragraph (g)(5) of this AD. 

(B) Between 3,200 hours TIS and 4,100 hours 

TIS. 

Follow 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 20995, Sheet 

2, Rev. D., dated November 25, 2005; and 

Snow Engineering Co. Service Letter #240, 

dated September 30, 2004. 

(5) If, before September 9, 2010 (the 

effective date of AD 2010–17–18) or as a 

result of performing the repair for cracks 

following paragraph (g)(2) of this AD, you 

installed the center splice plate and extended 

8-bolt splice blocks, use the following table 

for compliance times to do the eddy current 

inspections required in paragraph (g)(1) of 

this AD. If you find any cracks as a result of 

any inspection following the compliance 

times in the following table, you must do the 

replacement action in paragraph (g)(2)(ii) of 

this AD: 

TABLE 2—EDDY CURRENT INSPECTION COMPLIANCE TIMES

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

to exceed 

(i) If the airplane has already had 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, at 

any time you may cold work the fastener 

holes 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 of 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 of AD 2010-17-18), 

whichever occurs later.

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

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

600 hours TIS until the 8,000 hours TIS 

spar replacement time. 


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82224 Federal Register / Vol. 75, No. 250 / Thursday, December 30, 2010 / Rules and Regulations 

TABLE 2—EDDY CURRENT INSPECTION COMPLIANCE TIMES—Continued 

Condition of the airplane Initially inspect Repetitively inspect thereafter 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 100 days after September 9, 2010 

(the effective date of AD 2010-17-18), 

whichever occurs later.

600 hours TIS until the 8,000 hours TIS spar 

replacement time. 

(h) To address this problem for AT–802 

and AT–802A airplanes, SNs–0092 through 

–0101, you must do the following, unless 

already done: 

TABLE 3—ACTIONS, COMPLIANCE, AND PROCEDURES

Actions Compliance Procedures 

(1) Eddy current inspect for cracks the center 

splice joint outboard two fastener holes in 

both the left and right wing main spar lower 

caps.

Initially inspect upon accumulating 1,700 

hours TIS or within the next 50 hours TIS 

after September 9, 2010 (the effective date 

of AD 2010–17–18), whichever occurs later, 

and repetitively thereafter at intervals not to 

exceed 800 hours TIS. If the center splice 

plate, P/N 20994–2, is installed as specified 

in paragraph (h)(4) of this AD, do the repetitive inspections at intervals not to exceed 

2,000 hours TIS.

Follow 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. 

(2) If you find any cracks as a result of any inspection required by paragraph (h)(1) of this 

AD, do the following actions. This repair 

modification terminates the repetitive inspections required in paragraph (h)(1) of this AD: 

(i) For cracks that can be repaired, repair the 

airplane by doing the following actions: 

(A) Install the 9-bolt splice blocks and cold-work 

the lower spar cap fastener holes; 

(B) Eddy current inspect for cracks the center 

splice joint outboard two fastener holes in 

both the left and right wing main spar lower 

caps. 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; and 

(C) Install the center splice plate, P/N 20994–2, 

per paragraph (h)(4) if not already installed. 

(ii) For cracks that cannot be repaired by doing 

the actions in paragraph (h)(2)(i) of this AD, 

replace the lower spar caps and associated 

parts listed following the procedures identified 

in paragraph (h)(3) of this AD. 

Before further flight after the inspection where 

a crack was found. This repair modification 

in paragraph (h)(2)(i) of this AD extends the 

safe life of the wing main spar lower cap to 

a total of 8,000 hours TIS.

Follow 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, Snow Engineering Co. Service Letter #281, dated August 1, 2009; and Snow Engineering Co. 

Drawing Number 20995, Sheet 3, dated 

November 25, 2005. 

(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. This replacement terminates the repetitive inspections required in paragraph (h)(1) 

of this AD.

(i) Do the replacement at whichever of the following compliance times occurs first: 

(A) Before further flight when cracks are 

found that cannot be repaired by incorporating the modification in paragraph 

(h)(2)(i) of this AD; or 

(B) 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 of AD 2010–17–18), whichever 

occurs later. 

(ii) To extend the initial 4,100 hours TIS safe 

life of the wing main spar lower cap to a 

total of 8,000 hours TIS, you may incorporate the optional modification specified in 

paragraph (h)(4) of this AD. 

(iii)After replacement of the old spar with the 

new lower spar cap, P/N 21118–1/–2, the 

new spar safe life is 11,700 hours TIS. 

Follow 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. 


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TABLE 3—ACTIONS, COMPLIANCE, AND PROCEDURES—Continued 

Actions Compliance Procedures 

(4) To extend the safe life of the wing main 

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

you may incorporate the following optional 

modification: 

(i) Install center splice plate, P/N 20994–2, if 

not already installed as part of a repair, and 

cold-work the lower spar cap fastener holes; 

and 

(ii) Eddy current inspect for cracks the center 

splice joint outboard two fastener holes in 

both the left and right wing main spar lower 

caps. 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. 

