32078 Federal Register / Vol. 78, No. 103 / Wednesday, May 29, 2013 / Rules and Regulations 

In the March 18, 2013, proposed rule, 

the NRC stated that if any significant 

adverse comments were received, a 

document that withdraws the direct 

final rule would be published in the 

Federal Register. As a result, the direct 

final rule would not take effect. 

The NRC received a significant 

adverse comment on the proposed rule 

that accompanied the direct final rule; 

therefore, the NRC is withdrawing the 

direct final rule. The comment was 

submitted by NAC International on 

April 17, 2013 (available at 

www.regulations.gov by searching on 

Docket ID NRC–2012–0308). NAC 

International’s comment identified 

several corrections to the information 

used by the NRC to develop the 

proposed Technical Specifications. 

Specifically, the comment identified 

revisions to Table B2–4, Bounding PWR 

[Pressurized Water Reactor] Fuel 

Assembly Loading Criteria— 

Enrichment/Soluble Boron Limits, in 

Appendix B, Approved Contents for the 

MAGNASTOR® System, of the CoC. 

This table provides bounding 

pressurized water reactor fuel assembly 

loading criteria, in terms of enrichment 

limits. The comment also identified a 

typographical error in Table B2–4 which 

must be corrected in a revision to that 

table. The NRC considers these 

revisions to be a significant adverse 

comment as defined in Section I, 

Procedural Background, of the direct 

final rule, because these revisions 

require a change (other than editorial) to 

the Technical Specifications. 

As stated in the March 18, 2013, 

proposed rule, the NRC will address the 

comment in a subsequent final rule. The 

NRC will not initiate a second comment 

period on this action. 

Dated at Rockville, Maryland, this 16th day 

of May, 2013. 

For the Nuclear Regulatory Commission. 

R.W. Borchardt, 

Executive Director for Operations. 

[FR Doc. 2013–12742 Filed 5–28–13; 8:45 am] 

BILLING CODE 7590–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2013–0406; Special 

Conditions No. 25–493–SC] 

Special Conditions: Gulfstream Model 

G280 Airplane, Enhanced Flight Vision 

System (EFVS) With Head-Up Display 

(HUD) 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; request 

for comments. 

SUMMARY: These special conditions are 

issued for the Gulfstream model G280 

series airplanes. These airplanes, as 

modified by Gulfstream Aerospace 

Corporation, will have an advanced, 

enhanced-flight-vision system (EFVS). 

The EFVS is a novel or unusual design 

feature which consists of a head-up 

display (HUD) system modified to 

display forward-looking infrared (FLIR) 

imagery. 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: The effective date of these 

special conditions is May 22, 2013. We 

must receive your comments by June 28, 

2013. 

ADDRESSES: Send comments identified 

by docket number FAA–2013–0406 

using any of the following methods: 

• Federal eRegulations Portal: Go to 

http://www.regulations.gov/ and follow 

the online instructions for sending your 

comments electronically. 

• Mail: Send comments to Docket 

Operations, M–30, U.S. Department of 

Transportation (DOT), 1200 New Jersey 

Avenue SE., Room W12–140, West 

Building Ground Floor, Washington, 

DC, 20590–0001. 

• Hand Delivery or Courier: Take 

comments to Docket Operations in 

Room W12–140 of the West Building 

Ground Floor at 1200 New Jersey 

Avenue SE., Washington, DC, between 8 

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

Friday, except federal holidays. 

• Fax: Fax comments to Docket 

Operations at 202–493–2251. 

Privacy: The FAA will post all 

comments it receives, without change, 

to http://www.regulations.gov/, 

including any personal information 

the commenter provides. Using the 

search function of the docket Web site, 

anyone can find and read the electronic 

form of all comments received into any 

FAA docket, including the name of the 

individual sending the comment (or 

signing the comment for an association, 

business, labor union, etc.). DOT’s 

complete Privacy Act Statement can be 

found in the Federal Register published 

on April 11, 2000 (65 FR 19477– 

19478), as well as at http:// 

DocketsInfo.dot.gov/. 

Docket: Background documents or 

comments received may be read at 

http://www.regulations.gov/ at any time. 

