Federal Register / Vol. 75, No. 164 / Wednesday, August 25, 2010 / Rules and Regulations 52255 

23, Issue 3, dated August 5, 2010, for related 

information. 

Material Incorporated by Reference 

(i) You must use GippsAero Pty. Ltd. 

Mandatory Service Bulletin SB–GA8–2005– 

23, Issue 3, dated August 5, 2010, to do the 

actions required by this AD, unless the AD 

specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact GippsAero Pty. Ltd., Attn: 

Technical Services, P.O. Box 881, Morwell, 

Victoria 3840, Australia; telephone: + 61 03 

5172 1200; fax: +61 03 5172 1201; Internet: 

http://www.gippsaero.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 August 

18, 2010. 

John R. Colomy, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–21063 Filed 8–24–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0827; Directorate 

Identifier 2010–CE–029–AD; Amendment 

39–16412; AD 2010–17–18] 

RIN 2120–AA64 

Airworthiness Directives; Air Tractor, 

Inc. Models AT–802 and AT–802A 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) to 

supersede AD 2010–13–08, which 

applies to all Air Tractor, Inc. (Air 

Tractor) Models AT–802 and AT–802A 

airplanes. AD 2010–13–08 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 2010–13–08, we evaluated 

service information issued by Air 

Tractor and determined we need to add 

inspections, add modifications, and 

change the safe life for certain serial 

number (SN) ranges. Consequently, this 

AD would retain the actions of AD 

2010–13–08 and would add inspections, 

add modifications, and change the safe 

life for certain SN ranges. 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 

September 9, 2010. 

On September 9, 2010, the Director of 

the Federal Register approved the 

incorporation by reference of Snow 

Engineering Co. Service Letter #80GG, 

revised December 21, 2005; Snow 

Engineering Co. Service Letter #284, 

dated October 4, 2009; Snow 

Engineering Co. Service Letter #281, 

dated August 1, 2009; Snow Engineering 

Co. Service Letter #245, dated April 25, 

2005; Snow Engineering Co. Drawing 

Number 20995, Sheet 3, dated 

November 25, 2005; Snow Engineering 

Co. Drawing Number 20995, Sheet 2, 

Rev. D., dated November 25, 2005; and 

Snow Engineering Co. Drawing Number 

20975, Sheet 4, Rev. A., dated January 

7, 2009, listed in this AD. 

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. Service Letter #240, 

dated September 30, 2004; and 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, listed in 

this AD. 

We must receive any comments on 

this AD by October 12, 2010. 

ADDRESSES: Use one of the following 

addresses to comment on this AD. 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

To get the 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 comments to this AD, go 

to http://www.regulations.gov. The 

docket number is FAA–2010–0827; 

Directorate Identifier 2010–CE–029–AD. 

FOR FURTHER INFORMATION CONTACT: 

Andrew 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. 

SUPPLEMENTARY INFORMATION: 

Discussion 

Since 2000, we have issued several 

ADs related to the wing spar inspection 

and safe life on Air Tractor AT–400, 

AT–500, AT–600, and AT–800 series 

airplanes. 

In 2001, we issued AD 2001–10–04, 

Amendment 39–12230 (66 FR 27014, 

May 16, 2001) to lower the safe life for 

the wing lower spar cap on Air Tractor 

AT–400, AT–500, and AT–800 series 

airplanes. This AD allowed for 

inspection (using eddy current methods) 

of the wing lower spar cap for airplanes 

that were at or over the lower safe life 

and for which parts were not available. 

Later that same year, we revised that AD 

to remove AT–800 series airplanes from 

the applicability that were equipped 

with the factory-supplied computerized 

fire gate (part number 80540) and 

engaged in full-time firefighting. 

In 2002, we issued AD 2002–11–05, 

Amendment 39–12766 (67 FR 37967, 

May 31, 2002) that retained the actions 

for the AT–802 series airplanes and 

further reduced the safe life for certain 

AT–400 series airplanes and certain 

AT–500 series airplanes that either 

incorporate or have incorporated 

Marburger winglets. 

After receiving reports of fatigue 

cracking found on three Model AT– 

802A airplanes that were below the 

reduced safe life established in AD 

2001–10–04, we issued AD 2006–08–09, 

Amendment 39–14565 (71 FR 27794, 

May 12, 2006). AD 2006–08–09 required 

repetitively inspecting the two outboard 

fastener holes in both of the wing main 

spar lower caps at the center splice joint 

for cracks and repairing or replacing any 

cracked spar cap. 

