Federal Register / Vol. 76, No. 25 / Monday, February 7, 2011 / Rules and Regulations 6525 

(2) The service information allows flight 

with known cracks provided they do not 

exceed a certain limit. FAA policy does not 

allow flight with cracks in primary structure. 

Since the fuselage is considered primary 

structure, we are mandating repair before 

further flight after any crack is found. 

Other FAA AD Provisions 

(h) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, Standards Office, 

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: Greg Davison, Aerospace Engineer, 

FAA, Small Airplane Directorate, 901 Locust, 

Room 301, Kansas City, Missouri 64106; 

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

4090. 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. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, 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. 

Related Information 

(i) Refer to MCAI European Aviation Safety 

Agency (EASA) AD No.: 2009–0085, dated 

April 14, 2009; RUAG Alert Service Bulletin 

No. ASB–228–266, dated December 1, 2006; 

and Dornier 228 Time Limits/Maintenance 

Checks Manual, Temporary Revision No. 05– 

27, dated August 4, 2008, for related 

information. For service information related 

to this AD, contact RUAG Aerospace Services 

GmbH, Dornier 228 Customer Support, P.O. 

Box 1253, 82231 Wessling, Germany; 

telephone: + 49 (0) 8153–302280; fax: + 49 

(0) 8153–303030. 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. 

Material Incorporated by Reference 

(h) You must use RUAG Alert Service 

Bulletin No. ASB–228–266, dated December 

1, 2006; and Dornier 228 Time Limits/ 

Maintenance Checks Manual, Temporary 

Revision No. 05–27, dated August 4, 2008, 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 

Dornier 228 Time Limits/Maintenance 

Checks Manual, Temporary Revision No. 05– 

27, dated August 4, 2008, under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) On June 26, 2007 (72 FR 28591, May 

22, 2007), the Director of the Federal Register 

previously approved the incorporation by 

reference of RUAG Alert Service Bulletin No. 

ASB–228–266, dated December 1, 2006. 

(3) For service information identified in 

this AD, contact RUAG Aerospace Services 

GmbH, Dornier 228 Customer Support, P.O. 

Box 1253, 82231 Wessling, Germany; 

telephone: + 49 (0) 8153–302280; fax: + 49 

(0) 8153–303030. 

(4) 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. 

(5) 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 January 

25, 2011. 

John Colomy, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–2006 Filed 2–4–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–1186; Directorate 

Identifier 2009–CE–065–AD; Amendment 

39–16588; AD 2011–03–04] 

RIN 2120–AA64 

Airworthiness Directives; Cessna 

Aircraft Company (Type Certificate 

Previously Held by Columbia Aircraft 

Manufacturing (Previously the Lancair 

Company)) Models LC40–550FG, 

LC41–550FG, and LC42–550FG 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) for 

the products listed above. AD 2009–09– 

09 currently requires repetitive 

inspections of the rudder hinges and the 

rudder hinge brackets for damage, i.e., 

cracking, deformation, and 

discoloration. If damage is found during 

any inspection, AD 2009–09–09 also 

requires replacing the damaged rudder 

hinge and/or rudder hinge bracket. This 

new AD retains the inspection 

requirements of AD 2009–09–09, adds 

airplanes to the Applicability section, 

and adds a terminating action for the 

repetitive inspection requirements. This 

AD resulted from the manufacturer 

developing a modification that 

terminates the repetitive inspections 

and from the manufacture adding 

airplane serial numbers into the 

Applicability section. We are issuing 

this AD to detect and correct damage in 

the rudder hinges and the rudder hinge 

brackets, which could result in failure of 

the rudder. This failure could lead to 

loss of control. 

DATES: This AD is effective March 14, 

2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of March 14, 2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of May 11, 2009 (74 FR 19873, April 

30, 2009). 