Follow the online instructions for 

accessing the docket or go to the Docket 

Operations in Room W12–140 of the 

West Building Ground Floor at 1200 

New Jersey Avenue SE., Washington, 

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

through Friday, except federal holidays. 

FOR FURTHER INFORMATION CONTACT: Dale 

Dunford, FAA, Transport Standards 

Staff, ANM–111, Transport Airplane 

Directorate, Aircraft Certification 

Service, 1601 Lind Avenue SW., 

Renton, Washington 98055–4056; 

telephone (425) 227–2239 fax (425) 227– 

1320; email: dale.dunford@faa.gov. 

SUPPLEMENTARY INFORMATION: The FAA 

has determined that the substance of 

these special conditions has been 

subject to the public-comment process 

in several prior instances with no 

substantive comments received. The 

FAA therefore finds that good cause 

exists for making these special 

conditions effective upon issuance. 

Comments Invited 

We invite interested people to take 

part in this rulemaking by sending 

written comments, data, or views. The 

most helpful comments reference a 

specific portion of the special 

conditions, explain the reason for any 

recommended change, and include 

supporting data. We ask that you send 

us two copies of written comments. 

We will file in the docket all 

comments we receive, as well as a 

report summarizing each substantive 

public contact with FAA personnel 

concerning these special conditions. 

You can inspect the docket before and 

after the comment closing date. If you 

wish to review the docket in person, go 

to the address in the ADDRESSES section 

of this preamble between 7:30 a.m. and 

4:00 p.m., Monday through Friday, 

except Federal holidays. 

We will consider all comments we 

receive on or before the closing date for 

comments. We will consider comments 

filed late if it is possible to do so 

without incurring expense or delay. We 

may change these special conditions 

based on the comments we receive. 


tkelley on DSK3SPTVN1PROD with RULES
Federal Register / Vol. 78, No. 103 / Wednesday, May 29, 2013 / Rules and Regulations 32079 

If you want us to acknowledge receipt 

of your comments on this proposal, 

include with your comments a selfaddressed, stamped postcard on which 

you have written the docket number. 

We will stamp the date on the postcard 

and mail it back to you. 

Background 

Note: The term ‘‘enhanced vision 

system’’ (EVS) in this document refers 

to a system comprised of a head-up 

display, imaging sensor(s), and avionics 

interfaces that display the sensor 

imagery on the HUD, and which overlay 

that imagery with alpha-numeric and 

symbolic flight information. However, 

the term has also been commonly used 

in reference to systems that displayed 

the sensor imagery, with or without 

other flight information, on a headdown display. For clarity, the FAA 

created the term ‘‘enhanced flight vision 

system’’ (EFVS) to refer to certain EVS 

systems that meet the requirements of 

the new operational rules—in 

particular, the requirement for a HUD 

and specified flight information—and 

which can be used to determine 

‘‘enhanced flight vision.’’ An EFVS can 

be considered a subset of a system 

otherwise labeled EVS. 

On October 21, 2010, Gulfstream 

Aerospace Corporation applied to the 

FAA, via a G280 STC project, for 

approval of the installation of an 

Enhanced Flight Vision System (EFVS) 

with a head up display (HUD). The 

EFVS is also capable of displaying 

forward-looking infrared (FLIR) 

imagery. The original type certificate for 

the G280 airplanes is A61NM, revision 

3, November 5, 2012. 

The Gulfstream Model G280 is a twocrew-member transport business jet 

with a maximum ramp weight of 39,750 

lbs and is certified for up to 19 

passengers. 

The electronic infrared image 

displayed between the pilot and the 

forward windshield represents a novel 

or unusual design feature in the context 

of 14 CFR 25.773. Section 25.773 was 

not written in anticipation of such 

technology. The electronic image has 

the potential to enhance the pilot’s 

awareness of the terrain, hazards, and 

airport features. At the same time, the 

image may partially obscure the pilot’s 

direct outside compartment view. 

