Federal Register / Vol. 76, No. 93 / Friday, May 13, 2011 / Rules and Regulations 27865 

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: 

2011–10–15 Airbus: Amendment 39–16696. 

Docket No. FAA–2011–0390; Directorate 

Identifier 2011–NM–064–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective May 31, 2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Airbus Model A318– 

112, A319–111, A319–112, A319–115, A319– 

132, A319–133, A320–214, A320–232, A320– 

233, A321–211, A321–213, and A321–231 

airplanes, certificated in any category, 

manufacturer serial numbers (MSN) 3603, 

3605, 3607, 3610, 3613, 3615 to 3619 

inclusive, 3622 to 3627 inclusive, 3629, 3631 

to 3634 inclusive, 3636, 3639, 3645, 3647, 

3653, 3655, 3657, 3660, 3661, 3663, 3671, 

3675, 3687, 3689, 3691, 3694, 3696, 3700, 

3702, 3704 and 3705. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 92: Electric and Electronic 

Common Installation. 

Reason 

(e) The mandatory continued airworthiness 

information (MCAI) states: 

Electrical discontinuity has been detected 

on terminal modules Part Number (P/N) NSA 

937901M1604, manufactured by Deutsch, 

due to an insufficient crimping of the female 

contacts on the shunt, caused by a wrong 

setting of the crimping tool. 

* * * * * 

This condition, if not corrected, could 

potentially result in in-flight failure of the 

Electrical Flight Control System (EFCS) and 

consequent loss of control of the aeroplane. 

In addition, this condition could lead to a 

non detected passenger oxygen loss, which, 

in case of emergency, could result in a large 

number of passenger oxygen masks not being 

supplied with oxygen, possibly causing 

personal injuries. 

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. 

Actions 

(g) Within 600 flight hours after the 

effective date of this AD, identify the 

manufacturing date code of each Deutsch 

module part number (P/N) NSA 

937901M1604 installed on the airplane, 

which can be installed on electronics rack 

103VU, pylon harnesses, S15/19 harnesses 

and/or electronics rack 80VU, as applicable. 

If any module with manufacturing date code 

08–14 is installed on the electronics rack 

103VU, pylon harnesses, or S15/19 

harnesses; or if any module with 

manufacturing date code 08–14 or 08–18 is 

installed on the electronics rack 80VU; as 

applicable: Before further flight, replace each 

affected module with a serviceable part 

having the same part number but a different 

date code, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–92A1072, dated 

March 13, 2009. 

Parts Installation 

(h) As of the effective date of this AD, no 

person may install, on any airplane, a 

Deutsch module P/N NSA 937901M1604 

with a manufacturing date code of 08–14 or 

08–18. 

FAA AD Differences 

Note: This AD differs from the MCAI and/ 

or service information as follows: The MCAI 

prohibits installation of the part identified in 

paragraph (h) of this AD after accomplishing 

the actions specified in paragraph (g) of this 

AD, but this AD prohibits installation of the 

part as of the effective date of this AD. 

Other FAA AD Provisions 

(i) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, 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 International Branch, send it to ATTN: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

3356; telephone 425–227–1405; fax 425–227– 

1149. Information may be e-mailed to: 9- 

ANM-116-AMOC-REQUESTS@faa.gov. 

Before using any approved AMOC, notify 

your appropriate principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office/ 

certificate holding district office. The AMOC 

approval letter must specifically refer to this 

AD. 

(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. 

Related Information 

(j) Refer to MCAI EASA Airworthiness 

Directive 2011–0054, dated March 24, 2011; 

and Airbus Service Bulletin A320–92A1072, 

dated March 13, 2009; for related 

information. 

Material Incorporated by Reference 

(k) You must use Airbus Service Bulletin 

A320–92A1072, excluding Appendix 01, 

dated March 13, 2009, 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 Airbus, Airworthiness 

Office—EAS, 1 Rond Point Maurice Bellonte, 

31707 Blagnac Cedex, France; telephone +33 

5 61 93 36 96; fax +33 5 61 93 44 51; e-mail: 

account.airworth-eas@airbus.com; Internet 

http://www.airbus.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. 

