Federal Register / Vol. 75, No. 116 / Thursday, June 17, 2010 / Rules and Regulations 34349 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–1076; Directorate 

Identifier 2009–CE–019–AD; Amendment 

39–16296; AD 2010–10–17] 

RIN 2120–AA64 

Airworthiness Directives; Mitsubishi 

Heavy Industries, Ltd. Various Models 

MU–2B Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) to 

supersede Airworthiness Directive (AD) 

2006–17–01, AD 2006–15–07, AD 2000– 

02–25, and AD 97–25–02, which applies 

to certain Mitsubishi Heavy Industries, 

Ltd. (MHI) various Models MU–2B 

airplanes. An FAA MU–2B safety 

evaluation resulted in the 

standardization of the MU–2B specific 

training and the FAA-accepted pilot 

operating checklists through a special 

Federal aviation regulation (SFAR). MHI 

revised the airplane flight manuals 

(AFMs) to align them with the 

information in that training and the 

checklists. In addition, incorporating all 

AFM revisions up to and including this 

latest AFM revision will incorporate all 

AFM compliance actions required by 

the four above-mentioned ADs. This AD 

would retain from AD 2006–17–01 the 

inspection of the engine torque 

indication system and possible 

recalibration of the torque pressure 

transducers and would require 

incorporating all revisions up to and 

including the latest revisions of the 

AFM. We are issuing this AD to correct 

inconsistencies in critical operating 

procedures between the MU–2B specific 

training, the FAA-accepted pilot 

operating checklists, and the AFMs, 

which, if not corrected, could result in 

the pilot inadvertently taking 

inappropriate actions in critical 

operating conditions. 

DATES: This AD becomes effective on 

July 22, 2010. 

On July 22, 2010, the Director of the 

Federal Register approved the 

incorporation by reference of certain 

publications listed in this AD. 

ADDRESSES: For service information 

identified in this AD, contact Mitsubishi 

Heavy Industries America, Inc., 4951 

Airport Parkway, Suite 800, Addison, 

Texas 75001; telephone: (972) 934– 

5480; fax: (972) 934–5488; Internet: 

http://www.mu-2aircraft.com or http:// 

www.turbineair.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–2009–1076; Directorate 

Identifier 2009–CE–019–AD. 

FOR FURTHER INFORMATION CONTACT: Al 

Wilson, Flight Test Pilot, FAA, Fort 

Worth ACO, 2601 Meacham Blvd., Fort 

Worth, Texas 76137; telephone: (817) 

222–5146; fax: (817) 222–5960. 

SUPPLEMENTARY INFORMATION: 

Discussion 

This AD results from inconsistencies 

in critical operating procedures between 

the MU–2B specific training, the FAAaccepted pilot operating checklists, and 

the AFMs. In 2005, the FAA, Aircraft 

Certification Service and Flight 

Standards Service, conducted an MU– 

2B safety evaluation. The FAA found 

that MU–2B specific training was not 

required for all operators and, when 

provided, was not standardized. The 

safety evaluation also revealed that 

many FAA-accepted pilot operating 

checklists used by operators and 

trainers at the time of the evaluation had 

no regulatory basis and were locally 

produced. This resulted in a lack of 

standardization for normal, abnormal, 

and emergency flight operations. 

In 2008, the FAA issued SFAR No. 

108, Mitsubishi MU–2B Series Airplane 

Special Training, Experience, and 

Operating Requirements. This SFAR 

requires standardization for critical 

operating procedures in training and in 

the FAA-accepted pilot operating 

checklists. MHI revised the AFMs to 

align them with the information in the 

current SFAR. The FAA requested 

Mitsubishi Heavy Industries, Ltd. make 

changes to the AFM for each model 

approved under Type Certificate Data 

Sheets (TCDS) A10SW and A2PC. 

Incorporating all AFM revisions up to 

and including this latest AFM revision 

will incorporate the AFM actions in 

other ADs, as follows: 

• AD 97–25–02, Amendment 39– 

10225 (62 FR 63830, December 3, 1997), 

requires revising the Limitations section 

of the airplane AFM to prohibit 

positioning the power levers below the 

flight idle stop while the airplane is in 

flight. 

• AD 2000–02–25, Amendment 39– 

11543 (65 FR 5422, February 4, 2000), 

requires revising the AFM to include 

requirements for activating the airframe 

pneumatic deicing boots. 