Before the airplane reaches a total of 4,100 

hours TIS. After installation of the center 

splice plate, P/N 20994–2, do the repetitive 

inspections required in paragraph (h)(1) at 

intervals not to exceed 2,000 hours TIS. If 

as of September 9, 2010 (the effective date 

of AD 2010–17–18) you have already exceeded the 4,100 hours TIS threshold for 

extending the safe life to 8,000 hours TIS, 

you may be eligible for an alternative method of compliance following paragraph (n) in 

this AD.

Follow 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. 

(5) If you find any cracks as a result of any repetitive inspection required by paragraph 

(h)(4) of this AD, do the following actions. 

This repair modification terminates the repetitive inspections required in paragraph (h)(4) 

of this AD: 

(i) For cracks that can be repaired, repair the 

airplane by doing the following actions: 

(A) Install the 9-bolt splice blocks and cold-work 

the lower spar cap fastener holes; and 

(B) Eddy current inspect for cracks the center 

splice joint outboard two fastener holes in 

both the left and right wing main spar lower 

caps. 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. 

(ii) For cracks that cannot be repaired by doing 

the actions in paragraph (h)(5)(i) of this AD, 

replace the lower spar caps and associated 

parts listed following the procedures identified 

in paragraph (h)(3) of this AD. 

Before further flight after the inspection where 

a crack was found.

Follow 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, Snow Engineering Co. Service Letter #281, dated August 1, 2009; and Snow Engineering Co. 

Drawing Number 20995, Sheet 3, dated 

November 25, 2005. 

(i) To address this problem for AT–802 and 

AT–802A airplanes, SNs –0102 through 

–0178, you must do the following, unless 

already done: 

TABLE 4—ACTIONS, COMPLIANCE, AND PROCEDURES

Actions Compliance Procedures 

(1) Do an initial eddy current inspection for 

cracks of the center splice joint outboard two 

fastener holes in both the left and right wing 

main spar lower caps. After this initial inspection, you may do the optional cold-working of 

the lower spar cap fastener holes to increase 

the hours TIS between repetitive inspections 

required in paragraph (i)(2) of this AD.

Before the airplane reaches a total of 5,500 

hours TIS or within the next 50 hours TIS 

after September 9, 2010 (the effective date 

of AD 2010-17-18), whichever occurs later.

Follow 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; and Snow Engineering Co. Service Letter #284, dated October 

4, 2009. 

(2) Repetitively eddy current inspect for cracks 

the center splice joint outboard two fastener 

holes in both the left and right wing main 

spar lower caps.

(i) For fastener holes that are cold-worked: 

After the initial inspection, repetitively thereafter inspect at intervals not to exceed 

2,200 hours TIS.

(ii) For fastener holes not cold-worked: After 

the initial inspection, repetitively thereafter 

inspect at intervals not to exceed 1,100 

hours TIS.

Follow 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 #284, 

dated October 4, 2009; and (optional) Snow 

Engineering Co. Service Letter #245, dated 

April 25, 2005. 


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TABLE 4—ACTIONS, COMPLIANCE, AND PROCEDURES—Continued 

Actions Compliance Procedures 

(3) If you find any cracks as a result of any inspection required by paragraphs (i)(1) and 

(i)(2) of this AD, do the following actions. 

This modification terminates the repetitive inspections required in paragraph (i)(1) and 

(i)(2) of this AD: 

(i) For cracks that can be repaired, repair the 

airplane by doing the following actions: 

(A) Install the 9-bolt splice blocks and cold-work 

the lower spar cap fastener holes; and 

(B) Eddy current inspect for cracks the center 

splice joint outboard two fastener holes in 

both the left and right wing main spar lower 

caps. This eddy current inspection is required 

as part of the repair and is separate from the 

inspections required in paragraphs (i)(1) and 

(i)(2) of this AD. 

(ii) For cracks that cannot be repaired by doing 

the actions in paragraph (i)(3)(i) of this AD, 

replace the lower spar caps and associated 

parts listed following the procedures in paragraph (i)(4) of this AD. 

Before further flight after the inspection where 

a crack was found.

Follow Snow Engineering Co. Service Letter 

#281, dated August 1, 2009; and Snow Engineering Co. Drawing Number 20995, 

Sheet 3, dated November 25, 2005. 

(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. This replacement terminates the repetitive inspections required in paragraphs (i)(1) 

and (i)(2) of this AD.

(i) Do the replacement at whichever of the following compliance times occurs first: 

(A) Before further flight when cracks are 

found that cannot be repaired by incorporating the repair in paragraph (i)(3)(i) of 

this AD; or 

(B) 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 of AD 2010-17-18), whichever 

occurs later. 

(ii) After this replacement the new spar safe 

life is 11,700 hours TIS. 

Follow 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. 

(j) To address this problem for AT–802 and 

AT–802A airplanes, SNs –0179 through 

–0269, you must do the following, unless 

already done: 

TABLE 5—ACTIONS, COMPLIANCE, AND PROCEDURES

Actions Compliance Procedures 

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.