ADDRESSES: For service information 

identified in this AD, contact Cessna 

Aircraft Company, Product Support, 

P.O. Box 7706; Wichita, Kansas 67277; 

telephone: (316) 517–5800; fax: (316) 

942–9006; Internet: http:// 

www.cessna.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 address for the 

Docket Office (phone: 800–647–5527) is 

Document Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 


wwoods2 on DSK1DXX6B1PROD with RULES_PART 1
6526 Federal Register / Vol. 76, No. 25 / Monday, February 7, 2011 / Rules and Regulations 

New Jersey Avenue SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: Gary 

Park, Aerospace Engineer, Wichita 

Aircraft Certification Office, FAA, 1801 

Airport Road, Room 100, Wichita, 

Kansas 67209; telephone: (316) 946– 

4123; fax: (316) 946–4107; e-mail: 

gary.park@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a supplemental notice of 

proposed rulemaking (SNPRM) to 

amend 14 CFR part 39 to supersede AD 

2009–09–09, Amendment 39–15895 (74 

FR 19873, April 30, 2009). That AD 

applies to the specified products. The 

SNPRM published in the Federal 

Register on October 27, 2010 (75 FR 

66009). That SNPRM proposed to retain 

the inspection requirements of AD 

2009–09–09, add airplanes to the 

Applicability section, and add a 

terminating action for the repetitive 

inspection requirements using revised 

service information. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the SNPRM or 

on the determination of the cost to the 

public. 

Conclusion 

We reviewed the relevant data and 

determined that air safety and the 

public interest require adopting the AD 

as proposed except for minor editorial 

changes. We have determined that these 

minor changes: 

• Are consistent with the intent that 

was proposed in the SNPRM for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the SNPRM. 

Costs of Compliance 

We estimate that this proposed AD 

affects 790 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

ESTIMATED COSTS

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

Inspecting the rudder hinges and 

rudder hinge brackets for damage 

with rudder removed (affects 570 

airplanes).

1.5 work-hours × $85 per hour = 

$127.50 per inspection cycle.

Not applicable .... $127.50 per inspection cycle.$72,675 per inspection 

cycle. 

Inspecting the rudder hinges and 

rudder hinge brackets for damage 

without rudder removed (affects 

570 airplanes).

.5 work-hour × $85 per hour = 

$42.50 per inspection cycle.

Not applicable .... $42.50 per inspection cycle.$24,225 per inspection 

cycle. 

Incorporating the modification kit for 

Models LC40–550FG and LC42– 

550FG airplanes (affects 247 airplanes).

1 work-hour × $85 per hour = $85 $739 ................... $824 ................... $203,528. 

Incorporating the modification kit for 

Model LC41–550FG airplanes (affects 523 airplanes).

1 work-hour × $85 per hour = $85 $848 ................... $933 ................... $487,959. 

Inspecting the rudder hinge and the 

rudder brackets attachment hardware for correct thread engagement (affects 20 airplanes).

.5 work-hour × $85 per hour = 

$42.50.

Not applicable .... $42.50 ................ $850. 

Inspecting the rudder travel (affects 

20 airplanes).

1 work-hour × $85 per hour = $85 Not applicable .... $85 ..................... $1,700. 

We estimate the following costs to do 

any necessary repairs that will be 

required based on the results of the 

inspection of the rudder hinge and the 

rudder brackets attachment hardware 

for correct thread engagement and the 

rudder travel. We have no way of 

determining the number of aircraft that 

might need these repairs: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Repair the rudder hinge and the rudder brackets attachment hardware 

thread engagement (could affect 20 airplanes).

.5 work-hour × $85 per hour = 

$42.50.

$14 $56.50 

Repair the rudder travel (could affect 20 airplanes) ................................. .5 work-hour × $85 per hour = 

$42.50.

14 56.50 

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. 


wwoods2 on DSK1DXX6B1PROD with RULES_PART 1
Federal Register / Vol. 76, No. 25 / Monday, February 7, 2011 / Rules and Regulations 6527 

Regulatory Findings 

We have 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 that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by 

removing Airworthiness Directive (AD) 

2009–09–09, Amendment 39–15895 (74 

FR 19873, April 30, 2009), and adding 

the following new AD: 

2011–03–04 Cessna Aircraft Company 

(Type Certificate Previously Held by 

Columbia Aircraft Manufacturing 

(Previously The Lancair Company)): 

Amendment 39–16588; Docket No. 