• AD 2006–15–07, Amendment 39– 

14687 (71 FR 41116, July 20, 2006), 

requires revising the Limitations section 

of the AFM to prevent improper rigging 

of the propeller feathering linkage. 

• AD 2006–17–01, Amendment 39– 

14722 (71 FR 47697, August 18, 2006), 

requires inspecting the engine torque 

indication system, recalibrating the 

torque pressure transducers as required, 

and revising the Limitations section of 

the AFM to include power assurance 

charts. The one-time inspection and 

possible recalibration are not part of the 

AFM revisions. 

We are issuing this AD to correct 

inconsistencies in critical operating 

procedures between the MU–2B specific 

training, the FAA-accepted pilot 

operating checklists, and the AFMs, 

which, if not corrected, could result in 

the pilot inadvertently taking 

inappropriate actions in critical 

operating conditions. 

Comments 

We provided the public the 

opportunity to participate in developing 

this AD. The following presents the 

comments received on the proposal and 

FAA’s response to each comment: 

Comment Issue No. 1: This Failure 

Could Lead to Loss of Control 

Ralph M. Sorrells, Mitsubishi Heavy 

Industries America, Inc., Patrick E. 

Cannon, Turbine Aircraft Services, Inc., 

and Earle P. Martin III, Mid-Coast Air 

Charter, Inc., comment on the Summary, 

Discussion, and Unsafe Condition 

sections of the proposed AD. The 

commenters oppose the wording used in 

the notice of proposed rulemaking 

(NPRM) that says the unsafe condition, 

if left uncorrected, could result in loss 

of control. Two of the commenters 

suggest this is an ‘‘administrative’’ AD 

and we should not use ‘‘loss of control’’ 

as a justification. One commenter 

suggests changing the justification to 

‘‘improve safety’’ in lieu of ‘‘loss of 

control.’’ 

We agree with the commenters that 

the wording ‘‘loss of control’’ used 

throughout the NPRM does not 

accurately reflect the justification for 

this AD. We are changing the wording 

to the following in the Summary, 

Discussion, and Unsafe Condition 

sections of the NPRM: ‘‘We are issuing 

this AD to correct inconsistencies in 

critical operating procedures between 

the MU–2B specific training, the FAAaccepted pilot operating checklists, and 

the AFMs, which, if not corrected, could 

result in the pilot inadvertently taking 

inappropriate actions in critical 

operating conditions.’’ 


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34350 Federal Register / Vol. 75, No. 116 / Thursday, June 17, 2010 / Rules and Regulations 

Comment Issue No. 2: Special Federal 

Aviation Regulation (SFAR)–108 

Ralph M. Sorrells, Mitsubishi Heavy 

Industries America, Inc., states the 

current SFAR–108 mandates 

standardized training, the latest revision 

of the AFM, and the use of standardized 

checklists. The SFAR requirements have 

eliminated the ‘‘inconsistencies’’ as 

stated in the NPRM; and the SFAR 

standardized FAA-accepted checklists, 

eliminating the inconsistencies in the 

checklists; therefore, no unsafe 

condition exists. We infer from this 

comment the commenter feels this AD 

action is unnecessary. The FAA 

partially agrees with these comments. 

We agree with the commenter that the 

SFAR–108 is the current regulatory 

standard to follow, when 

inconsistencies exist between the SFAR 

requirements and the approved AFM. 

However, we disagree with the 

commenter that the inconsistencies 

have been eliminated. The SFAR 

mandated the appropriate AFM for each 

model; however, it did not specify an 

AFM revision level. Owners could 

currently be using a version of the AFM 

that is not consistent with the FAAaccepted checklists required by the 

SFAR. The intent of this NPRM is to 

mandate the latest AFM revision level. 

To clarify the intent of the wording 

‘‘FAA-accepted checklists’’ used in the 

NPRM, we are changing the first 

paragraph of the Discussion section to 

read: ‘‘* * * the safety evaluation also 

revealed that many FAA-accepted pilot 

operating checklists used by operators 

and trainers at the time of the evaluation 

had no regulatory basis * * *’’ 

Comment Issue No. 3: Current 

Applicable Service Bulletin for the 

Compliance Section, Paragraph 2(e)(1) 

Ralph M. Sorrells, Mitsubishi Heavy 

Industries America, Inc., states that the 

NPRM does not reference the latest 

revision to the service bulletin in the 

Compliance section, paragraph 2(e)(1). 

