Federal Register / Vol. 75, No. 170 / Thursday, September 2, 2010 / Rules and Regulations 53843 

PART 740—ACCURACY OF 

ADVERTISING AND NOTICE OF 

INSURED STATUS 

■ 1. The authority citation for Part 740 

continues to read as follows: 

Authority: 12 U.S.C. 1766, 1781, 1789. 

■ 2. Section 740.4 is amended by 

revising the image in paragraph (b) 

introductory text and by removing the 

last sentence of paragraph (b)(1). 

§ 740.4 Requirements for the official sign. 

* * * * * 

(b) * * * 

* * * * * 

PART 745—SHARE INSURANCE AND 

APPENDIX 

■ 3. The authority citation for Part 745 

continues to read as follows: 

Authority: 12 U.S.C. 1752(5), 1757, 1765, 

1766, 1781, 1782, 1787, 1789. 

■ 4. Section 745.1(e) is revised to read 

as follows: 

§ 745.1 Definitions. 

* * * * * 

(e) The term ‘‘standard maximum 

share insurance amount,’’ referred to as 

the ‘‘SMSIA’’ hereafter, means $250,000 

adjusted pursuant to subparagraph (F) of 

section 11(a)(1) of the Federal Deposit 

Insurance Act (12 U.S.C. 1821(a)(1)(F)). 

[FR Doc. 2010–21864 Filed 9–1–10; 8:45 am] 

BILLING CODE 7535–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0481; Directorate 

Identifier 2009–NM–192–AD; Amendment 

39–16406; AD 2010–17–14] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 737–100 and –200 

Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Model 737–100 and –200 series 

airplanes. This AD requires repetitive 

inspections for cracking and damaged 

fasteners of certain fuselage frames and 

stub beams, and corrective actions if 

necessary. For certain airplanes, this AD 

also requires repetitive inspections for 

cracking of the inboard chord fastener 

hole of the frame at body station 639, 

stringer S–16, and corrective actions if 

necessary. For certain airplanes, this AD 

also requires an inspection to determine 

the edge margin of the lower chord. For 

airplanes with a certain short edge 

margin, this AD requires repetitive 

inspections for cracking, and corrective 

actions if necessary; replacing the lower 

chord terminates the repetitive 

inspections. This AD requires an 

eventual preventive modification. For 

certain airplanes, doing the 

modification or a repair terminates the 

repetitive inspections for the repaired or 

modified frame only. For airplanes on 

which the modification or repair is done 

at certain body stations, this AD 

requires repetitive inspections for 

cracking of certain frame webs and 

inner and outer chords, and corrective 

actions if necessary. For certain other 

airplanes, this AD requires a 

modification which includes reinforcing 

the body frame inner chords, replacing 

the stub beam upper chords and attach 

angles, and reinforcing the stub beam 

web. This AD results from reports of 

fatigue cracks at certain frame sections, 

in addition to stub beam cracking, 

caused by high flight cycle stresses from 

both pressurization and maneuver load. 

We are issuing this AD to detect and 

correct fatigue cracking of certain 

fuselage frames and stub beams, and 

possible severed frames, which could 

result in reduced structural integrity of 

the frames. This reduced structural 

integrity can increase loading in the 

fuselage skin, which will accelerate skin 

crack growth and result in rapid 

decompression of the fuselage. 

DATES: This AD is effective October 7, 

2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of October 7, 2010. 

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. 

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 (telephone 800–647–5527) 


emcdonald on DSK2BSOYB1PROD with RULESER02SE10.000</GPH>
53844 Federal Register / Vol. 75, No. 170 / Thursday, September 2, 2010 / Rules and Regulations 

is the 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: 

Wayne Lockett, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6447; fax (425) 917–6590. 