Issued in Renton, Washington, on April 28, 

2011. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–11331 Filed 5–12–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–1101; Directorate 

Identifier 2009–CE–013–AD; Amendment 

39–16690; AD 2011–10–09] 

RIN 2120–AA64 

Airworthiness Directives; Cessna 

Aircraft Company Models 150, 152, 

170, 172, 175, 177, 180, 182, 185, 188, 

190, 195, 206, 207, 210, T303, 336, and 

337 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) for 

Cessna Aircraft Company (Cessna) 150, 

152, 170, 172, 175, 177, 180, 182, 185, 

188, 190, 195, 206, 207, 210, T303, 336, 

and 337 series airplanes. That AD 

currently requires repetitive inspections 

and replacement of parts, if necessary, 

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27866 Federal Register / Vol. 76, No. 93 / Friday, May 13, 2011 / Rules and Regulations 

of the seat rail and seat rail holes; seat 

pin engagement; seat rollers, washers, 

and axle bolts or bushings; wall 

thickness of roller housing and the tang; 

and lock pin springs. This new AD 

requires retaining all of the actions from 

the previous AD and adding steps to the 

inspection procedures in the previous 

AD. This AD was prompted by added 

steps to the inspection procedures, 

added revised figures, and clarification 

of some of the existing steps. We are 

issuing this AD to prevent seat slippage 

or the seat roller housing from departing 

the seat rail, which may consequently 

cause the pilot/copilot to be unable to 

reach all the controls. This failure could 

lead to the pilot/copilot losing control of 

the airplane. 

DATES: This AD is effective June 17, 

2011. 

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: Gary 

Park, Aerospace Engineer, ACE–118W, 

Wichita Aircraft Certification Office 

(ACO), 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 notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede airworthiness 

directive (AD) 87–20–03 R2, 

Amendment 39–6669 (55 FR 36264, 

September 5, 1990; published as Docket 

No. 86–CE–71–AD, Amdt. 39–6669). 

That AD applies to the specified 

products. AD 87–20–03 R2 requires 

repetitive inspections and replacement 

of parts, if necessary, of the seat rail and 

seat rail holes; seat pin engagement; seat 

rollers, washers, and axle bolts or 

bushings; wall thickness of roller 

housing and the tang; and lock pin 

springs. The NPRM published in the 

Federal Register on November 8, 2010 

(75 FR 68543). That NPRM proposed to 

retain all of the actions from the 

previous AD and add steps to the 

inspection procedures in the previous 

AD. 

The additional steps involve 

inspections of the tang thickness and 

length on the seat roller housing. We 

also provided improved graphics for 

inspecting seat track hole wear and for 

inspecting proper seat lock pin 

engagement depth. We itemized the 

steps, in sequence, to provide clearer 

guidance for the inspector to do the 

inspections. 

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. 

Request Change to Compliance Time 

D.A., Ken Anderson, Don Barley, 

Timothy J. Berg, Joseph Carter, Gary W. 

Cleveland, Clifford Coy, Al Dyer, John 

M. Efinger, Greg Felton, Berry Gablin, 

Howard Greenberg, Steve James, 

Richard Koril, Michael Minton, Dustin J. 

Radford, Marc Stancy, Charles L. 

Trunck, and Walter Wasowski requested 

we change the inspection compliance 

time to annual inspections. They think 

that 100-hour time-in-service 

inspections are an excessive burden on 

manpower and an added expense with 

little benefit in safety. They also think 

the frequent inspections would be 

difficult to monitor. 

We disagree with this comment. The 

unsafe condition of excessive wear 

results from usage, not calendar time. 

The more an airplane is used, the more 

likely wear will develop, causing an 

unsafe condition. Parts cost will not be 

incurred unless the inspection results 

require parts replacement. FAA 

regulations require posting compliance 

to ADs in the aircraft logbook. The 

maintainer should record compliance 

with this AD, which includes the 100- 

hour inspections, in the aircraft logbook. 