He suggests revising the Compliance 

section, paragraph 2(e)(1), to reference 

MHI MU–2 Service Bulletin No. 233B, 

dated March 8, 2007, as the applicable 

service bulletin for TCDS A2PC model 

airplanes. 

The FAA partially agrees with this 

comment. We agree that inspecting the 

engine torque indication system and 

recalibrating the torque pressure 

transducers following MHI MU–2 

Service Bulletin No. 233B, dated March 

8, 2007, will comply with the 

requirements of the AD. However, we 

disagree with requiring the actions 

following MHI MU–2 Service Bulletin 

No. 233B, dated March 8, 2007. The 

actions to inspect the engine torque 

indication system and recalibrate the 

torque pressure transducers are retained 

from AD 2006–17–01, issued in 2006, 

and doing the actions following MHI 

MU–2 Service Bulletin No. 233A, dated 

January 14, 1999, still complies with the 

intent of AD 2006–17–01. We will retain 

inspecting the engine torque indication 

system and recalibrating the torque 

pressure transducers following MHI 

MU–2 Service Bulletin No. 233A, dated 

January 14, 1999, but add language 

allowing the use of MHI MU–2 Service 

Bulletin No. 233B, dated March 8, 2007, 

to comply with the requirements of this 

final rule AD action. 

Comment Issue No. 4: Reformat Table 

No. 1 

Ralph M. Sorrells, Mitsubishi Heavy 

Industries America, Inc., comments that 

Table 1 of the NPRM in the Compliance 

section of the NPRM should be revised 

to clarify which TCDS applies to each 

model. The commenter also suggests we 

change Table 1 of the NPRM to show the 

correct revision level for the Model 

MU–2B–35 (A2PC), which is revision 10 

versus revision 9. Certain model 

airplanes (–25, –26, and –35) were type 

certificated under both the A2PC and 

A10SW type certificates and have 

separate AFMs. 

The commenter states Table 1 of the 

NPRM appears confusing as to which 

AFM applies to the models approved 

under both TCDS A2PC and A10SW. 

Table 1 of the NPRM does not reference 

the reissued AFM date that applies for 

TCDS A2PC models. The AFM for TCDS 

A10SW models are not affected since 

the power assurance charts were 

included in the reissued AFM and have 

not been revised. 

The FAA agrees with the commenter 

and will revise Table 3 of the final rule 

AD action to clarify the appropriate 

TCDS and identify the correct AFM, 

revision level, and effective pages for 

the power assurance charts for all 

models. 

Comment Issue No. 5: Reformat Table 

No. 2 

Ralph M. Sorrells, Mitsubishi Heavy 

Industries America, Inc., comments on 

the need to clarify the appropriate 

action to obtain the AFM information 

for Models MU–2B–35 and MU–2B–36 

type certificated under TCDS A10SW. 

The commenter suggests referencing 

‘‘MU–2B–35 Airplane Flight Manual J 

Model, Document Number MR–0158–1’’ 

as the approved data for Model MU–2B– 

35. The commenter also states there has 

never been an A10SW version of the 

MU–2B–36 so this item should be 

removed. The commenter recommends 

changing the language for the Note 

associated with Table 2 in the NPRM to 

state, ‘‘AFM revisions are not available 

for Model MU–2B–35 under TCDS 

A10SW because the only Model MU– 

2B–35 airplane is no longer in service 

and was subsequently removed from the 

registry. Mitsubishi Heavy Industries, 

Ltd. has indicated they have no 

intention of putting the MU–2B–35 

model back in production. There are no 

other serial numbers eligible for this 

model, foreign or domestic. This model 

is still eligible under the type certificate, 

so if Mitsubishi Heavy Industries, Ltd., 

does put this model back in production, 

contact them for an FAA-approved 

AFM.’’ 

The FAA partially agrees with the 

commenter. We agree that the A10SW 

TCDS has been revised to show no serial 

numbers for –35 and –36 models. 