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 

certain Model 737–100 and –200 series 

airplanes. That NPRM was published in 

the Federal Register on May 19, 2010 

(75 FR 27969). That NPRM proposed to 

require repetitive inspections for 

cracking and damaged fasteners of 

certain fuselage frames and stub beams, 

and corrective actions if necessary. For 

certain airplanes, that NPRM also 

proposed to require repetitive 

inspections for cracking of the inboard 

chord fastener hole of the frame at body 

station 639, stringer S–16, and 

corrective actions if necessary. For 

certain airplanes, that NPRM also 

proposed to require an inspection to 

determine the edge margin of the lower 

chord. For airplanes with a certain short 

edge margin, that NPRM proposed to 

require repetitive inspections for 

cracking, and corrective actions if 

necessary; replacing the lower chord 

would terminate the repetitive 

inspections. That NPRM proposed to 

require an eventual preventive 

modification. For certain airplanes, 

doing the modification or a repair 

would terminate the repetitive 

inspections for the repaired or modified 

frame only. For airplanes on which the 

modification or repair is done at certain 

body stations, that NPRM proposed to 

require repetitive inspections for 

cracking of certain frame webs and 

inner and outer chords, and corrective 

actions if necessary. For certain other 

airplanes, that NPRM proposed to 

require a modification which includes 

reinforcing the body frame inner chords, 

replacing the stub beam upper chords 

and attach angles, and reinforcing the 

stub beam web. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comment received. 

Boeing supports the NPRM. 

Conclusion 

We reviewed the relevant data, 

considered the comment received, and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

Costs of Compliance 

We estimate that this AD affects 45 

airplanes of U.S. registry. 

We estimate that it will take about 4 

work-hours per product to comply with 

the required inspections. The average 

labor rate is $85 per work-hour. Based 

on these figures, we estimate the cost of 

this inspection to the U.S. operators to 

be $15,300, or $340 per product, per 

inspection cycle. 

We estimate that it will take about 288 

work-hours per product to comply with 

the required modification (for Group 1– 

3 airplanes). The average labor rate is 

$85 per work-hour. Required parts cost 

about $58,742 per product. Based on 

these figures, we estimate the cost of 

this modification to the U.S. operators 

to be $83,222 per product. 

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), and 

(3) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

You can find our regulatory 

evaluation and the estimated costs of 

compliance in the AD Docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new AD: 

2010–17–14 The Boeing Company: 

Amendment 39–16406. Docket No. 

FAA–2010–0481; Directorate Identifier 

2009–NM–192–AD. 

Effective Date 

(a) This airworthiness directive (AD) is 

effective October 7, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to The Boeing 

Company Model 737–100 and –200 series 

airplanes, certificated in any category; line 

numbers 1 through 848 inclusive. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 53: Fuselage. 

Unsafe Condition 

(e) This AD results from reports of fatigue 

cracks at certain frame sections, in addition 

to stub beam cracking, caused by high flight 

cycle stresses from both pressurization and 

maneuver load. The Federal Aviation 

Administration is issuing this AD to detect 

and correct fatigue cracking of certain 

fuselage frames and stub beams, and possible 

severed frames, which could result in 

reduced structural integrity of the frames. 

This reduced structural integrity can increase 

loading in the fuselage skin, which will 

accelerate skin crack growth and result in 

rapid decompression of the fuselage. 


emcdonald on DSK2BSOYB1PROD with RULES
Federal Register / Vol. 75, No. 170 / Thursday, September 2, 2010 / Rules and Regulations 53845 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Inspections 

(g) For airplanes on which a repair (Part III 

of the Accomplishment Instructions of 

Boeing Service Bulletin 737–53–1061) or 

preventive modification (Part II of the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–53–1061) has not been 

done in accordance with Boeing Service 

Bulletin 737–53–1061 as of the effective date 

of this AD: Before the accumulation of 15,000 

total flight cycles or within 3,000 flight 

cycles after the effective date of this AD, 

whichever occurs later, do the inspections 

required by paragraphs (g)(1) and (g)(2) of 

this AD, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–53–1061, Revision 4, 

dated July 16, 1992. Repeat the inspection at 

the time specified, until the terminating 

action required by paragraph (l) of this AD 

is done. 