We have not changed this final rule 

AD action based on this comment. 

Request Change to Applicability Based 

on Secondary Seat Stops 

Joseph Carter, Greg Felton, Donald L. 

Griffith, and Richard M. Warner 

requested we change the applicability 

based on the installation of inertial reel 

secondary seat stops. They think that if 

the primary seat lock fails and the seat 

slips, the secondary seat stops provide 

additional safety. 

We partially agree with this comment. 

We agree that the secondary seat stop 

provides additional safety for seat 

slippage. However, we disagree that 

secondary seat stops provide adequate 

safety for the unsafe condition 

associated with this AD action. The 

secondary seat stops may be installed 

only on one side of the airplane, so the 

pilot could occupy a seat without a 

secondary seat stop. Also, secondary 

seat stops will not prevent the seat from 

lifting off the seat track. 

We have not changed this final rule 

AD action based on this comment. 

Request To Remove Models 150, 152, 

and 188 From Applicability 

Mark Stancy requested we remove 

Cessna Models 150, 152, and 188 from 

the airplane Applicability. He thinks the 

seat travel for those models is too 

limited to justify this AD even if the 

locking pin were to slip. 

We disagree with this comment. Even 

a limited seat travel could affect short 

pilots’ ability to reach the controls if the 

seat slips backwards due to failure of 

the seat system. This AD action not only 

requires inspections to prevent seat 

slippage but also requires inspections to 

prevent the seat from lifting off the seat 

track. 

We have not changed this final rule 

AD action based on this comment. 

Request Withdrawal of Proposed AD 

Action 

David Abler, Brian A. Andrus, James 

Barbee, Timothy J. Berg, Al Dyer, John 

M. Efinger, Berry Gamblin, Donald L. 

Giffith, Michael Minton, Robert J. Pasch, 

Dustin J. Radford, Charles L. Trunck, 

and Walter Wasowski requested we 

withdraw the proposed AD action 

because they think it adds no additional 

safety than AD 87–20–03 R2. 

We disagree with this comment. This 

AD action provides additional 

measurements in the inspections, more 

clarity in the descriptions of the 

required inspections, and provides 

improved graphics. Inadvertent seat 

movement continues to be reported. 

Also, we received a report of a seat 

separating from the seat track due to 

wear of the seat roller housing tangs. 

We have not changed this final rule 

AD action based on this comment. 

Request Additional Inspection With 

Diagrams 

One commenter requested we add an 

inspection of the seat stop with 

diagrams showing potential damage 

because if the integrity of the seat stop 

is retained, seat slippage will not occur. 

The commenter also requested we not 

allow repair to the seat roller housing. 

We partially agree with this comment. 

We agree the seat stop should prevent 

seat slippage; however, other failure 

modes can cause seat slippage even 

with a functional seat stop. Providing 

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Federal Register / Vol. 76, No. 93 / Friday, May 13, 2011 / Rules and Regulations 27867 

diagrams of possible damage to the seat 

stop area will not sufficiently eliminate 

the safety issue. Service history has 

shown that wear and damage to the seat 

installation components must be 

addressed. This AD action provides 

clarification to the inspections for those 

components. 

We have not changed this final rule 

AD action based on this comment. 

Request an Additional Measurement to 

the Inspection 

Dave McFarlane requested we add a 

maximum allowable incremental 0.07- 

inch radius dimension to figure 1 at the 

outside diameter dimensions for 

clarification. 

We disagree with this comment. The 

measurement dimensions in figure 1 

adequately address the measurements 

necessary for this AD. Additional 

measurements will not provide any 

additional benefit. 

We have not changed this final rule 

AD action based on this comment. 

Request Changing Compliance Based on 

Frequency of Seat Movement 

Joseph Carter requested we change the 

compliance time for the inspection for 

seats that are moved infrequently 

because they would not experience the 

same amount of wear on the seat 

components. 

We disagree with this comment. 

Inspectors would not be able to 

determine the frequency seat movement. 

We have not changed this final rule 

AD action based on this comment. 