FAA–2009–1186; Directorate Identifier 

2009–CE–065–AD. 

Effective Date 

(a) This airworthiness directive (AD) is 

effective March 14, 2011. 

Affected ADs 

(b) This AD supersedes AD 2009–09–09, 

Amendment 39–15895. 

Applicability 

(c) This AD applies to the following Cessna 

Aircraft Company (type certificate previously 

held by Columbia Aircraft Manufacturing 

(previously The Lancair Company)) airplane 

models and serial numbers that are 

certificated in any category: 

GROUP 1 AIRPLANES

Model Serial Nos. 

LC40–550FG (300) ......................... 40001, 40002, and 40004 through 40079. 

LC41–550FG (400) ......................... 41001 through 41569, 41571 through 41800, 411001 through 411087, 411089 through 411110, 411112 

through 411138, 411140, 411142, and 411147. 

LC42–550FG (350) ......................... 42001 through 42009, 42011 through 42558, 42560 through 42569, 421001 through 421013, 421015 

through 421017, and 421019. 

GROUP 2 AIRPLANES

Model Serial Nos. 

LC41–550FG (400) ......................... 41570, 411088, 411111, 411139, 411141, 411143 through 411146, and 411148 through 411153. 

LC42–550FG (350) ......................... 42010, 42559, 421014, 421018, and 421020. 

Subject 

(d) Joint Aircraft System Component 

(JASC)/Air Transport Association (ATA) of 

America Code 55, Stabilizers. 

Unsafe Condition 

(e) This AD is the result of reports received 

of a cracked lower rudder hinge bracket on 

two of the affected airplanes. We are issuing 

this AD to detect and correct damage, i.e., 

cracking, deformation, and discoloration, in 

the rudder hinges and the rudder hinge 

brackets, which could result in failure of the 

rudder. This failure could lead to loss of 

control. 

Compliance 

(f) To address this problem, you must do 

the following, unless already done: 

(1) For Group 1 airplanes specified in 

paragraph (c) of this AD: Using the 

compliance times specified in table 1 of this 

AD, inspect the rudder hinges and rudder 

hinge brackets for damage, i.e., cracking, 

deformation, and discoloration. Do the 

inspections following Cessna Single Engine 

Service Bulletin SB09–27–01, dated April 13, 

2009; Cessna Single Engine Service Bulletin 

SB09–27–01, Revision 2, dated November 23, 

2009; or Cessna Single Engine Service 

Bulletin SB09–27–01, Revision 3, dated July 

20, 2010. 


wwoods2 on DSK1DXX6B1PROD with RULES_PART 1
6528 Federal Register / Vol. 76, No. 25 / Monday, February 7, 2011 / Rules and Regulations 

TABLE 1—INSPECTION COMPLIANCE TIMES

Condition Initially inspect . . . Repetitively inspect . . . 

(i) For airplanes with 25 

hours time-in-service (TIS) 

or more as of May 11, 

2009 (the effective date of 

AD 2009–09–09). 

With the rudder removed and using 10X visual magnification, inspect all three rudder hinges and rudder 

hinge brackets at whichever of the following occurs 

first 

(A) Within the next 10 hours TIS after May 11, 2009 

(the effective date of AD 2009–09–09); or 

(B) Within the next 30 days after May 11, 2009 (the effective date of AD 009–09–09).

Thereafter inspect as follows until the modification required in paragraph (f)(5) of this AD is done: 

(A) Every 25 hours TIS or 3 months, whichever occurs 

first, without removing the rudder, visually inspect all 

three rudder hinges and rudder hinge brackets; and 

(B) Every 50 hours TIS or 6 months, whichever occurs 

first, with the rudder removed and using 10X visual 

magnification, inspect all three rudder hinges and 

rudder hinge brackets. 