However, since the models are still part 

of the type certificate, we disagree with 

removing those models from the AD. As 

such, we are retaining Models –35 and 

–36 in the Applicability section of this 

AD. Since no serial numbers for these 

model airplanes currently exist, it 

would be impossible to comply with the 

actions of this AD for those airplane 

models. We are removing NOTE 2 and 

NOTE 3 and removing Models –35 and 

–36 from TABLE 4 of this final rule AD 

action. 

Comment Issue No. 6: Suggest the 

Wording ‘‘Current AFM Revision’’ 

Patrick E. Cannon, Turbine Aircraft 

Services, Inc., suggests that to avoid 

revising the AD to mandate each 

subsequent AFM revision, the NPRM 

use the term ‘‘current AFM revision’’ to 

mandate incorporating subsequent 

revisions to the AFMs. 

The FAA does not agree. We do not 

have the legal authority to reference 

documents that do not currently exist 

for the purpose of addressing an unsafe 

condition through AD action. The FAA 

will consider approval of future 

revisions through additional rulemaking 

should the need arise or may consider 

allowing their use of future revisions 

through approval of an alternative 

method of compliance (AMOC) if the 

substantiating data supports the revised 

AFM. 

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 

the changes previously discussed and 

minor editorial corrections. We have 

determined that these minor 

corrections: 


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• 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 355 

airplanes. 

We estimate the following costs to 

accomplish the engine torque indication 

system inspection, including the 

recalibration and ground check if 

needed. 

This is a retained cost from AD 2006– 

17–01: 

Labor cost Parts cost Total cost per 

airplane 

Total cost on 

U.S. operators 

5 work-hours × $85 = $425 ....................................................................... Not applicable .................................. $425 $150,875 

We estimate the following costs to do 

the AFM revisions: 

Labor cost Parts cost Total cost per 

airplane 

Total cost on 

U.S. operators 

1 work-hour × $85 per hour = $85 ............................................................ Not applicable .................................. $85 $30,175 

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–2009–1076; 

Directorate Identifier 2009–CE–019–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) 

97–25–02, Amendment 39–10225 (62 

FR 63830, December 3, 1997); AD 2000– 

02–25, Amendment 39–11543 (65 FR 

5422, February 4, 2000); AD 2006–15– 

07, Amendment 39–14687 (71 FR 

41116, July 20, 2006); and AD 2006–17– 

01, Amendment 39–14722 (71 FR 

47697, August 18, 2006), and adding the 

following new AD: 

2010–10–17 Mitsubishi Heavy Industries, 

Ltd.: Amendment 39–16296; Docket No. 

FAA–2009–1076; Directorate Identifier 

2009–CE–019–AD. 

Effective Date 

(a) This AD becomes effective on July 22, 

2010. 

Affected ADs 

(b) This AD supersedes AD 97–25–02, 

Amendment 39–10225; AD 2000–02–25, 

Amendment 39–11543; AD 2006–15–07, 

Amendment 39–14687; and AD 2006–17–01, 

Amendment 39–14722. 

Applicability 

(c) This AD applies to the following 

airplane models and serial numbers that are 

certificated in any category: 


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TABLE 1—MITSUBISHI HEAVY INDUSTRIES, LTD., (MHI) AIRPLANES LISTED IN TYPE CERTIFICATE DATA SHEET (TCDS) 

A10SW 

Models Serial Nos. 

MU–2B–25, MU–2B–26, MU–2B–26A, MU–2B–36A, MU–2B–40, and 

MU–2B–60.

All serial numbers. 

MU–2B–35 and MU–2B–36 ..................................................................... There are no serial numbers for MU–2B–35 or MU–2B–36 under 

TCDS A10SW. 

TABLE 2—MHI AIRPLANES LISTED IN TCDS A2PC 

Models Serial Nos. 

MU–2B, MU–2B–10, MU–2B–15, MU–2B–20, MU–2B–25, MU–2B–26, MU–2B–30, MU–2B–35, MU–2B–36 ................... All serial numbers. 

Unsafe Condition 

(d) This AD results from inconsistencies in 

critical operating procedures between the 

MU–2B specific training, the FAA-accepted 

pilot operating checklists, and the airplane 

flight manuals (AFM). MHI revised the AFMs 

to align them with the information in that 

training and the checklists. We are issuing 

this AD to correct inconsistencies in critical 

operating procedures between the MU–2B 

specific training, the FAA-accepted pilot 

operating checklists, and the AFMs, which, 

if not corrected, could result in pilots 

inadvertently taking inappropriate actions in 

critical operating conditions. 

