35616 Federal Register / Vol. 75, No. 120 / Wednesday, June 23, 2010 / Rules and Regulations 

Issued in Renton, Washington, on June 10, 

2010. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–14979 Filed 6–22–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0707; Directorate 

Identifier 2009–CE–035–AD; Amendment 

39–16339; AD 2010–13–08] 

RIN 2120–AA64 

Airworthiness Directives; Air Tractor, 

Inc. Models AT–802 and AT–802A 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) to 

supersede AD 2006–08–09, which 

applies to all Air Tractor, Inc. (Air 

Tractor) Models AT–802 and AT–802A 

airplanes. AD 2006–08–09 currently 

requires you to repetitively inspect 

(using the eddy current method) the two 

outboard fastener holes in both of the 

wing main spar lower caps at the center 

splice joint for cracks and repair or 

replace any cracked spar cap. Since we 

issued AD 2006–08–09, we have 

determined we need to clarify the serial 

numbers (SNs) of the Models AT–802 

and AT–802A airplanes affected by that 

AD. Additionally, we are adding an 

option of modifying the wing main spar 

lower caps to extend the safe life limit 

on the affected airplanes. Consequently, 

this AD would keep the actions of AD 

2006–08–09, clarify the affected SNs, 

and add a modification option to extend 

the safe life limit. We are issuing this 

AD to detect and correct cracks in the 

wing main spar lower cap at the center 

splice joint, which could result in 

failure of the spar cap and lead to wing 

separation and loss of control of the 

airplane. 

DATES: This AD becomes effective on 

July 28, 2010. 

As of April 21, 2006 (71 FR 19994, 

April 19, 2006) the Director of the 

Federal Register approved the 

incorporation by reference of Snow 

Engineering Co. Process Specification 

#197, page 1, revised June 4, 2002; pages 

2 through 4, dated February 23, 2001; 

and page 5, dated May 3, 2002; Snow 

Engineering Co. Process Specification 

#204, Rev. C, dated November 16, 2004; 

Snow Engineering Co. Service Letter 

#215, page 5, titled ‘‘802 Spar Inspection 

Holes and Vent Tube Mod,’’ dated 

November 19, 2003; Snow Engineering 

Co. Service Letter #240, dated 

September 30, 2004; Snow Engineering 

Co. Drawing Number 20975, Sheet 2, 

Rev. A, dated September 1, 2004; Snow 

Engineering Co. Drawing Number 

20975, Sheet 3, dated January 6, 2005; 

and Snow Engineering Co. Drawing 

20995, Sheet 2, Rev. C, dated September 

28, 2004, listed in this AD. 

ADDRESSES: For service information 

identified in this AD, contact Air 

Tractor, Inc., P.O. Box 485, Olney, Texas 

76374; telephone: (940) 564–5616; fax: 

(940) 564–5612; E-mail: 

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

www.airtractor.com. 

To view the AD docket, go to U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue, SE., Washington, 

DC 20590, or on the Internet at http:// 

www.regulations.gov. The docket 

number is FAA–2009–0707; Directorate 

Identifier 2009–CE–035–AD. 

FOR FURTHER INFORMATION CONTACT: 

Andy McAnaul, Aerospace Engineer, 

10100 Reunion Pl., Ste. 650, San 

Antonio, Texas 78216; telephone: (210) 

308–3365; fax: (210) 308–3370. 

SUPPLEMENTARY INFORMATION: 

Discussion 

On July 31, 2009, we issued a 

proposal to amend part 39 of the Federal 

Aviation Regulations (14 CFR part 39) to 

include an AD that would apply to all 

Air Tractor Models AT–802 and AT– 

802A airplanes. This proposal was 

published in the Federal Register as a 

notice of proposed rulemaking (NPRM) 

on August 6, 2009 (74 FR 39243). The 

NPRM proposed to supersede AD 2006– 

08–09 to clarify the SNs of the Models 

AT–802 and AT–802A airplanes 

affected by that AD. Additionally, we 

proposed to add an option of modifying 

the wing main spar lower caps to extend 

the safe life limit on the affected 

airplanes. 