(ii) For airplanes with less 

than 25 hours TIS as of 

May 11, 2009 (the effective date of AD 2009–09– 

09). 

Without removing the rudder, visually inspect all three 

rudder hinges and rudder hinge brackets, at whichever of the following occurs later.

(A) Upon accumulating 25 hours TIS; or 

(B) Within the next 10 hours TIS after May 11, 2009 

(the effective date of AD 2009–09–09).

Thereafter inspect as follows until the modification required in paragraph (f)(5) of this AD is done: 

(A) Every 25 hours TIS or 3 months, whichever occurs 

first, without removing the rudder, visually inspect all 

three rudder hinges and rudder hinge brackets; and 

(B) Every 50 hours TIS or 6 months, whichever occurs 

first, with the rudder removed and using 10X visual 

magnification, inspect all three rudder hinges and 

rudder hinge brackets. 

(2) For Group 1 airplanes specified in 

paragraph (c) of this AD: Before further flight 

after any inspection required in paragraphs 

(f)(1)(i) or (f)(1)(ii) of this AD in which 

damage is found on any of the rudder hinges 

and/or rudder hinge brackets, incorporate 

Cessna Single Engine Modification Kit 

MK400–27–01, dated November 23, 2009; or 

Cessna Single Engine Modification Kit 

MK400–27–01A dated July 20, 2010, as 

specified in Cessna Single Engine Service 

Bulletin SB09–27–01, Revision 2, dated 

November 23, 2009; and Cessna Single 

Engine Service Bulletin SB09–27–01, 

Revision 3, dated July 20, 2010. Incorporating 

either Modification Kit MK400–27–01 or 

Modification Kit MK400–27–01A, terminates 

the repetitive inspections required in 

paragraphs (f)(1)(i) and (f)(1)(ii) of this AD. 

(3) For Group 1 airplanes specified in 

paragraph (c) of this AD: If the repetitive 

inspections required in paragraphs (f)(1)(i) 

and (f)(1)(ii) of this AD become due at the 

same time, credit for both inspections will be 

given by doing the rudder removal and 10X 

visual inspection. 

(4) For Group 1 airplanes specified in 

paragraph (c) of this AD: Within the next 24 

months after March 14, 2011 (the effective 

date of this AD), incorporate Cessna Single 

Engine Modification Kit MK400–27–01, 

dated November 23, 2009; or Cessna Single 

Engine Modification Kit MK400–27–01A, 

dated July 20, 2010, as specified in Cessna 

Single Engine Service Bulletin SB09–27–01, 

Revision 2, dated November 23, 2009; and 

Cessna Single Engine Service Bulletin SB09– 

27–01, Revision 3, dated July 20, 2010, 

unless already done as specified in paragraph 

(f)(2) of this AD. Incorporating either 

Modification Kit MK400–27–01 or 

Modification Kit MK400–27–01A, terminates 

the repetitive inspections required in 

paragraphs (f)(1)(i) and (f)(1)(ii) of this AD. 

(5) For Group 1 airplanes specified in 

paragraph (c) of this AD: At any time after 

the initial inspections required in paragraphs 

(f)(1)(i) and (f)(1)(ii) of this AD, as long as no 

damage is found, and no later than the 

compliance time specified in paragraph (f)(4) 

of this AD, you may incorporate Cessna 

Single Engine Modification Kit MK400–27– 

01, dated November 23, 2009; or Cessna 

Single Engine Modification Kit MK400–27– 

01A, dated July 20, 2010, as specified in 

Cessna Single Engine Service Bulletin SB09– 

27–01, Revision 2, dated November 23, 2009; 

and Cessna Single Engine Service Bulletin 

SB09–27–01, Revision 3, dated July 20, 2010, 

to terminate the repetitive inspections 

required in paragraphs (f)(1)(i) and (f)(1)(ii) of 

this AD. 