Compliance 

(e) Do the following unless already done: 

(1) Within 100 hours time-in-service (TIS) 

after September 22, 2006 (the effective date 

retained from AD 2006–17–01), inspect the 

engine torque indication system and, before 

further flight after the inspection, recalibrate 

the torque pressure transducers as required. 

For airplanes listed in TCDS A2PC, follow 

MHI MU–2 Service Bulletin No. 233A, dated 

January 14, 1999 or MHI MU–2 Service 

Bulletin No. 233B, dated March 8, 2007. For 

airplanes listed in TCDS A10SW, follow MHI 

MU–2 Service Bulletin No. 095/77–002, 

dated July 15, 1998. This inspection requires 

the use of the following power assurance 

charts as applicable: 

(i) If you have not incorporated the AFM 

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

AD: Use the power assurance charts 

referenced in Table 3 below; or 

(ii) If you have already incorporated the 

AFM revisions required in paragraph (e)(2) of 

this AD: Use the power assurance charts in 

section 6 of the revised AFMs required by 

paragraph (e)(2) of this AD. 

TABLE 3—POWER ASSURANCE CHART FROM AD 2006–17–01 

TCDS Airplane model 

affected Date and version of AFM Page No. from AFM 

A2PC ................ MU–2B ............. AFM, Section 6, Reissued March 5, 1987, Revision 9, dated January 14, 1999 ............. 6–34. 

MU–2B–10 ........ AFM, Section 6, Reissued March 5, 1987, Revision 9, dated January 14, 1999 ............. 6–19. 

MU–2B–15 ........ AFM, Section 6, Reissued March 5, 1987, Revision 9, dated January 14, 1999 ............. 6–19. 

MU–2B–20 ........ AFM, Section 6, Reissued March 3, 1987, Revision 9, dated January 14, 1999 ............. 6–20. 

MU–2B–25 ........ AFM, Section 6, Reissued March 3, 1987, Revision 9, dated January 14, 1999 ............. 6–19. 

MU–2B–26 ........ AFM, Section 6, Reissued March 3, 1987, Revision 9, dated January 14, 1999 ............. 6–19. 

MU–2B–30 ........ AFM, Section 6, Reissued February 19, 1987, Revision 10, dated January 14, 1999 ..... 6–19. 

MU–2B–35 ........ AFM, Section 6, Reissued February 19, 1987, Revision 10, dated January 14, 1999 ..... 6–19. 

MU–2B–36 ........ AFM, Section 6, Reissued February 19, 1987, Revision 9, dated January 14, 1999 ....... 6–20. 

A10SW .............. MU–2B–25 ........ AFM, Section 6, Reissued March 25, 1986 ....................................................................... 6–18 and 6–19. 

MU–2B–26 ........ AFM, Section 6, Reissued March 25, 1986 ....................................................................... 6–17 and 6–18. 

MU–2B–26A ..... AFM, Section 6, Reissued March 25, 1986 ....................................................................... 6–17 and 6–18. 

MU–2B–36A ..... AFM, Section 6, Reissued February 28, 1986 ................................................................... 6–20 and 6–21. 

MU–2B–40 ........ AFM, Section 6, Reissued March 25, 1986 ....................................................................... 6–17 and 6–18. 

MU–2B–60 ........ AFM, Section 6, Reissued September 24, 1986 ............................................................... 6–19 and 6–20. 

(2) Within the next 50 hours TIS after July 

22, 2010 (the effective date of this AD) or 

within the next 6 months after July 22, 2010 

(the effective date of this AD), whichever 

occurs first, incorporate all revisions up to 

and including the latest revisions as 

published in the list of effective pages of the 

applicable AFM listed in Table 4 and Table 

5 of this AD. Assure that the applicable AFM 

contains each page, matching all the page 

numbers and page dates, listed in the 

Effective Pages listing for that AFM. The 

airplane identification data plate identifies 

the type certificate number for that airplane: 

TABLE 4—TCDS A10SW 

Airplane model AFM name Effective pages list 

MU–2B–25 ......... MU–2B–25 Airplane Flight Manual K Model, Document Number MR–0156–1.all revised pages up to and including revision 11, dated 

March 10, 2009, as listed on page 1 and page 2 of the 

‘‘Effective Pages’’ in the AFM. 