After issuing AD 2006–08–09, we 

determined the need to clarify the 

affected SN applicability. Models AT– 

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52256 Federal Register / Vol. 75, No. 164 / Wednesday, August 25, 2010 / Rules and Regulations 

802 and AT–802A share a common SN 

range. Sometimes service information 

listed only one of the models with a 

starting or ending SN within a SN range, 

depending on which model was 

produced with that specific SN, even 

though the service information applied 

to both models. We superseded AD 

2006–08–09 and issued AD 2010–13–08, 

Amendment 39–16339 (75 FR 35616, 

June 23, 2010) to retain the actions from 

AD 2006–08–09, clarify serial number 

applicability, and add an option of 

modifying the wing main spar lower 

caps to extend the safe life limit. 

After completing fatigue analysis on 

Models AT–802 and AT–802A 

airplanes, Air Tractor issued service 

information that adds inspections, adds 

modifications, and changes the safe life 

for certain SN ranges. Since we issued 

2010–13–08, we evaluated this new 

service information and determined the 

need to add inspections, add 

modifications, and change the safe life 

for certain SN ranges. 

This condition, if not corrected, could 

result in failure of the spar cap and lead 

to wing separation and loss of control of 

the airplane. 

Relevant Service Information 

We reviewed the following service 

information from Snow Engineering Co.: 

• Service Letter #80GG, revised 

December 21, 2005; 

• Service Letter #284, dated October 

4, 2009; 

• Service Letter #281, dated August 1, 

2009; 

• Service Letter #245, dated April 25, 

2005; 

• Service Letter #240, dated 

September 30, 2004; 

• Process Specification #197, page 1, 

revised June 4, 2002; pages 2 through 4, 

dated February 23, 2001; and page 5, 

dated May 3, 2002; 

• Drawing Number 20995, Sheet 3, 

dated November 25, 2005; 

• Drawing Number 20995, Sheet 2, 

Rev. D., dated November 25, 2005; and 

• Drawing Number 20975, Sheet 4, 

Rev. A., dated January 7, 2009. 

The service information describes 

procedures for the following actions: 

• Inspection (repetitively) of the two 

outboard fastener holes in both of the 

wing main spar lower caps at the center 

splice joint for cracks; 

• Repair or replacement of any 

cracked spar cap; and 

• Modification option to extend the 

safe life limit. 

FAA’s Determination and Requirements 

of This AD 

We are issuing this AD because we 

evaluated all the information and 

determined the unsafe condition 

described previously is likely to exist or 

develop on other products of the same 

type design. This AD 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. 

FAA’s Determination of the Effective 

Date 

Since an unsafe condition exists that 

requires the immediate adoption of this 

AD, we determined that notice and 

opportunity for public comment before 

issuing this AD are impracticable, and 

that good cause exists for making this 

amendment effective in fewer than 30 

days. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety, and 

we did not precede it by notice and an 

opportunity for public comment. We 

invite you to send any written relevant 

data, views, or arguments regarding this 

AD. Send your comments to an address 

listed under the ADDRESSES section. 

Include the docket number ‘‘FAA–2010– 

0827; Directorate Identifier 2010–CE– 

029–AD’’ at the beginning of your 

comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of the AD. We will consider all 

comments received by the closing date 

and may amend the AD in light of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

concerning this AD. 

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. 

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Federal Register / Vol. 75, No. 164 / Wednesday, August 25, 2010 / Rules and Regulations 52257 

Regulatory Flexibility Determination 

The Regulatory Flexibility Act of 1980 

(Pub. L. 96–354) (RFA) establishes as a 

principle of regulatory issuance that 

agencies shall endeavor, consistent with 

the objective of the rule and of 

applicable statutes, to fit regulatory and 

informational requirements to the scale 

of the businesses, organizations, and 

governmental jurisdictions subject to 

regulation. 

To achieve that principle, the RFA 

requires agencies to solicit and consider 

flexible regulatory proposals and to 

explain the rationale for their actions. 

The RFA covers a wide-range of small 

entities, including small businesses, 

not-for-profit organizations, and small 

governmental jurisdictions. 