(1) Do a detailed inspection (Part I of the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–53–1061, Revision 4, 

dated July 16, 1992) for cracks and damaged 

fasteners of the fuselage frames and stub 

beams. If no crack or damaged fastener is 

found, repeat the inspection thereafter at 

intervals not to exceed 4,500 flight cycles. 

(2) Do an eddy current inspection (Part IV 

of the Accomplishment Instructions of 

Boeing Service Bulletin 737–53–1061, 

Revision 4, dated July 16, 1992) for cracking 

of the inboard chord fastener hole of the 

frame at body station 639, stringer S–16. If no 

crack is found, repeat the inspection 

thereafter at intervals not to exceed 15,000 

flight cycles. 

Note 1: Access and restoration instructions, 

as detailed in the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

53–1061, Revision 4, dated July 16, 1992, are 

not required by this AD. Operators may do 

those actions in accordance with their 

maintenance practices. 

(h) For airplanes on which the body station 

597 frame was changed as of the effective 

date of this AD, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–53–1061, dated May 28, 

1982; Revision 1, dated December 16, 1983; 

Revision 2, dated April 18, 1986; or Revision 

3, dated June 15, 1989: Within 3,000 flight 

cycles after the effective date of this AD, do 

a detailed inspection for cracking of the 

frame, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–53–1061, Revision 4, 

dated July 16, 1992. Repeat the detailed 

inspection thereafter at intervals not to 

exceed 4,500 flight cycles. Installation of new 

radius fillers in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–53–1061, Revision 4, 

dated July 16, 1992, terminates the 

inspections required by this paragraph. 

(i) For airplanes on which a stub beam 

lower chord with 1⁄4-inch diameter fasteners 

at body station 597 is installed as of the 

effective date of this AD, in accordance with 

the Accomplishment Instructions of Boeing 

Service Bulletin 737–53–1061, Revision 1, 

dated December 16, 1983; Revision 2, dated 

April 18, 1986; or Revision 3, dated June 15, 

1989: Within 3,000 flight cycles after the 

effective date of this AD, do a detailed 

inspection for short edge margins. If the short 

edge margin is determined to be less than 

1.5D (diameter), before further flight, do a 

detailed inspection for cracking of the stub 

beam lower chords, in accordance with 

Boeing Service Bulletin 737–53–1061, 

Revision 4, dated July 16, 1992. Repeat the 

detailed inspection thereafter at intervals not 

to exceed 4,500 flight cycles, if the edge 

margin is less than 1.5D. If the edge margin 

is greater than or equal to 1.5D, no further 

action is required by this paragraph. 

Replacing the lower chord in accordance 

with Boeing Service Bulletin 737–53–1061, 

Revision 4, dated July 16, 1992, terminates 

the repetitive inspections specified in this 

paragraph. 

Corrective Actions 

(j) Except as required by paragraph (k) of 

this AD, if any crack or damaged fastener is 

found during any inspection required by this 

AD, before further flight, repair if cracking 

and damaged fasteners are within the 

specified limits, or do a preventive 

modification if cracking or damaged fasteners 

are outside the specified limits, in 

accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

53–1061, Revision 4, dated July 16, 1992. 

Exception to Service Information 

(k) Where Boeing Service Bulletin 737–53– 

1061, Revision 4, dated July 16, 1992, 

specifies to contact Boeing for repair 

instructions: Before further flight, repair 

using a method approved in accordance with 

the procedures specified in paragraph (n) of 

this AD. 