Comments 

We provided the public the 

opportunity to participate in developing 

this AD. We received no comments on 

the proposal or on the determination of 

the cost to the public. 

Conclusion 

We have carefully reviewed the 

available data and determined that air 

safety and the public interest require 

adopting the AD as proposed except for 

minor editorial corrections. We have 

determined that these minor 

corrections: 

• 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. 

Costs of Compliance 

We estimate that this AD affects 187 

airplanes in the U.S. registry. 

We estimate the following costs to do 

the inspection: 

Labor cost Parts cost Total cost per airplane Total cost on U.S. operators 

$500 to $800 ...................................... Not applicable ..................................... $500 to $800 $93,500 to $149,600 

We estimate the following costs to do 

any necessary repairs for two spars that 

may be required based on the results of 

the inspection or the modification as an 

option. We have no way of determining 

the number of airplanes that may need 

this repair: 

Labor cost (two spars) Parts cost 

(two spars) 

Total cost 

(two spars) 

per airplane 

225 work-hours × $80 per hour = $18,000 ............................................................................................................. $7,500 $25,500 


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Federal Register / Vol. 75, No. 120 / Wednesday, June 23, 2010 / Rules and Regulations 35617 

We estimate the following costs to do 

any necessary spar cap replacement 

(two spars) that would be required 

based on the results of the inspection. 

We have no way of determining the 

number of airplanes that may need this 

replacement: 

Labor cost (two spars) Parts cost 

(two spars) 

Total cost 

(two spars) 

per airplane 

495 work-hours × $80 per hour = $39,600 ............................................................................................................. $39,100 $78,700 

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 AD. 

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 the 

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. 

We prepared a summary of the costs 

to comply with this AD (and other 

information as included in the 

Regulatory Evaluation) and placed it in 

the AD Docket. You may get a copy of 

this summary by sending a request to us 

at the address listed under ADDRESSES. 

Include ‘‘Docket No. FAA–2009–0707; 

Directorate Identifier 2009–CE–035–AD’’ 

in your request. 

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 Federal Aviation Administration 

amends part 39 of the Federal Aviation 

Regulations (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) 

2006–08–09, amendment 39–14565 (71 

FR 27784, May 12, 2006), and adding 

the following new AD: 

2010–13–08 Air Tractor, Inc.: Amendment 

39–16339; Docket No. FAA–2009–0707; 

Directorate Identifier 2009–CE–035–AD. 

Effective Date 

(a) This AD becomes effective on July 28, 

2010. 

Affected ADs 

(b) This AD supersedes AD 2006–08–09, 

Amendment 39–14565. 

Applicability 

(c) This AD affects Models AT–802 and 

AT–802A airplanes, all serial numbers (SNs) 

beginning with –0001, that are: 

(1) Certificated in any category; 

(2) Engaged in agricultural dispersal 

operations, including those airplanes that 

have been converted from fire fighting to 

agricultural dispersal or airplanes that 

convert between fire fighting and agricultural 

dispersal; 

(3) Not equipped with the factory-supplied 

computerized fire gate (part number (P/N) 

80540); and 

(4) Not engaged in only full-time fire 

fighting. 

Unsafe Condition 

(d) This AD results from our determination 

that we need to clarify the SNs of the Models 

AT–802 and AT–802A airplanes affected by 

AD 2006–08–09. Additionally, we are adding 

an option to modify the wing main spar 

lower caps to extend the safe life limit on the 

affected airplanes. We are issuing this AD to 

detect and correct cracks in the wing main 

spar lower cap at the center splice joint, 

which could result in failure of the spar cap 

and lead to wing separation and loss of 

control of the airplane. 