(6) For any Group 1 airplane with Cessna 

Single Engine Service Bulletin SB09–27–01, 

Revision 1, dated August 31, 2009, already 

incorporated and for all Group 2 airplanes: 

Within the next 30 days after March 14, 2011 

(the effective date of this AD), inspect for 

proper rudder hinge and rudder bracket 

hardware thread engagement and inspect the 

rudder travel. Do these inspections following 

the Accomplishment Instructions in Cessna 

Single Engine Modification Kit MK400–27– 

01, dated November 23, 2009; or the 

Accomplishment Instructions in Cessna 

Single Engine Modification Kit MK400–27– 

01A, dated July 20, 2010. 

(i) Before further flight after the inspection 

required in paragraph (f)(6) of this AD, if any 

discrepancies are found in the rudder hinge 

or rudder bracket hardware, replace the 

affected hardware. Do the replacements 

following the Accomplishment Instructions 

in Cessna Single Engine Modification Kit 

MK400–27–01, dated November 23, 2009; or 

the Accomplishment Instructions in Cessna 

Single Engine Modification Kit MK400–27– 

01A, dated July 20, 2010. 

(ii) Before further flight after the inspection 

required in paragraph (f)(6) of this AD, if the 

rudder travel is outside the limits specified 

in the Accomplishment Instructions in 

Cessna Single Engine Modification Kit 

MK400–27–01, dated November 23, 2009; or 

the Accomplishment Instructions in Cessna 

Single Engine Modification Kit MK400–27– 

01A, dated July 20, 2010, reinstall the rudder 

following the Accomplishment Instructions 

in either Cessna Single Engine Modification 

Kit MK400–27–01, dated November 23, 2009; 

or Cessna Single Engine Modification Kit 

MK400–27–01A, dated July 20, 2010. 

(iii) After the inspection and any necessary 

corrective actions required in paragraphs 

(f)(6), (f)(6)(i), and (f)(6)(ii) of this AD, no 

further action is required. 

Credit for Actions Accomplished in 

Accordance With Previous Service 

Information 

(g) For all airplanes specified in paragraph 

(c) of this AD: As of March 14, 2011 (the 

effective date of this AD), if Cessna Single 

Engine Service Bulletin SB09–27–01, 

Revision 2, dated November 23, 2009, has 

already been incorporated, no further action 

is required. 

Alternative Methods of Compliance 

(AMOCs) 

(h)(1) The Manager, Wichita Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in the 

Related Information section of this AD. 

(2) Before using any approved AMOC, 

notify your 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 2009–09–09 

are approved for this AD. 

Related Information 

(i) For more information about this AD, 

contact Gary Park, Aerospace Engineer, 

Wichita ACO, FAA, 1801 Airport Road, 

Room 100, Wichita, Kansas 67209; telephone: 

(316) 946–4123; fax: (316) 946–4107; e-mail: 

gary.park@faa.gov. 

Material Incorporated by Reference 

(j) You must use Cessna Single Engine 

Service Bulletin SB09–27–01, dated April 13, 

2009; Cessna Single Engine Service Bulletin 

SB09–27–01, Revision 2, dated November 23, 

2009; Cessna Single Engine Service Bulletin 

SB09–27–01, Revision 3, dated July 20, 2010; 


wwoods2 on DSK1DXX6B1PROD with RULES_PART 1
Federal Register / Vol. 76, No. 25 / Monday, February 7, 2011 / Rules and Regulations 6529 

Cessna Single Engine Modification Kit 

MK400–27–01, dated November 23, 2009; 

and Cessna Single Engine Modification Kit 

MK400–27–01A, dated July 20, 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 

Cessna Single Engine Service Bulletin SB09– 

27–01, Revision 2, dated November 23, 2009; 

and Cessna Single Engine Service Bulletin 

SB09–27–01, Revision 3, dated July 20, 2010; 

Cessna Single Engine Modification Kit 

MK400–27–01, dated November 23, 2009; 

and Cessna Single Engine Modification Kit 

MK400–27–01A, dated July 20, 2010, under 

5 U.S.C. 552(a) and 1 CFR part 51. 

(2) The Director of the Federal Register 

previously approved the incorporation by 

reference of Cessna Single Engine Service 

Bulletin SB09–27–01, dated April 13, 2009, 

on May 11, 2009 (74 FR 19873, April 30, 

2009). 