Request Change to the Measurement of 

the Tangs 

Brian A. Andrus, Jim Currie, and Jerry 

Unruh requested we change the tang 

measurement to the outside of the seat 

roller housing and change the 

description of the tang measurement. 

This change would make it easier for the 

inspector to take the measurement and 

to better understand what is being 

measured. 

We agree with this comment. We 

agree that measuring the tang length 

inside of the roller housing is difficult 

because of the presence of the rollers 

inside of the roller housing. 

We have changed the callouts in 

figure 4 to measure the tang length from 

outside of the roller housing instead of 

from inside of the roller housing. We 

have also changed the description of the 

tang measurement in figure 4 to more 

accurately describe the measurement. 

Request Detailed Description of 

Changes From AD 87–20–03 R2 

Robert J. Pasch requested we better 

describe the changes or added steps to 

the inspections from AD 87–20–03 R2 

so the owner/operator can better 

understand the requirements of this new 

AD action. 

We agree with this comment. We 

retained all of the actions from the 

previous AD and added steps to the 

inspection. This AD action must be 

complied with in its entirety, not just 

the added steps. This AD action 

includes better descriptions and 

graphics for the mechanic to follow 

when complying with this AD. We have 

added language to the Discussion 

section describing in more detail the 

changes we made in this superseding 

AD action. 

Request Different Requirements for 

New Seat Rail Installations 

Howard Greenberg requested different 

requirements for new seat rail 

installations. 

We disagree with this comment. 

Documentation positively identifying 

that all seat assemblies and associated 

parts were replaced would be difficult 

to obtain. If documentation positively 

identifying replacement of the seat 

assemblies and associated parts can be 

found, the FAA will consider any 

applications we receive for an 

alternative method of compliance to 

extend the compliance time for the 

initial inspection. 

We have not changed this final rule 

AD action based on this comments. 

Request Training on Proper Seat 

Operation Instead of AD 

David Abler, Ken Anderson, and 

Timothy J. Berg requested we provide a 

means to educate the pilots on proper 

operation of the seats rather than take 

AD action. 

We disagree with this comment. Wear 

and damage can occur, which may not 

be visibly recognizable by the pilot, and 

may cause the seat to slip even after 

proper engagement of the locking pin. In 

addition, many sources exist to educate 

those involved about this unsafe 

condition, including Advisory Circular 

43–16A, Aviation Maintenance Alerts, 

found on the Internet at http:// 

rgl.faa.gov/ 

Regulatory_and_Guidance_Library/ 

rgAdvisoryCircular.nsf/ 

Frameset?OpenPage; Special Aviation 

Information Bulletin, SAIB CE–09–10, 

Availability of Secondary Seat Stops for 

Pilot and Copilot Seats found on the 

Internet at http://rgl.faa.gov/ 

Regulatory_and_Guidance_Library/ 

rgSAIB.nsf/Frameset?OpenPage; Safety 

Alerts for Operators, SAFO 10016, 

Missing or Improper Seat Stops in 

Cessna Models found on the Internet at 

http://www.faa.gov/other_visit/ 

aviation_industry/airline_operators/ 

airline_safety/safo/all_safos/; and other 

related articles in Cessna Pilots 

Association Magazine. In spite of the 

sources of information regarding the 

necessity for proper maintenance and 

proper operations of the seats, 

inadvertent seat movement continues to 

be a safety issue. 

We have not changed this final rule 

AD action based on this comment. 

Request Requiring Reinspection After 

Repair or Replacement of Parts 

An anonymous commenter requested 

we require verifying the seat stop pin 

engagement still meets the 0.150 inch 

criteria after replacement of parts as a 

result of any of the required inspections. 

We disagree with this comment. The 

intent of this inspection is to detect 

wear or deformation. Any part used as 

a replacement part must be serviceable 

and not show signs of wear or 

deformation. Also, this inspection is a 

repetitive inspection at intervals not to 

exceed every 100 hours time-in-service. 

We have not changed the final rule 

AD action based on this comment. 