Compliance 

(e) For Models AT–802 and AT–802A 

airplanes, SNs –0001 through –0091, do the 

following actions, unless already done, using 

the wing main spar lower cap hours time-inservice (TIS) schedule found in Table 1 of 

this AD to do the initial and repetitive 

inspections: 

(1) Install access cover plates following 

Snow Engineering Co. Service Letter #215, 

page 5, titled ‘‘802 Spar Inspection Holes and 

Vent Tube Mod,’’ dated November 19, 2003. 

(2) Eddy current inspect for cracks the 

center splice joint outboard two fastener 

holes in both the right and left wing main 

spar lower caps following Snow Engineering 

Co. Process Specification #197, page 1, 

revised June 4, 2002; pages 2 through 4, 

dated February 23, 2001; and page 5, dated 

May 3, 2002. 


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TABLE 1—INSPECTION TIMES

SNs Condition Initially inspect: 

Repetitively 

inspect 

thereafter at 

intervals not to 

exceed: 

(i) AT–802 and AT–802A, SNs –0001 

through –0091.

As manufactured ............. Upon accumulating 1,700 hours TIS after April 21, 

2006 (the effective date of AD 2006–08–09) or 

within the next 50 hours TIS after April 21, 2006 

(the effective date of AD 2006–08–09), whichever 

occurs later.

850 hours TIS. 

(ii) AT–802 and AT–802A, serial numbers 

SNs –0001 through –0091.

Modified with cold-worked 

fastener holes following 

Service Letter #244, 

dated April 25, 2005.

If performing the cold-working procedure in Service 

Letter #244, dated April 25, 2005, it includes the 

initial eddy current inspection.

1,700 hours 

TIS. 

(f) One of the following must do the eddy 

current inspections required in paragraph 

(e)(2) of this AD: 

(1) A level 2 or 3 inspector certified in 

eddy current inspection using the guidelines 

established by the American Society for 

Nondestructive Testing or MIL–STD–410; or 

(2) A person authorized to perform AD 

work and who has completed and passed the 

Air Tractor, Inc. training course on eddy 

current inspection on wing lower spar caps. 

(g) If cracks are found during any 

inspection required in paragraph (e)(2) of this 

AD, repair or replace any cracked spar cap 

before further flight after the inspection in 

which cracks are found. For repair or 

replacement, do whichever of the following 

that applies: 

(1) For cracks that can be repaired by 

incorporating the modification specified in 

paragraph (j) of this AD, do the actions 

following the procedures in paragraph (j) of 

this AD before further flight after the 

inspection in which cracks are found. 

(2) For cracks that cannot be repaired by 

incorporating the modification specified in 

paragraph (j) of this AD, replace the lower 

spar caps and associated parts listed 

following the procedures identified in 

paragraph (h) of this AD before further flight 

after the inspection in which cracks are 

found. 

(h) For all AT–802 and AT–802A airplanes, 

replace the wing main spar lower caps, the 

center joint splice blocks and hardware, the 

wing attach angles and hardware, and install 

the steel web splice plate (P/N 21106–1 for 

SNs –0001 through –0091, and P/N 20094– 

2 for all SNs beginning with –0092). Do the 

replacement upon accumulating the safe life 

hours TIS on the wing main spar lower caps 

as listed in Table 2 of this AD or within 50 

hours TIS after April 21, 2006 (the effective 

date of AD 2006–08–09), whichever occurs 

later. For SNs –0001 through –0091, you may 

extend the safe life hours TIS of the wing 

main spar lower caps to 8,000 hours TIS 

before doing the replacement if you modified 

your wing as specified in paragraph (j) of this 

AD. 

(1) Use the following service information 

for replacement: 

(i) For Models AT–802 and AT–802A 

airplanes, SNs –0001 through –0091, follow 

Drawing Number 20975, Sheet 3, dated 

January 6, 2005; and Snow Engineering Co. 

Process Specification #204, Rev. C, dated 

November 16, 2004. 