Agencies must perform a review to 

determine whether a proposed or final 

rule will have a significant economic 

impact on a substantial number of small 

entities. In accordance with Section 608 

of the Regulatory Flexibility Act, an 

agency head may waive or delay 

completion of some or all of the 

requirements of Section 603 by 

providing a written finding that this 

final rule is being promulgated in 

response to an emergency that makes 

compliance or timely compliance with 

the provisions of Section 603 

impracticable. 

We are performing a review to 

determine whether this final rule AD 

action will have a significant economic 

impact on a substantial number of small 

entities. However, the immediate safety 

of flight conditions of this AD action 

make compliance with the provisions of 

Section 603 impracticable. Our 

justification for immediate adoption of 

this rule, and therefore of 

impracticability, is stated in FAA’s 

Justification and Determination of the 

Effective Date. After we determine 

whether this final rule AD action has a 

significant economic impact on a 

substantial number of small entities or 

not, we will publish in the Federal 

Register our determination and, if 

required, our final regulatory flexibility 

analysis. 

Examining the AD Docket 

You may examine the AD docket that 

contains the AD, the regulatory 

evaluation, any comments received, and 

other information 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 Docket Office (telephone (800) 647– 

5527) is located at the street address 

stated in the ADDRESSES section. 

Comments will be available in the AD 

docket shortly after receipt. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by 

removing Airworthiness Directive (AD) 

2010–13–08, Amendment 39–16339 (75 

FR 35616, June 23, 2010), and by adding 

a new AD to read as follows: 

2010–17–18 Air Tractor, Inc.: Amendment 

39–16412; Docket No. FAA–2010–0827; 

Directorate Identifier 2010–CE–029–AD. 

Effective Date 

(a) This AD becomes effective on 

September 9, 2010. 

Affected ADs 

(b) This AD supersedes AD 2010–13–08; 

Amendment 39–16339. 

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. 

Subject 

(d) Air Transport Association of America 

(ATA) Code 57: Wings. 

Unsafe Condition 

(e) This AD results from our determination 

that we need to require the actions in the 

new service information to add inspections, 

add modifications, and change the safe life 

for certain SN ranges. 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 

(f) To address this problem for Models 

AT–802 and AT–802A airplanes, SNs –0001 

through –0091, you must do the following, 

unless already done: 

TABLE 1—ACTIONS, COMPLIANCE, AND PROCEDURES

Actions Compliance Procedures 

(1) Eddy current inspect for cracks the center 

splice joint outboard two fastener holes in 

both the left and right wing main spar lower 

caps. 

Initially inspect upon accumulating 1,700 

hours time-in-service (TIS) or within the 

next 50 hours TIS after April 21, 2006 (the 

effective date of AD 2006–08–09), whichever occurs later, and repetitively thereafter 

at intervals not to exceed 800 hours TIS. If, 

before September 9, 2010 (the effective 

date of this AD), you installed the center 

splice plate and extended 8-bolt splice 

blocks, use the inspection compliance times 

found in paragraph (f)(5) of this AD. 

Follow 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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52258 Federal Register / Vol. 75, No. 164 / Wednesday, August 25, 2010 / Rules and Regulations 

TABLE 1—ACTIONS, COMPLIANCE, AND PROCEDURES—Continued 

Actions Compliance Procedures 

(2) If you find any cracks as a result of any inspection required in paragraph (f)(1) of this 

AD, do the following actions: 

(i) For cracks that can be repaired, repair 

the airplane by doing the following actions: 

(A) Install center splice plate, P/N 20997– 

2, and extended 8-bolt splice blocks, P/N 

20985–1 & –2, and cold-work the lower 

spar cap fastener holes; and 

(B) Eddy current inspect for cracks the 

center splice joint outboard two fastener 

holes in both the left and right wing main 

spar lower caps. This eddy current inspection is required as part of the modification and is separate from the inspections required in paragraph (f)(1) of this 

AD. 

(ii) For cracks that cannot be repaired by 

incorporating the modification specified 

above, do the actions to replace the 

lower spar caps and associated parts 

listed following the procedures identified 

in paragraph (f)(3) of this AD. 