MU–2B–26 ......... MU–2B–26 Airplane Flight Manual M Model, Document Number MR–0160–1.all revised pages up to and including revision 11, dated 

March 10, 2009, as listed on page 1 and page 2 of the 

‘‘Effective Pages’’ in the AFM. 


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TABLE 4—TCDS A10SW—Continued 

Airplane model AFM name Effective pages list 

MU–2B–26A ....... MU–2B–26A Airplane Flight Manual P Model, Document 

Number MR–0194–1.

all revised pages up to and including revision 13, dated 

March 10, 2009, as listed on page 1 and page 2 of the 

‘‘Effective Pages’’ in the AFM. 

MU–2B–36A ....... MU–2B–36A Airplane Flight Manual N Model, Document 

Number MR–0196–1.

all revised pages up to and including revision 15, dated 

March 10, 2009, as listed on page 1 and page 2 of the 

‘‘Effective Pages’’ in the AFM. 

MU–2B–40 ......... MU–2B–40 Airplane Flight Manual SOLITAIRE Model, Document Number MR–0271–1.all revised pages up to and including revision 13, dated 

March 10, 2009, as listed on page 1 and page 2 of the 

‘‘Effective Pages’’ in the AFM. 

MU–2B–60 ......... MU–2B–60 Airplane Flight Manual MARQUISE Model, Document Number MR–0273–1.all revised pages up to and including revision 15, dated 

March 10, 2009, as listed on page 1 and page 2 of the 

‘‘Effective Pages’’ in the AFM. 

TABLE 5—TCDS A2PC 

Airplane model AFM name Effective pages list 

MU–2B ............... MU–2B Airplane Flight Manual, YET 67026A ......................... all revised pages up to and including revision 13, dated November 29, 2007, as listed on page 1 and page 2 of the 

‘‘Effective Pages’’ in the AFM. 

MU–2B–10 ......... MU–2B–10 Airplane Flight Manual, YET 86400 ...................... all revised pages up to and including revision 13, dated November 29, 2007, as listed on page 1 and page 2 of the 

‘‘Effective Pages’’ in the AFM. 

MU–2B–15 ......... MU–2B–15 Airplane Flight Manual, YET 68038A ................... all revised pages up to and including revision 13, dated November 29, 2007, as listed on page 1 and page 2 of the 

‘‘Effective Pages’’ in the AFM. 

MU–2B–20 ......... MU–2B–20 Airplane Flight Manual, YET 68034A ................... all revised pages up to and including revision 13, dated November 29, 2007, as listed on page 1 and page 2 of the 

‘‘Effective Pages’’ in the AFM. 

MU–2B–25 ......... MU–2B–25 Airplane Flight Manual, YET 71367A ................... all revised pages up to and including revision 13, dated November 29, 2007, as listed on page 1 and page 2 of the 

‘‘Effective Pages’’ in the AFM. 

MU–2B–26 ......... MU–2B–26 Airplane Flight Manual, YET 74129A ................... all revised pages up to and including revision 13, dated November 29, 2007, as listed on page 1 and page 2 of the 

‘‘Effective Pages’’ in the AFM. 

MU–2B–30 ......... MU–2B–30 Airplane Flight Manual, YET 69013A ................... all revised pages up to and including revision 14, dated November 29, 2007, as listed on page 1 and page 2 of the 

‘‘Effective Pages’’ in the AFM. 

MU–2B–35 ......... MU–2B–35 Airplane Flight Manual, YET 70186A ................... all revised pages up to and including revision 14, dated November 29, 2007, as listed on page 1 and page 2 of the 

‘‘Effective Pages’’ in the AFM. 

MU–2B–36 ......... MU–2B–36 Airplane Flight Manual, YET 74122A ................... all revised pages up to and including revision 13, dated November 29, 2007, as listed on page 1 and page 2 of the 

‘‘Effective Pages’’ in the AFM. 

Alternative Methods of Compliance 

(AMOCs) 

(f) The Manager, FAA, Fort Worth Airplane 

Certification Office (ACO), has the authority 

to approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

Send information to ATTN: Al Wilson, Flight 

Test Pilot, FAA, Fort Worth ACO, 2601 

Meacham Blvd., Fort Worth, Texas 76137; 

telephone: (817) 222–5146; fax: (817) 222– 

5960. 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. 