Agreement With AD Action 

John M. Conti agrees with this AD 

action. He states the added procedures 

and criteria are good and must be done 

during annual inspections so the extra 

detail is a small price to pay that will 

further reduce this risk. 

We have not changed this final rule 

AD action based on this comment. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the change described previously to 

change the tang length measurement 

location to outside of the seat roller 

housing and minor editorial changes. 

We have determined that these minor 

changes: 

• Are consistent with the intent that 

was proposed in the NPRM for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM. 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of the AD. 

Costs of Compliance 

We estimate that this AD will affect 

36,000 airplanes in the U.S. registry. 

The estimated total cost on U.S. 

operators includes the cumulative costs 

associated with AD 87–20–03 R2. The 

required actions of this AD are the same 

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27868 Federal Register / Vol. 76, No. 93 / Friday, May 13, 2011 / Rules and Regulations 

as in AD 87–20–03 R2 with the 

exception of some added steps to the 

inspection, which do not increase workhours. The increased estimated cost of 

this AD is due to increased labor cost 

and parts cost from 1987 when AD 87– 

20–03 R2 was issued. 

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 

Inspections of the seat roller housings 

and seat rail.

1 work-hour × $85 per hour = $85 ........... Not applicable ........... $85 $3,060,000 

We estimate the following costs to do 

any necessary replacements that would 

be required based on the results of the 

inspections. We have no way of 

determining the number of aircraft that 

might need these replacements: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Replace seat rail ..................................................... 2 work-hours × $85 per hour = $170 per rail ........ $225 per rail .............. $395 

Replace seat roller kit ............................................. 2 work-hours per seat (less per leg) × $85 per 

hour = $170.

$110 .......................... 280 

Replace miscellaneous parts, such as seat rollers, 

washers, bushings, bolts, lock pin springs, etc.

1 work-hour per seat × $85 per hour = $85 .......... $15 ............................ 100 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in subtitle VII, 

part A, subpart III, section 44701, 

‘‘General requirements.′′ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We 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, 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) 

87–20–03 R2, Amendment 39–39–6669 

(55 FR 36264, September 5, 1990; 

published as Docket No. 86–CE–71–AD, 

Amdt. 39–6669), and adding the 

following new AD: 

2011–10–09 Cessna Aircraft Company: 

Amendment 39–16690; Docket No. 

FAA–2010–1101; Directorate Identifier 

2009–CE–013–AD. 

Effective Date 

(a) This airworthiness directive (AD) is 

effective June 17, 2011. 

Affected ADs 

(b) This AD supersedes AD 87–20–03 R2, 

Amendment 39–6669. 

Applicability 

(c) This AD applies to all serial numbers 

of the following Cessna Aircraft Company 

(Cessna) Models that are certificated in any 

category: 

Models 

(1) 150A, 150B, 150C, 150D, 150E, 150F, 150G, 150H, 150J, 150K, 150L, 150M, A150K, A150L, A150M, F150F, F150G, F150H, F150J, 

F150K, F150L, F150M, FA150K, FA150L, FA150M, FRA150L, and FRA150M. 

(2) 152, A152, F152, and FA152. 

(3) 170, 170A, and 170B. 

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Federal Register / Vol. 76, No. 93 / Friday, May 13, 2011 / Rules and Regulations 27869 

Models 

(4) 172, 172A, 172B, 172C, 172D, 172E, 172F (USAF T–41A), 172G, 172H (USAF T–41A), 172I, 172K, 172L, 172M, 172N, 172P, 172Q, 

172RG, F172D, F172E, F172F, F172G, F172H, F172K, F172L, F172M, F172N, F172P, FR172E, FR172F, FR172G, FR172H, FR172J, 

FR172K, P172D, R172E (USAF T-41B) (USAF T–41C and D), R172F (USAF T–41D), R172G (USAF T–41C or D), R172H (USAF T–41D), 

R172J, and R172K. 

(5) 175, 175A, 175B, and 175C. 

(6) 177, 177A, 177B, 177RG, and F177RG. 

(7) 180, 180A, 180B, 180C, 180D, 180E, 180F, 180G, 180H, 180J, and 180K. 