Therefore, the FAA needs adequate 

safety standards to evaluate the EFVS to 

determine that the imagery provides the 

intended visual enhancements without 

undue interference with the pilot’s 

outside compartment view. The FAA 

intent is that the pilot will be able to use 

a combination of the information seen 

in the image, and the natural view of the 

outside scene seen through the image, as 

safely and effectively as a pilot 

compartment view without an EVS 

image, that is compliant with § 25.773. 

Although the FAA has determined 

that the existing regulations are not 

adequate for certification of EFVSs, it 

believes that EFVSs could be certified 

through application of appropriate 

safety criteria. Therefore, the FAA has 

determined that special conditions 

should be issued for certification of 

EFVS to provide a level of safety 

equivalent to that provided by the 

standard in § 25.773. 

On January 9, 2004, the FAA 

published revisions to operational rules 

in 14 CFR parts 1, 91, 121, 125, and 135 

to allow aircraft to operate below certain 

altitudes during a straight-in instrument 

approach while using an EFVS to meet 

visibility requirements. 

Prior to this rule change, the FAA 

issued Special Conditions No. 25–180– 

SC, which applied to an EVS installed 

on Gulfstream Model G–V airplanes. 

Those special conditions addressed the 

requirements for the pilot compartment 

view and limited the scope of the 

intended functions permissible under 

the operational rules at the time. The 

intended function of the EVS imagery 

was to aid the pilot during the 

approach, and allow the pilot to detect 

and identify the visual references for the 

intended runway down to 100 feet 

above the touchdown zone. However, 

the EVS imagery alone was not to be 

used as a means to satisfy visibility 

requirements below 100 feet. 

The 2004 operational rule change 

expands the permissible application of 

certain EVSs that are certified to meet 

the new EFVS standards. This rule will 

allow the use of an EFVS for operation 

below the minimum descent altitude or 

decision height to meet new visibility 

requirements of § 91.175(l). The purpose 

of these special conditions is not only 

to address the issue of the ‘‘pilot 

compartment view,’’ as was done by 

Special Conditions No. 25–180–SC, but 

also to define the scope of intended 

function consistent with § 91.175(l) and 

(m). 

Type Certification Basis 

Under the provisions of 14 CFR 

21.101, Gulfstream must show that the 

Model G280, as modified, complies with 

the regulations in the U.S. typecertification basis established for those 

airplanes. The U.S. type-certification 

basis for the airplanes is established in 

accordance with § 21.21 and 21.17, and 

the type certification application date. 

The U.S. type-certification basis for 

these airplane models is listed in Type 

Certificate Data Sheet No. A16NM, 

revision 3, November 5, 2012, which 

covers all variants of the Model G280 

airplanes. 

In addition, the certification basis 

includes certain special conditions and 

exemptions that are not relevant to these 

special conditions. Also, if the 

regulations incorporated by reference do 

not provide adequate standards with 

respect to the change, the applicant 

must comply with certain regulations in 

effect on the date of application for the 

change. 

If the Administrator finds that the 

applicable airworthiness regulations 

(i.e., part 25 as amended) do not contain 

adequate or appropriate safety standards 

for the Gulfstream Model G280 

airplanes, modified by the applicant, 

because of a novel or unusual design 

feature, special conditions are 

prescribed under the provisions of 

§ 21.16. 

Special conditions are initially 

applicable to the model for which they 

are issued. Should the applicant apply 

for a supplemental type certificate to 

modify any other model included on the 

same type certificate, to incorporate the 

same novel or unusual design feature, 

the special conditions would also apply 

to the other model. 

Special conditions, as defined in 

§ 11.19, are issued in accordance with 

§ 11.38 and become part of the typecertification basis in accordance with 

§ 21.101. 

Novel or Unusual Design Features 

The G280 airplanes will incorporate 

an EFVS, which is a novel or unusual 

design feature. The EFVS is a novel or 

unusual design feature because it 

projects a video image derived from a 

FLIR camera through the HUD. The 

EFVS image is projected in the center of 

the ‘‘pilot compartment view,’’ which is 

governed by § 25.773. The image is 

displayed with HUD symbology and 

overlays the forward outside view. 

Therefore, § 25.773 does not contain 

appropriate safety standards for the 

EFVS display. 