(3) For service information identified in 

this AD, contact Cessna Aircraft Company, 

Product Support, P.O. Box 7706; Wichita, 

Kansas 67277; telephone: (316) 517–5800; 

fax: (316) 942–9006; Internet: http:// 

www.cessna.com. 

(4) 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. 

(5) 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 January 

25, 2011. 

John Colomy, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–2008 Filed 2–4–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0761; Directorate 

Identifier 2010–NM–069–AD; Amendment 

39–16598; AD 2011–03–14] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 737–100, –200, –200C, 

–300, –400, and –500 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD requires 

installing two warning level indicator 

lights on the P2–2 center instrument 

panel in the flight compartment for 

certain airplanes. For a certain other 

airplane, this AD requires activating the 

cabin altitude warning and takeoff 

configuration warning lights. For all 

airplanes, this AD also requires revising 

the airplane flight manual to remove 

certain requirements included by 

previous AD actions, requires new 

pressure altitude limitations for certain 

airplanes, and advises the flightcrew of 

the following changes: revised 

emergency procedures to use when a 

cabin altitude warning or rapid 

depressurization occurs, and revised 

cabin pressurization procedures for 

normal operations. This AD was 

prompted by a design change in the 

cabin altitude warning system that 

would address the identified unsafe 

condition. We are issuing this AD to 

prevent failure of the flightcrew to 

recognize and react properly to a valid 

cabin altitude warning horn, which 

could result in incapacitation of the 

flightcrew due to hypoxia (lack of 

oxygen in body), and consequent loss of 

control of the airplane. 

DATES: This AD is effective March 14, 

2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of March 14, 2011. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; e-mail 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. You 

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 

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

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (phone: 800–647–5527) is 

Document Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue, SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Jeffrey W. Palmer, Aerospace Engineer, 

Systems and Equipment Branch, ANM– 

130S, FAA, Seattle Aircraft Certification 

Office, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; phone: (425) 

917–6472; fax: (425) 917–6590; e-mail: 

Jeffrey.W.Palmer@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an airworthiness 

directive (AD) that would apply to the 

specified products. That NPRM 

published in the Federal Register on 

August 11, 2010 (75 FR 48620). That 

NPRM proposed to require installing 

two warning level indicator lights on 

the P2–2 center instrument panel in the 

flight compartment for certain airplanes. 

For a certain other airplane, that NPRM 

proposed to require activating the cabin 

altitude warning and takeoff 

configuration warning lights. For all 

airplanes, that NPRM proposed to also 

require revising the airplane flight 

manual (AFM) to remove certain 

requirements included by previous AD 

actions, to require new pressure altitude 

limitations for certain airplanes, and to 

advise the flightcrew of the following 

changes: revised emergency procedures 

to use when a cabin altitude warning or 

rapid depressurization occurs, and 

revised cabin pressurization procedures 

for normal operations. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal and the FAA’s 

response to each comment. 

Support for the NPRM 

The Air Line Pilots Association, 

International supports the proposed AD. 

Request to Delay Rule Pending 

Additional Service Information 

Lufthansa requested that the FAA 

consider the release of Boeing Service 

Bulletin 737–21–1164 before releasing 

the AD. Lufthansa stated that Boeing has 

recommended that operators consider 

doing the modifications specified in 

Boeing Service Bulletin 737–21–1164 

and Boeing Alert Service Bulletin 737– 

31A1325, dated January 11, 2010, at the 

same time, because both modifications 

require access to the same area of the 

airplane and extensive airplane 

downtime. However, Lufthansa pointed 


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