(8) 182, 182A, 182B, 182C, 182D, 182E, 182F, 182G, 182H, 182J, 182K, 182L, 182M, 182N, 182P, 182Q, 182R, F182P, F182Q, FR182, 

R182, T182, and TR182. 

(9) 185, 185A, 185B, 185C, 185D, 185E, A185E, and A185F. 

(10) 188, 188A, A188, A188A, 188B, A188B, and T188C. 

(11) 190. 

(12) 195, 195A, and 195B. 

(13) 206, P206, P206A, P206B, P206C, P206D, P206E, TP206A, TP206B, TP206C, TP206D, TP206E, TU206A, TU206B, TU206C, TU206D, 

TU206E, TU206F, TU206G, U206, U206A, U206B, U206C, U206D, U206E, U206F, and U206G. 

(14) 207, 207A, T207, and T207A. 

(15) 210, 210–5 (205), 210–5A (205A), 210A, 210B, 210C, 210D, 210E, 210F, 210G, 210H, 210J, 210K, 210L, 210M, 210N, 210R, P210N, 

P210R, T210F, T210G, T210H, T210J, T210K, T210L, T210M, T210N, and T210R. 

(16) T303. 

(17) 336. 

(18) 337, 337A, 337B, 337C, 337D, 337E, 337F, 337G, 337H, F337E, F337F, F337G, F337H, FT337E, FT337F, FT337GP, FT337HP, M337B, 

P337H, T337B, T337C, T337D, T337E, T337F, T337G, T337H, and T337H–SP. 

Subject 

(d) Joint Aircraft System Component 

(JASC)/Air Transport Association (ATA) of 

America Code 51; Standard Practices 

Structures. 

Unsafe Condition 

(e) This AD was prompted by reports of 

seats slipping on the rails where the primary 

latch pin for the pilot/copilot seat is not 

properly engaged in the seat rail/track and 

reports of the seat roller housing departing 

the seat rail. We are issuing this AD to 

prevent seat slippage or the seat roller 

housing from departing the seat rail, which 

may consequently cause the pilot/copilot to 

be unable to reach all the controls. This 

failure could lead to the pilot/copilot losing 

control of the airplane. 

Compliance 

(f) Comply with this AD within the 

compliance times specified, unless already 

done. 

Actions 

(g) For all airplanes, to address the unsafe 

condition described in paragraph (e) of this 

AD, you must do the following actions on the 

seat rails; seat rollers, washers, and axle bolts 

or bushings; seat roller housings and the 

tangs; and lock pin springs, unless already 

done, initially within the next 100 hours 

time-in-service (TIS) after the last inspection 

done following AD 87–20–03 R2 or within 

the next 12 calendar months after the 

effective date of this AD, whichever occurs 

first. Repetitively thereafter do the actions at 

intervals not to exceed every 100 hours TIS 

or every 12 months, whichever occurs first: 

(1) Visually inspect the pilot and copilot 

seat rails for dirt and debris that may prevent 

engagement of the seat locking pins. Before 

further flight, after any inspection where dirt 

or debris is found, remove the dirt or debris 

found. 

(2) Remove the seat from the seat rail. 

(i) Remove the seat stops. 

(ii) Disengage seat belt/shoulder harness 

from the seat, if necessary. 

(iii) Raise vertical adjusting seats to 

maximum height. 

(iv) Hold seat latches disengaged and slide 

the seat forward and aft to disengage rollers. 

(v) Lift the seat out of the airplane. 

(3) Inspect the diameter of each seat 

locking pin engagement hole in the pilot and 

copilot seat rails for excessive wear. Due to 

wear on the rail surface at the hole opening, 

we allow this measurement 0.020 of an inch 

below the surface of the rail. You must take 

this measurement somewhere between the 

surface of the rail or no more than 0.020 of 

an inch below the surface of the rail. 

(i) If the diameter of any of the holes is 0.42 

of an inch or more (see figure 1), before 

further flight, replace the rail. 

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BILLING CODE 4910–13–C 

(ii) Rail replacement does not terminate the 

repetitive actions required in paragraph (g) of 

this AD. 