Operationally, during an instrument 

approach, the EFVS image is intended 

to enhance the pilot’s ability to detect 

and identify ‘‘visual references for the 

intended runway’’ (see § 91.175(l)(3)) to 

continue the approach below decision 

height or minimum descent altitude. 

Depending on atmospheric conditions 

and the strength of infrared energy 

emitted and/or reflected from the scene, 

the pilot can see these visual references 

in the image better than he or she can 

see them through the window without 

EFVS. 

Scene contrast detected by infrared 

sensors can be much different from that 


tkelley on DSK3SPTVN1PROD with RULES
32080 Federal Register / Vol. 78, No. 103 / Wednesday, May 29, 2013 / Rules and Regulations 

detected by natural pilot vision. On a 

dark night, thermal differences of 

objects which are not detectable by the 

naked eye are easily detected by many 

imaging infrared systems. On the other 

hand, contrasting colors in visual 

wavelengths may be distinguished by 

the naked eye but not by an imaging 

infrared system. Where thermal contrast 

in the scene is sufficiently detectable, 

the pilot can recognize shapes and 

patterns of certain visual references in 

the infrared image. However, depending 

on conditions, those shapes and 

patterns in the infrared image can 

appear significantly different than they 

would with normal vision. Considering 

these factors, the EFVS image needs to 

be evaluated to determine that it can be 

accurately interpreted by the pilot. 

The EFVS image may improve the 

pilot’s ability to detect and identify 

items of interest. However, the EFVS 

needs to be evaluated to determine that 

the imagery allows the pilot to perform 

the normal flight-crew duties and 

adequately see outside the window 

through the image, consistent with the 

safety intent of § 25.773(a)(2). 

Compared to a HUD displaying the 

EFVS image and symbology, a HUD that 

only displays stroke-written symbols is 

easier to see through. Stroke symbology 

illuminates a small fraction of the total 

display area of the HUD, leaving much 

of that area free of reflected light that 

could interfere with the pilot’s view out 

the window through the display. 

However, unlike stroke symbology, the 

video image illuminates most of the 

total display area of the HUD 

(approximately 30 degrees horizontally 

and 25 degrees vertically) which is a 

significant fraction of the pilot 

compartment view. The pilot cannot see 

around the larger illuminated portions 

of the video image, but must see the 

outside scene through it. 

Unlike the pilot’s external view, the 

EFVS image is a monochrome, twodimensional display. Many, but not all, 

of the depth cues found in the natural 

view are also found in the image. The 

quality of the EFVS image and the level 

of EFVS infrared-sensor performance 

could depend significantly on 

conditions of the atmospheric and 

external light sources. The pilot needs 

adequate control of sensor gain and 

image brightness, which can 

significantly affect image quality and 

transparency (i.e., the ability to see the 

outside view through the image). 

Certain system characteristics could 

create distracting and confusing display 

artifacts. Finally, because this is a 

sensor-based system intended to 

provide a conformal perspective 

corresponding with the outside scene, 

the system must be able to ensure 

accurate alignment. Therefore, safety 

standards are needed for each of the 

following factors: 

• An acceptable degree of image 

transparency; 

• Image alignment; 

• Lack of significant distortion; and 

• The potential for pilot confusion or 

misleading information. 

Section 25.773, Pilot compartment 

view, specifies that ‘‘Each pilot 

compartment must be free of glare and 

reflection that could interfere with the 

normal duties of the minimum flight 

crew. . .’’ In issuing § 25.773, the FAA 

did not anticipate the development of 

the EFVS and does not consider that 

§ 25.773 adequately addresses the 

specific issues related to such a system. 

Therefore, the FAA has determined that 

special conditions are needed to address 

the specific issues particular to the 

installation and use of an EFVS. 

Discussion 

The EFVS is intended to present an 

enhanced view during the landing 

approach. This enhanced view would 

help the pilot see and recognize external 

visual references, as required by 

§ 91.175(l), and to visually monitor the 

integrity of the approach, as described 

in FAA Order 6750.24D (‘‘Instrument 

Landing System and Ancillary 

Electronic Component Configuration 

and Performance Requirements,’’ dated 

March 1, 2000). 