(ii) For Models AT–802 and AT–802A 

airplanes, SNs beginning with –0092, follow 

Snow Engineering Co. Drawing Number 

20975, Sheet 2, Rev. A, dated September 1, 

2004; and Snow Engineering Co. Process 

Specification #204, Rev. C, dated November 

16, 2004. 

(2) The following presents the safe life and 

replacement times as required in paragraph 

(h) of this AD: 

TABLE 2—SAFE LIFE AND

REPLACEMENT TIMES

SNs Wing spar lower 

cap safe life 

AT–802–0001 through 

AT–802–0059.

4,132 hours TIS. 

AT–802–0060 through 

AT–802–0091.

4,188 hours TIS. 

All beginning with AT– 

802–0092.

8,163 hours TIS. 

AT–802A–0001 through 

AT–802A–0059.

4,969 hours TIS. 

AT–802A–0060 through 

AT–802A–0091.

4,531 hours TIS. 

All beginning with AT– 

802A–0092.

8,648 hours TIS. 

(i) After replacing the wing main spar 

lower caps and hardware, installing the web 

splice plate, and cold working the fastener 

holes by following Snow Engineering Co. 

Drawing Number 20975, Sheet 3, dated 

January 6, 2005 (SNs –0001 through –0091); 

or Snow Engineering Co. Drawing Number 

20975, Sheet 2, Rev. A, dated September 1, 

2004 (all SNs beginning with –0092); and 

Snow Engineering Co. Process Specification 

#204, Rev. C, dated November 16, 2004, the 

new safe life for the wing main spar lower 

caps is as follows: 

TABLE 3—NEW SAFE LIFE FOR WING

MAIN SPAR LOWER CAPS

SNs Wing spar lower 

cap safe life 

All beginning with AT– 

802–0001.

8,163 hours TIS. 

TABLE 3—NEW SAFE LIFE FOR WING

MAIN SPAR LOWER CAPS—Continued 

SNs Wing spar lower 

cap safe life 

All beginning with AT– 

802A–0001.

8,648 hours TIS. 

(j) For Models AT–802 and AT–802A 

airplanes, SNs –0001 through –0091, in lieu 

of replacing the wing main spar lower cap at 

the safe life hours TIS listed in Table 2 in 

paragraph (h) of this AD, you may extend the 

safe life of the wing main spar lower caps by 

doing the following actions. Between 3,200 

hours TIS and the safe life hours TIS for your 

airplane currently listed in Table 2 of this 

AD, do the following, unless already done: 

(1) Modify the wing by installing P/N 

20997–2 web plate and P/N 20985–1 and 

20985–2 extended 8-bolt splice blocks 

following Snow Engineering Co. Drawing 

20995, Sheet 2, Rev. C, dated September 28, 

2004. 

(2) Cold-work the outboard two fastener 

holes in both the left and right hand lower 

spar caps at the center splice following Snow 

Engineering Co. Service Letter #240, dated 

September 30, 2004. 

(3) Do an eddy current inspection of the 

wing center splice joint outboard two 

fastener holes in both the right and left wing 

main spar lower caps for cracks at the time 

of modification following Snow Engineering 

Co. Process Specification #197, page 1, 

revised June 4, 2002; pages 2 through 4, 

dated February 23, 2001; and page 5, dated 

May 3, 2002. 

(4) If, before July 28, 2010 (the effective 

date of this AD), an airplane has already been 

modified following paragraph (j)(1) of this 

AD but did not receive cold working in the 

outboard two fastener holes in both the left 

and right hand lower spar caps following 

paragraph (j)(2) of this AD, do the following: 

(i) Initially do an eddy current inspection 

within the next 2,400 hours TIS after the 

modification, using the procedure in 

paragraph (j)(3) of this AD, and repetitively 

thereafter at intervals not to exceed every 

1,200 hours TIS until the wing spar lower 

cap reaches 8,000-hour TIS safe life. 