(4) Visually inspect the seat rollers for flat 

spots and inspect the rollers and washers for 

binding. Assure all rollers and washers, 

which are meant to rotate, turn freely on their 

axles (or bushings if installed). 

(i) Before further flight, replace any rollers 

with flat spots and any worn washers. 

(ii) Before further flight, remove and clean 

the parts if there is any binding between the 

bores of the rollers, washers, or axles. 

(iii) Do not lubricate the rollers, washers, 

or axles because the lubricant will attract 

dust and other particles that may cause 

binding. 

(5) Inspect the thickness of the tang (see 

figure 2 and figure 3). Due to wear of the tang 

chafing against the seat rail, measure the tang 

thickness where the tang inner edges contact 

the seat rail. 

(i) If the tang thickness measures less than 

0.05 of an inch, before further flight replace 

the roller housing. 

(ii) Replacement of the roller housing does 

not terminate the repetitive actions required 

in paragraph (g) of this AD. 


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(6) Due to wear or deformation of the tangs, 

inspect the tang length from the inner edge 

of the tang to the outer edge (the bend area) 

of the roller housing (see figure 4). 

(i) The minimum measurement allowed for 

the remaining tang length is 0.230 inches 

remaining on either of the tangs, from the 

inner edge of the tang to the outer edge (the 

bend area) of the roller housing. If the 

measurement is less than 0.230 inches on 

either of the tangs, before further flight, 

replace the roller housing. 

(ii) Replacement of the roller housing does 

not terminate the repetitive actions required 

in paragraph (g) of this AD. 

(7) Inspect the springs that keep the lock 

pins in position in the rail holes for positive 

engagement action. Before further flight, 

replace any spring that does not provide 

positive engagement. 

(8) Visually inspect the seat rails for cracks. 

(i) If there are seat rail cracks that exceed 

the crack criteria in figure 5, before further 

flight, replace the seat rail. 

(ii) Replacement of the seat rail does not 

terminate the repetitive actions required in 

paragraph (g) of this AD. 


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(9) Reinstall the seat on the seat rail. 

(i) Lift the seat into the airplane and place 

on the seat rail. 

(ii) Hold seat latches disengaged and slide 

the seat aft and then forward to re-engage 

rollers. 

(iii) Lower vertical adjusting seats to a 

comfortable height. 

(iv) Reattach seat belt/shoulder harness to 

the seat, if previously attached to the seat. 

(v) Reinstall the seat stops. 

(10) Lift up the forward edge of each seat 

to eliminate vertical play of the seat locking 

pin in the engagement hole, and from this 

position, inspect the depth of engagement of 

each seat locking pin (see figure 2). If the rail 

is worn, this depth is measured from the 

worn surface, not the manufactured surface. 

(i) If engagement of any of the seat locking 

pins measures less than 0.15 of an inch, 

before further flight, replace or repair any 

seat components necessary to achieve a seat 

pin engagement of a minimum of 0.15 of an 

inch. 

(ii) Repair or replacement of necessary seat 

components does not terminate the repetitive 

actions required in paragraph (g) of this AD. 

Paperwork Reduction Act Burden Statement 

(h) 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) 

(i)(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 appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(3) AMOCs approved for AD 87–20–03 R2 

are approved for this AD. 

Related Information 

(j) For more information about this AD, 

contact Gary Park, Aerospace Engineer, ACE– 

118W, Wichita Aircraft Certification Office 

(ACO), 1801 Airport Road, Room 100, 

Wichita, Kansas 67209; telephone: (316) 946– 

4123; fax: (316) 946–4107; e-mail: 

gary.park@faa.gov. 

Issued in Kansas City, Missouri, on April 

27, 2011. 

John Colomy, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–10988 Filed 5–12–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0468; Directorate 

Identifier 2011–CE–013–AD; Amendment 

39–16697; AD 2011–10–16] 

RIN 2120–AA64 

Airworthiness Directives; PIAGGIO 

AERO INDUSTRIES S.p.A Model P–180 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 


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