Based on this approved functionality, 

users would seek to obtain operational 

approval to conduct approaches— 

including approaches to Type I 

runways—in visibility conditions much 

lower than those for conventional 

Category I. 

The purpose of these special 

conditions is to ensure that the EFVS to 

be installed can perform the following 

functions: 

• Present an enhanced view that aids 

the pilot during the approach. 

• Provide enhanced flight visibility to 

the pilot that is no less than the 

visibility prescribed in the standard 

instrument-approach procedure. 

• Display an image that the pilot can 

use to detect and identify the ‘‘visual 

references for the intended runway’’ 

required by 14 CFR 91.175(l)(3), to 

continue the approach with vertical 

guidance to 100 feet height above the 

touchdown-zone elevation. 

Depending on the atmospheric 

conditions and the particular visual 

references that happen to be distinctly 

visible and detectable in the EFVS 

image, these functions would support 

its use by the pilot to visually monitor 

the integrity of the approach path. 

Compliance with these special 

conditions does not affect the 

applicability of any of the requirements 

of the operating regulations (i.e., 14 CFR 

parts 91, 121, and 135). Furthermore, 

use of the EFVS does not change the 

approach minima prescribed in the 

standard instrument approach 

procedure being used; published 

minima still apply. 

The FAA certification of this EFVS is 

limited as follows: 

1. The infrared-based EFVS image 

will not be certified as a means to satisfy 

the requirements for descent below 100 

feet height above touchdown. 

2. The EFVS may be used as a 

supplemental device to enhance the 

pilot’s situational awareness during any 

phase of flight or operation in which its 

safe use has been established. 

3. An EFVS image may provide an 

enhanced image of the scene that may 

compensate for any reduction in the 

clear outside view of the visual field 

framed by the HUD combiner. The pilot 

must be able to use this combination of 

information seen in the image and the 

natural view of the outside scene, seen 

through the image, as safely and 

effectively as the pilot would use a pilot 

compartment view without an EVS 

image that is compliant with § 25.773. 

This is the fundamental objective of the 

special conditions. 

The FAA will also apply additional 

certification criteria, not as special 

conditions, for compliance with related 

regulatory requirements, such as 

§§ 25.1301 and 25.1309. These 

additional criteria address certain image 

characteristics, installation, 

demonstration, and system safety. 

Image-characteristics criteria include 

the following: 

• Resolution, 

• Luminance, 

• Luminance uniformity, 

• Low-level luminance, 

• Contrast variation, 

• Display quality, 

• Display dynamics (e.g., jitter, 

flicker, update rate, and lag), and 

• Brightness controls. 

Installation criteria address visibility 

and access to EFVS controls, and 

integration of EFVS in the cockpit. 

The EFVS demonstration criteria 

address the flight and environmental 

conditions that need to be covered. 

The FAA also intends to apply 

certification criteria relevant to highintensity radiated fields (HIRF) and 

lightning protection. 

Applicability 

As discussed above, these special 

conditions are applicable to Gulfstream 

Model G280 airplanes. Should 


tkelley on DSK3SPTVN1PROD with RULES
Federal Register / Vol. 78, No. 103 / Wednesday, May 29, 2013 / Rules and Regulations 32081 

Gulfstream apply at a later date for a 

supplemental type certificate to modify 

any other model included on Type 

Certificate No. A16NM to incorporate 

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 

Gulfstream Model G280 airplanes. It is 

not a rule of general applicability and it 

affects only the applicant who applied 

to the FAA for approval of these features 

on the airplane. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

The authority citation for these 

special conditions is as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701, 

44702, 44704. 

The Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the typecertification basis for Gulfstream Model 

G280 airplanes modified by Gulfstream 

Aerospace Corporation. 

1. The EFVS imagery on the HUD 

must not degrade the safety of flight or 

interfere with the effective use of 

outside visual references for required 

pilot tasks during any phase of flight in 

which it is to be used. 