(ii) At any time after the modification, you 

may do the cold working in the outboard two 

fastener holes in both the left and right hand 


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Federal Register / Vol. 75, No. 120 / Wednesday, June 23, 2010 / Rules and Regulations 35619 

lower spar caps following paragraph (j)(2) of 

this AD to terminate the repetitive eddy 

current inspections required in paragraph 

(j)(4)(i) of this AD. 

(5) If you have modified your airplane 

following paragraph (j)(1) of this AD prior to 

3,200 hours TIS, you must do the following 

to reach the extended 8,000-hour TIS safe 

life: 

(i) If you did not cold work the outboard 

two fastener holes in both the left and right 

hand lower spar caps following paragraph 

(j)(2) of this AD, you must do the repetitive 

eddy current inspections following paragraph 

(j)(4)(i) of this AD until you accumulate 4,800 

hours TIS after the modification on the wing 

spar lower cap. Upon accumulation of 4,800 

hours TIS after the modification on the wing 

spar lower cap, do the repetitive eddy current 

inspections at intervals not to exceed every 

600 hours TIS until you reach the extended 

safe life of 8,000-hour TIS. 

(ii) If you did cold work the outboard two 

fastener holes in both the left and right hand 

lower spar caps following paragraph (j)(2) of 

this AD, upon accumulation of 4,800 hours 

TIS after the modification on the wing spar 

lower cap do the repetitive eddy current 

inspections at intervals not to exceed every 

600 hours TIS until you reach the 8,000-hour 

TIS safe life. 

(6) For the initial and repetitive eddy 

current inspections required in paragraphs 

(j)(3), (j)(4)(i), (j)(5)(i) and (j)(5)(ii) of this AD, 

follow the instructions as specified in Snow 

Engineering Co. Process Specification #197, 

page 1, revised June 4, 2002; pages 2 through 

4, dated February 23, 2001; and page 5, dated 

May 3, 2002. For any cracks found, follow 

the instructions for repair or replacement as 

specified in paragraph (g) of this AD. 

(k) If any cracks are found as a result of any 

inspection required in paragraphs (e)(2), 

(j)(3), (j)4)(i), (j)(5)(i), and (j)(5)(ii) of this AD, 

report any cracks you find within 10 days 

after the cracks are found or within 10 days 

after April 21, 2006 (the effective date of AD 

2006–08–09), whichever occurs later. 

(1) Include in your report the aircraft SN, 

aircraft hours TIS, wing spar cap hours TIS, 

crack location and size, corrective action 

taken, and a point of contact name and phone 

number. Send your report to Andy McAnaul, 

Aerospace Engineer, ASW–150 (c/o MIDO– 

43), 10100 Reunion Place, Suite 650, San 

Antonio, Texas 78216; telephone: (210) 308– 

3365; facsimile: (210) 308–3370. 

(2) The Office of Management and Budget 

(OMB) approved the information collection 

requirements contained in this regulation 

under the provisions of the Paperwork 

Reduction Act and assigned OMB Control 

Number 2120–0056. 

Special Permit Flight 

(l) Under 14 CFR part 39.23, we are 

allowing special flight permits for the 

purpose of compliance with this AD under 

the following conditions: 

(1) Only operate in day visual flight rules 

(VFR). 

(2) Ensure that the hopper is empty. 

(3) Limit airspeed to 135 miles per hour 

(mph) indicated airspeed (IAS). 

(4) Avoid any unnecessary g-forces. 

(5) Avoid areas of turbulence. 

(6) Plan the flight to follow the most direct 

route. 

Alternative Methods of Compliance 

(AMOCs) 

(m) The Manager, Fort Worth Airplane 

Certification Office, ASW–150, 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: Andy 

McAnaul, Aerospace Engineer, ASW–150, 

FAA San Antonio MIDO–43, 10100 Reunion 

Pl., Ste. 650, San Antonio, Texas 78216; 

telephone: (210) 308–3365; fax: (210) 308– 

3370. 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. 

(n) AMOCs approved for AD 2006–08–09 

are not approved for this AD. 