By the 8,000 hours TIS safe-life or within the 

next 50 hours TIS after September 9, 2010 

(the effective date of AD 2010-17-18), 

whichever occurs later. After this replacement the subsequent new spar safe life is 

11,700 hours TIS.

Follow 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. 

(k) Report any crack from any inspection 

required in paragraphs (g), (h), or (i) of this 

AD within 10 days after the cracks are found 

on the form in Figure 1 of this AD. 

(1) 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. 

(2) 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. 

Special Permit Flight 

(l) Under 14 CFR 39.23, we are allowing 

special flight permits for the purpose of 

compliance with this AD under the following 

conditions: 

(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. 

BILLING CODE 4910–13–P 


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BILLING CODE 4910–13–C 


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82228 Federal Register / Vol. 75, No. 250 / Thursday, December 30, 2010 / Rules and Regulations 

Paperwork Reduction Act Burden Statement 

(m) 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 

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. 

Alternative Methods of Compliance 

(AMOCs) 

(n)(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 the 

Related Information section of this AD. 

(2) Before using any approved AMOC, 

notify your Principal Maintenance Inspector 

or Principal Avionics Inspector, as 

appropriate, or lacking a principal inspector, 

your local Flight Standards District Office. 

(3) AMOCs approved for AD 2010–17–18 

are approved as AMOCs for this AD. 

Related Information 

(o) 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; e-mail: 

andrew.mcanaul@faa.gov. 

Material Incorporated by Reference 

(p)(1) You must use the service information 

contained in table 6 of this AD to do the 

actions required by this AD, unless the AD 

specifies otherwise. The Director of the 

Federal Register previously approved the 

incorporation by reference of the service 

information contained in table 6 of this AD 

on the date specified in the column 

‘‘Incorporation by Reference Approval Date’’ 

of Table 6. 

TABLE 6—MATERIAL INCORPORATED BY REFERENCE

Document Revision Date Incorporation by reference approval date 

(i) Snow Engineering Co. Service Letter 

#80GG.

Not Applicable ............ December 21, 2005 ... September 9, 2010 (75 FR 52255, August 

25, 2010). 

(ii) Snow Engineering Co. Service Letter #284 Not Applicable ............ October 4, 2009 ......... September 9, 2010 (75 FR 52255, August 

25, 2010). 

(iii) Snow Engineering Co. Service Letter #281 Not Applicable ............ August 1, 2009 ........... September 9, 2010 (75 FR 52255, August 

25, 2010). 

(iv) Snow Engineering Co. Service Letter #245 Not Applicable ............ April 25, 2005 ............. September 9, 2010 (75 FR 52255, August 

25, 2010). 

(v) Snow Engineering Co. Service Letter #240 Not Applicable ............ September 30, 2004 .. April 21, 2006 (71 FR 19994, April 19, 2006). 

(vi) Snow Engineering Co. Process Specification #197: ..................................... ..................................... April 21, 2006 (71 FR 19994, April 19, 2006). 

page 1 ....................................................... Not Applicable ............ June 4, 2002 .............. April 21, 2006 (71 FR 19994, April 19, 2006). 

pages 2 through 4 ..................................... Not Applicable ............ February 23, 2001 ...... April 21, 2006 (71 FR 19994, April 19, 2006). 

page 5 ....................................................... Not Applicable ............ May 3, 2002 ............... April 21, 2006 (71 FR 19994, April 19, 2006). 

(vii) Snow Engineering Co. Drawing Number 

20995: 

..................................... ..................................... September 9, 2010 (75 FR 52255, August 

25, 2010). 

Sheet 2 ...................................................... Rev. D ........................ November 25, 2005 ... September 9, 2010 (75 FR 52255, August 

25, 2010). 

Sheet 3 ...................................................... Not Applicable ............ November 25, 2005 ... September 9, 2010 (75 FR 52255, August 

25, 2010). 

(viii) Snow Engineering Co. Drawing Number 

20975, Sheet 4.

Rev. A ........................ January 7, 2009 ......... September 9, 2010 (75 FR 52255, August 

25, 2010). 

(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; E-mail: 

airmail@airtractor.com; Internet: 

www.airtractor.com. 

(3) You may review copies of the 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. 

(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 Kansas City, Missouri, on 

December 16, 2010. 

William J. Timberlake, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–32905 Filed 12–29–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 95 

[Docket No. 30760; Amdt. No. 491] 

IFR Altitudes; Miscellaneous 

Amendments 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This amendment adopts 

miscellaneous amendments to the 

required IFR (instrument flight rules) 

altitudes and changeover points for 

certain Federal airways, jet routes, or 

direct routes for which a minimum or 

maximum en route authorized IFR 

altitude is prescribed. This regulatory 

action is needed because of changes 

occurring in the National Airspace 

System. These changes are designed to 

provide for the safe and efficient use of 

the navigable airspace under instrument 

conditions in the affected areas. 

DATES: Effective Date: 0901 UTC, 

January 13, 2011. 

FOR FURTHER INFORMATION CONTACT: 

Harry Hodges, Flight Procedure 

Standards Branch (AMCAFS–420), 


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