Terminating Action (Preventive 

Modification) for Certain Inspections 

(l) Before the accumulation of 75,000 total 

flight cycles: Do the preventive modification 

in accordance with Part II, or repair in 

accordance with Part III, of the 

Accomplishment Instructions of Boeing 

Service Bulletin 737–53–1061, Revision 4, 

dated July 16, 1992. The modification or 

repair terminates the repetitive inspection 

requirements of this AD for the repaired or 

modified frame only, except as required by 

paragraph (m) of this AD. 

Post-Modification or Repair Inspections 

(m) For airplanes on which a repair or 

modification at body station 616 or 639 is 

done: Within 24,000 flight cycles after doing 

the repair or modification, or within 3,000 

flight cycles after the effective date of this 

AD, whichever occurs later, do a detailed 

inspection for cracking of the body station 

616 and 639 frame webs, inner chord, and 

outer chord near stringer S–16, in accordance 

with Boeing Service Bulletin 737–53–1061, 

Revision 4, dated July 16, 1992. 

(1) If no cracking is found, repeat the 

inspection thereafter at intervals not to 

exceed 4,500 flight cycles. 

(2) If any cracking is found, before further 

flight, repair the cracking using a method 

approved in accordance with the procedures 

specified in paragraph (n) of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(n)(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. Send information to ATTN: 

Wayne Lockett, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

3356; telephone (425) 917–6447; fax (425) 

917–6590. Or, e-mail information to 9-ANMSeattle-ACO-AMOC-Requests@faa.gov. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. The AMOC approval letter must 

specifically reference this AD. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD, if it is approved by the 

Boeing Commercial Airplanes Organization 

Delegation Authorization (ODA) that has 

been authorized by the Manager, Seattle 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane. 

Material Incorporated by Reference 

(o) You must use Boeing Service Bulletin 

737–53–1061, Revision 4, including 

Addendum, dated July 16, 1992; as 

applicable; to do the actions required by this 

AD, unless the AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact 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. 

(3) You may review copies of the 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. 

(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 NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 


emcdonald on DSK2BSOYB1PROD with RULES
53846 Federal Register / Vol. 75, No. 170 / Thursday, September 2, 2010 / Rules and Regulations 

Issued in Renton, Washington, on August 

11, 2010. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–20491 Filed 9–1–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0201; Directorate 

Identifier 2008–NE–47–AD; Amendment 39– 

16314; AD 2010–11–09] 

RIN 2120–AA64 

Airworthiness Directives; Thielert 

Aircraft Engines GmbH (TAE) Models 

TAE 125–01 and TAE 125–02–99 

Reciprocating Engines Installed In, But 

Not Limited To, Diamond Aircraft 

Industries Model DA 42 Airplanes; 

Correction 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; correction. 

SUMMARY: The FAA is correcting 

airworthiness directive (AD) 2010–11– 

09, which published in the Federal 

Register. That AD applies to TAE 

models TAE 125–01 and TAE 125–02– 

99 reciprocating engines, installed in, 

but not limited to, Diamond Aircraft 

Industries model DA 42 airplanes. The 

part number for engine model TAE 125– 

01 is missing a digit in paragraph (c) 

and in paragraph (e)(3). This document 

corrects those part numbers. In all other 

respects, the original document remains 

the same. 

DATES: This correction is effective 

September 2, 2010. The compliance 

times of AD 2010–11–09 remain 

unchanged. 

FOR FURTHER INFORMATION CONTACT: Tara 

Chaidez, Aerospace Engineer, Engine 

Certification Office, FAA, Engine and 

Propeller Directorate, 12 New England 

Executive Park, Burlington, MA 01803; 

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

(781) 238–7773; fax (781) 238–7199. 

SUPPLEMENTARY INFORMATION: On June 8, 

2010 (75 FR 32253), we published a 

final rule AD, FR Doc. 2010–12540, in 

the Federal Register. That AD applies to 

TAE models TAE 125–01 and TAE 125– 

02–99 reciprocating engines, installed 

in, but not limited to, Diamond Aircraft 

Industries model DA 42 airplanes. We 

need to make the following corrections: 

§ 39.13 [Corrected] 

On page 32254, in the second column, 

in paragraph (c), in the fifth line, ‘‘or 02– 

7200–1401R1’’ is corrected to read ‘‘or 

02–7200–14017R1’’. 