Related Information 

(o) To get copies of the service information 

referenced in this AD, contact Air Tractor, 

Inc., P.O. Box 485, Olney, Texas 76374; 

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

5612; E-mail: airmail@airtractor.com; 

Internet: http://www.airtractor.com. To view 

the AD docket, go to U.S. Department of 

Transportation, Docket Operations, M–30, 

West Building Ground Floor, Room W12– 

140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590, or on the Internet at 

http://www.regulations.gov. 

Material Incorporated by Reference 

(p) You must use Snow Engineering Co. 

Process Specification #197, page 1, revised 

June 4, 2002; pages 2 through 4, dated 

February 23, 2001; and page 5, dated May 3, 

2002; Snow Engineering Co. Process 

Specification #204, Rev. C, dated November 

16, 2004; Snow Engineering Co. Service 

Letter #215, page 5, titled ‘‘802 Spar 

Inspection Holes and Vent Tube Mod,’’ dated 

November 19, 2003; Snow Engineering Co. 

Service Letter #240, dated September 30, 

2004; Snow Engineering Co. Drawing 

Number 20975, Sheet 2, Rev. A, dated 

September 1, 2004; Snow Engineering Co. 

Drawing Number 20975, Sheet 3, dated 

January 6, 2005; and Snow Engineering Co. 

Drawing 20995, Sheet 2, Rev. C, dated 

September 28, 2004, to do the actions 

required by this AD, unless the AD specifies 

otherwise. 

(1) On April 21, 2006 (71 FR 19994, April 

19, 2006), the Director of the Federal Register 

approved the incorporation by reference of 

Snow Engineering Co. Process Specification 

#197, page 1, revised June 4, 2002; pages 2 

through 4, dated February 23, 2001; and page 

5, dated May 3, 2002; Snow Engineering Co. 

Process Specification #204, Rev. C, dated 

November 16, 2004; Snow Engineering Co. 

Service Letter #215, page 5, titled ‘‘802 Spar 

Inspection Holes and Vent Tube Mod,’’ dated 

November 19, 2003; Snow Engineering Co. 

Service Letter #240, dated September 30, 

2004; Snow Engineering Co. Drawing 

Number 20975, Sheet 2, Rev. A, dated 

September 1, 2004; Snow Engineering Co. 

Drawing Number 20975, Sheet 3, dated 

January 6, 2005; and Snow Engineering Co. 

Drawing 20995, Sheet 2, Rev. C, dated 

September 28, 2004, under 5 U.S.C. 552(a) 

and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Air Tractor, Inc., P.O. Box 

485, Olney, Texas 76374; telephone: (940) 

564–5616; fax: (940) 564–5612; E-mail: 

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

www.airtractor.com. 

(3) You may review copies of the service 

information incorporated by reference for 

this AD at the FAA, Central Region, Office of 

the Regional Counsel, 901 Locust, Kansas 

City, Missouri 64106. For information on the 

availability of this material at the Central 

Region, call (816) 329–3768. 

(4) 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 June 15, 

2010. 

Sandra J. Campbell, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–14990 Filed 6–22–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0122; Directorate 

Identifier 2009–CE–067–AD; Amendment 

39–16338; AD 2010–13–07] 

RIN 2120–AA64 

Airworthiness Directives; Piper 

Aircraft, Inc. Models PA–32R–301T and 

PA–46–350P Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Piper Aircraft, Inc. Models PA–32R– 

301T and PA–46–350P airplanes. This 

AD requires you to replace any spotwelded, V-band exhaust coupling with 

a riveted, V-band exhaust coupling. This 

AD results from reports that spotwelded, V-band exhaust couplings are 

failing. We are issuing this AD to 

prevent failure of the V-band exhaust 

coupling, which could cause the 

exhaust pipe to detach from the 

turbocharger. This failure could result 

in release of high-temperature gases 

inside the engine compartment and 

possibly cause an in-flight fire. An inflight fire could lead to loss of control. 

DATES: This AD becomes effective on 

July 28, 2010. 


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