Material Incorporated by Reference 

(g) You must use Mitsubishi Heavy 

Industries, Ltd. MU–2 Service Bulletin No. 

233A, dated January 14, 1999; Mitsubishi 

Heavy Industries, Ltd. MU–2 Service Bulletin 

No. 095/77–002, dated July 15, 1998; 

Mitsubishi Heavy Industries, Ltd. MU–2 

Service Bulletin No. 233B, dated March 8, 

2007; and the AFMs specified in Table 6 of 

this AD to do the actions required by this AD, 

unless the AD specifies otherwise. The AFMs 

and Pilot’s Operating Manuals (POMs) are 

bound together in one book for each airplane 

model; however, only the AFMs are required 

to comply with this AD. The POMs are not 

approved data and are not incorporated by 

reference; the POMs are not required to 

comply with this AD. 

(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) On September 22, 2006 (71 FR 47699, 

August 18, 2006) the Director of the Federal 

Register approved the incorporation by 

reference of Mitsubishi Heavy Industries, 

Ltd. MU–2 Service Bulletin No. 095/77–002, 

dated July 15, 1998; and Mitsubishi Heavy 

Industries, Ltd. MU–2 Service Bulletin No. 

233A, dated January 14, 1999. 

(3) For service information identified in 

this AD, contact Mitsubishi Heavy Industries 

America, Inc., 4951 Airport Parkway, Suite 

800, Addison, Texas 75001; telephone: (972) 

934–5480; fax: (972) 934–5488; Internet: 

http://www.mu-2aircraft.com or http:// 

www.turbineair.com. 

(4) 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. 

(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. 


wwoods2 on DSK1DXX6B1PROD with RULES_PART 1
34354 Federal Register / Vol. 75, No. 116 / Thursday, June 17, 2010 / Rules and Regulations 

TABLE 6—MATERIAL INCORPORATED BY REFERENCE

AFM/POM name AFM effective pages list 

MU–2B–25 Airplane Flight Manual K Model, Document Number MR– 

0156–1, MU–2B–25; MU–2B–25 Pilot’s Operating Manual, Document 

Number MR–0157–1, revised July 15, 2004.

all revised pages up to and including revision 11, dated March 10, 

2009, as listed on page 1 and page 2 of the ‘‘Effective Pages’’ in the 

AFM. 

MU–2B–26 Airplane Flight Manual M Model, Document Number MR– 

0160–1; MU–2B–26 Pilot’s Operating Manual, Document Number 

MR–0161–1, revised July 15, 2004.

all revised pages up to and including revision 11, dated March 10, 

2009, as listed on page 1 and page 2 of the ‘‘Effective Pages’’ in the 

AFM. 

MU–2B–26A Airplane Flight Manual P Model, Document Number MR– 

0194–1; MU–2B–26A Pilot’s Operating Manual, Document Number 

MR–0195–1, revised July 15, 2004.

all revised pages up to and including revision 13, dated March 10, 

2009, as listed on page 1 and page 2 of the ‘‘Effective Pages’’ in the 

AFM. 

MU–2B–36A Airplane Flight Manual N Model, Document Number MR– 

0196–1; MU–2B–36A Pilot’s Operating Manual, Document Number 

MR–0197–1, revised July 15, 2004.

all revised pages up to and including revision 15, dated March 10, 

2009, as listed on page 1 and page 2 of the ‘‘Effective Pages’’ in the 

AFM. 

MU–2B–40 Airplane Flight Manual SOLITAIRE Model, Document Number MR–0271–1; MU–2B–40 Pilot’s Operating Manual, Document 

Number MR–0335–1, revised July 15, 2004.

all revised pages up to and including revision 13, dated March 10, 

2009, as listed on page 1 and page 2 of the ‘‘Effective Pages’’ in the 

AFM. 

MU–2B–60 Airplane Flight Manual MARQUISE Model, Document Number MR–0273–1; MU–2B–60 Pilot’s Operating Manual, Document 

Number MR–0338–1, revised July 15, 2004.

all revised pages up to and including revision 15, dated March 10, 

2009, as listed on page 1 and page 2 of the ‘‘Effective Pages’’ in the 

AFM. 