On page 32254, in the second column, 

in paragraph (e)(3), in the second line, 

‘‘engine P/N 02–7200–1401R1’’ is 

corrected to read ‘‘engine P/N 02–7200– 

14017R1’’ 

Issued in Burlington, Massachusetts, on 

August 26, 2010. 

Thomas A. Boudreau, 

Acting Manager, Engine and Propeller 

Directorate, Aircraft Certification Service. 

[FR Doc. C1–2010–21870 Filed 9–1–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0463; Directorate 

Identifier 2010–CE–021–AD; Amendment 

39–16425; AD 2010–10–01 R1] 

RIN 2120–AA64 

Airworthiness Directives; GA 8 Airvan 

(Pty) Ltd Models GA8 and GA8–TC320 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are revising an existing 

airworthiness directive (AD) for the 

products listed above. This AD results 

from mandatory continuing 

airworthiness information (MCAI) 

issued by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

Inspection of a high time aircraft has 

revealed cracks in the Horizontal Stabiliser 

rear spar splice plate and inboard main ribs 

around the area of the Horizontal Stabiliser 

rear pivot attachment. Additionally, failure of 

some attach bolts in service may be due to 

improper assembly. 

This amendment is issued to include an 

applicability matrix (Table 1, page 2) in the 

compliance section of the service bulletin for 

improved clarity. 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

October 7, 2010. 

On October 7, 2010, the Director of 

the Federal Register approved the 

incorporation by reference of Gippsland 

Aeronautics Mandatory Service Bulletin 

SB–GA8–2002–02, Issue 6, dated April 

21, 2010, listed in this AD. 

As of March 2, 2009 (74 FR 8159; 

February 24, 2009), the Director of the 

Federal Register approved the 

incorporation by reference of Gippsland 

Aeronautics Mandatory Service Bulletin 

SB–GA8–2002–02, Issue 5, dated 

November 13, 2008, listed in this AD. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 

Docket 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: 

Doug Rudolph, Aerospace Engineer, 

FAA, Small Airplane Directorate, 901 

Locust, Room 301, Kansas City, 

Missouri 64106; telephone: (816) 329– 

4059; fax: (816) 329–4090. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on June 21, 2010 (75 FR 34953), 

and proposed to revise AD 2010–10–01, 

Amendment 39–16280 (75 FR 23577, 

May 4, 2010). 

Since we issued AD 2010–10–01, the 

foreign authority has issued an 

amendment to include an applicability 

matrix in the compliance section of the 

manufacturer’s service bulletin for 

improved clarity. The FAA is revising 

this AD to allow the use of issue 6 or 

issue 5 of the service bulletin. An 

operator would be in compliance if the 

operator chose to only accomplish issue 

5 of the service bulletin. This revision 

of the FAA’s AD will make the FAA AD 

more in line with the latest version of 

the received MCAI. 

The NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states that: 

Inspection of a high time aircraft has 

revealed cracks in the Horizontal Stabiliser 

rear spar splice plate and inboard main ribs 

around the area of the Horizontal Stabiliser 

rear pivot attachment. Additionally, failure of 

some attach bolts in service may be due to 

improper assembly. 

This amendment is issued to include an 

applicability matrix (Table 1, page 2) in the 

compliance section of the service bulletin for 

improved clarity. 

The previous amendment included 

reference to the GA8–TC 320 variant in the 

applicability section. 

Amendment 2 was issued because the 

requirement document now contains an 

inspection for cracking in horizontal 

stabilisers which have load transferring 

fittings installed. 

Previous amendments of this AD listed the 

AD requirements in full. Due to the extensive 


emcdonald on DSK2BSOYB1PROD with RULES