2. To avoid unacceptable interference 

with the safe and effective use of the 

pilot-compartment view, the EFVS 

device must meet the following 

requirements: 

a. EFVS design must minimize 

unacceptable display characteristics or 

artifacts (e.g. noise, ‘‘burlap’’ overlay, 

running water droplets) that obscure the 

desired image of the scene, impair the 

pilot’s ability to detect and identify 

visual references, mask flight hazards, 

distract the pilot, or otherwise degrade 

task performance or safety. 

b. Control of EFVS display brightness 

must be sufficiently effective, in 

dynamically changing background 

(ambient) lighting conditions, to prevent 

full or partial blooming of the display 

that would distract the pilot, impair the 

pilot’s ability to detect and identify 

visual references, mask flight hazards, 

or otherwise degrade task performance 

or safety. If automatic control for image 

brightness is not provided, it must be 

shown that a single manual setting is 

satisfactory for the range of lighting 

conditions encountered during a timecritical, high-workload phase of flight 

(e.g., low-visibility instrument 

approach). 

c. A readily accessible control must be 

provided that permits the pilot to 

immediately deactivate and reactivate 

display of the EFVS image on demand 

without removing the pilot’s hands from 

the primary flight controls (yoke or 

equivalent) or thrust control. 

d. The EFVS image on the HUD must 

not impair the pilot’s use of guidance 

information, or degrade the presentation 

and pilot awareness of essential flight 

information displayed on the HUD, such 

as alerts, airspeed, attitude, altitude and 

direction, approach guidance, wind 

shear guidance, TCAS resolution 

advisories, and unusual-attitude 

recovery cues. 

e. The EFVS image and the HUD 

symbols, which are spatially referenced 

to the pitch scale, outside view, and 

image, must be scaled and aligned (i.e., 

conformal) to the external scene and, 

when considered singly or in 

combination, must not be misleading, 

cause pilot confusion, or increase 

workload. Some airplane attitudes or 

cross-wind conditions may cause 

certain symbols, such as the zero-pitch 

line or flight-path vector, to reach fieldof-view limits such that they cannot be 

positioned conformably with the image 

and external scene. In such cases, these 

symbols may be displayed, but with an 

altered appearance which makes the 

pilot aware that they are no longer 

displayed conformably (for example, 

‘‘ghosting’’). 

f. A HUD system used to display 

EFVS images must, if previously 

certified, continue to meet all of the 

requirements of the original approval. 

3. The safety and performance of the 

pilot tasks associated with the use of the 

pilot-compartment view must not be 

degraded by the display of the EFVS 

image. Pilot tasks that must not be 

degraded by the EFVS image include: 

a. Detection, accurate identification, 

and maneuvering, as necessary, to avoid 

traffic, terrain, obstacles, and other 

hazards of flight. 

b. Accurate identification and 

utilization of visual references required 

for every task relevant to the phase of 

flight. 

4. Appropriate limitations must be 

stated in the Operating Limitations 

section of the Airplane Flight Manual to 

prohibit the use of the EFVS for 

functions for which EFVS has not been 

found to be acceptable. 

Issued in Renton, Washington, on May 22, 

2013. 

Jeff Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–12605 Filed 5–28–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0456; Directorate 

Identifier 2013–CE–011–AD; Amendment 

39–17462; AD 2013–11–02] 

RIN 2120–AA64 

Airworthiness Directives; Aircraft 

Industries a.s. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for Aircraft 

Industries a.s. Model L–420 airplanes. 

This AD results from mandatory 

continuing airworthiness information 

(MCAI) issued by the aviation authority 

of another country to identify and 

correct an unsafe condition on an 

aviation product. The MCAI describes 

the unsafe condition as in-flight engine 

flame out occurred at take-off with 

water injection after reduction of engine 

power. We are issuing this AD to require 

actions to address the unsafe condition 

on these products. 

DATES: This AD is effective June 18, 

2013. 

We must receive comments on this 

AD by July 15, 2013. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590, 

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

through Friday, except Federal holidays. 

You may review copies of the 

referenced service information at the 

FAA, Small Airplane Directorate, 901 

Locust, Kansas City, Missouri 64106. 


tkelley on DSK3SPTVN1PROD with RULES