MU–2B Airplane Flight Manual, YET 67026A; MU–2B Pilot’s Operating 

Manual, Document Number YET 67025A, revised September 10, 

1997.

all revised pages up to and including revision 13, dated November 29, 

2007, as listed on page 1 and page 2 of the ‘‘Effective Pages’’ in the 

AFM. 

MU–2B–10 Airplane Flight Manual, YET 86400; MU–2B–10 Pilot’s Operating Manual, Document Number YET 87236, revised September 

10, 1997.

all revised pages up to and including revision 13, dated November 29, 

2007, as listed on page 1 and page 2 of the ‘‘Effective Pages’’ in the 

AFM. 

MU–2B–15 Airplane Flight Manual, YET 68038A; MU–2B–15 Pilot’s 

Operating Manual, Document Number YET 87237, revised September 10, 1997.

all revised pages up to and including revision 13, dated November 29, 

2007, as listed on page 1 and page 2 of the ‘‘Effective Pages’’ in the 

AFM. 

MU–2B–20 Airplane Flight Manual, YET 68034A; MU–2B–20 Pilot’s 

Operating Manual, Document Number YET 68134A, revised February 20, 1998.

all revised pages up to and including revision 13, dated November 29, 

2007, as listed on page 1 and page 2 of the ‘‘Effective Pages’’ in the 

AFM. 

MU–2B–25 Airplane Flight Manual, YET 71367A; MU–2B–25 Pilot’s 

Operating Manual, Document Number YET 72067A, revised September 10, 1997.

all revised pages up to and including revision 13, dated November 29, 

2007, as listed on page 1 and page 2 of the ‘‘Effective Pages’’ in the 

AFM. 

MU–2B–26 Airplane Flight Manual, YET 74129A; MU–2B–26 Pilot’s 

Operating Manual, Document Number YET 74130A, revised September 10, 1997.

all revised pages up to and including revision 13, dated November 29, 

2007, as listed on page 1 and page 2 of the ‘‘Effective Pages’’ in the 

AFM. 

MU–2B–30 Airplane Flight Manual, YET 69013A; MU–2B–30 Pilot’s 

Operating Manual, Document Number YET 69224A, revised September 10, 1997.

all revised pages up to and including revision 14, dated November 29, 

2007, as listed on page 1 and page 2 of the ‘‘Effective Pages’’ in the 

AFM. 

MU–2B–35 Airplane Flight Manual, YET 70186A; MU–2B–10 Pilot’s 

Operating Manual, Document Number YET 70187A, revised September 10, 1997.

all revised pages up to and including revision 14, dated November 29, 

2007, as listed on page 1 and page 2 of the ‘‘Effective Pages’’ in the 

AFM. 

MU–2B–36 Airplane Flight Manual, YET 74122A; MU–2B–36 Pilot’s 

Operating Manual, Document Number YET 74123A, revised September 10, 1997.

all revised pages up to and including revision 13, dated November 29, 

2007, as listed on page 1 and page 2 of the ‘‘Effective Pages’’ in the 

AFM. 

Issued in Kansas City, Missouri on May 4, 

2010. 

Wes Ryan, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–11034 Filed 6–16–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0327; Directorate 

Identifier 2010–CE–012–AD; Amendment 

39–16321; AD 2010–12–01] 

RIN 2120–AA64 

Airworthiness Directives; Cessna 

Aircraft Company Model 525A 

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 2009–24–13, which 

applies to certain Cessna Aircraft 

Company (Cessna) Model 525A 

airplanes. AD 2009–24–13 currently 

requires you to repetitively inspect the 

thrust attenuator paddle assemblies for 

loose and damaged fasteners and for 

cracks. AD 2009–24–13 also requires 

you to replace loose or damaged 

fasteners and replace cracked thrust 

attenuator paddles found during any 

inspection. Since we issued AD 2009– 

24–13, Cessna has developed new 

design thrust attenuator paddles and 

universal head rivets as terminating 

action for the repetitive inspections. 

Consequently, this AD would retain the 

requirements of AD 2009–24–13 until 

replacement of both thrust attenuator 

paddles and the eight countersunk 

fasteners with new design thrust 

attenuator paddles and universal head 


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