Before further flight after the inspection where 

a crack was found. If, before the airplane 

reaches a total of 3,200 hours TIS, you repair your airplane following paragraph 

(f)(2)(i) of this AD, you must do the eddy 

current inspections following the compliance 

times found in paragraph (f)(5) of this AD. 

If, at 3,200 hours TIS or after, you repair 

your airplane following paragraph (f)(2)(i) of 

this AD, this repair terminates the inspection requirements of paragraph (f)(1) of this 

AD. 

Follow Snow Engineering Co. Service Letter 

#284, dated October 4, 2009; 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. Drawing Number 20995, Sheet 

2, Rev. D., dated November 25, 2005; and 

Snow Engineering Co. Service Letter #240, 

dated September 30, 2004. 

(3) Replace the wing main spar lower caps, the 

web plates, the center joint splice blocks and 

hardware, and the wing attach angles and 

hardware, and install the steel web splice 

plate. This replacement terminates the repetitive inspections required in paragraph (f)(1) 

of this AD. 

(i) Do the replacement at whichever of the following compliance times occurs first: 

(A) Before further flight when cracks are 

found that cannot be repaired by incorporating the modification in paragraph 

(f)(2)(i) of this AD; or 

(B) Before or when the airplane reaches 

the wing main spar lower cap safe life 

of a total of 4,100 hours TIS or within 

the next 50 hours TIS after September 

9, 2010 (the effective date of this AD), 

whichever occurs later. 

(ii) After this replacement the new spar 

safe life is 11,700 hours TIS. If, before 

September 9, 2010 (the effective date 

of this AD), an airplane main spar 

lower cap was replaced with P/N 

21083–1/–2, the spar safe life for that 

P/N spar cap is 8,000 hours TIS until 

the main spar lower cap is replaced 

with P/N 21118–1/–2. The new spar 

safe life for P/N 21118–1/–2 is 11,700 

hours. 

(iii) To extend the initial 4,100 hours TIS 

safe life of the wing main spar lower 

cap to a total of 8,000 hours TIS, you 

may incorporate the optional modification specified in paragraph (f)(4) of this 

AD. 

Follow Snow Engineering Co. Service Letter 

#284, dated October 4, 2009; Snow Engineering Co. Service Letter #80GG, revised 

December 21, 2005; Snow Engineering Co. 

Drawing Number 20975, Sheet 4, Rev. A, 

dated January 7, 2009. 

(4) To extend the safe life of the wing main 

spar lower cap to a total of 8,000 hours TIS, 

you may incorporate the following optional 

modification. This modification terminates the 

repetitive inspections required in paragraph 

(f)(1) of this AD, unless you performed the 

modification before the airplane reaches a 

total of 3,200 hours TIS to repair cracks: 

(i) Install center splice plate, P/N 20997–2, 

and extended 8-bolt splice blocks, P/N 

20985–1 & –2, and cold-work the lower 

spar cap fastener holes; and 

Modify at whichever of the following compliance times occurs first: 

(A) Before further flight after any inspection required in paragraph (f)(1) of this 

AD where a crack is found. If you modify your airplane before the airplane 

reaches a total of 3,200 hours TIS to 

repair cracks as required in paragraph 

(f)(2)(i) of this AD, you must do the 

eddy current inspections following the 

compliance times found in paragraph 

(f)(5) of this AD. 

Follow Snow Engineering Co. Service Letter 

#284, dated October 4, 2009; 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. Drawing Number 20995, Sheet 

2, Rev. D., dated November 25, 2005; and 

Snow Engineering Co. Service Letter #240, 

dated September 30, 2004. 

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Federal Register / Vol. 75, No. 164 / Wednesday, August 25, 2010 / Rules and Regulations 52259 

TABLE 1—ACTIONS, COMPLIANCE, AND PROCEDURES—Continued 

Actions Compliance Procedures 

(ii) Eddy current inspect for cracks the center 

splice joint outboard two fastener holes in 

both the left and right wing main spar lower 

caps. This eddy current inspection is required 

as part of the modification and is separate 

from the inspections required in paragraph 

(f)(1) of this AD. 

(B) Between 3,200 hours TIS and 4,100 hours 

TIS. 

(5) If, before September 9, 2010 (the 

effective date of this AD) or as a result of 

performing the repair for cracks following 

paragraph (f)(2) of this AD, you installed the 

center splice plate and extended 8-bolt splice 

blocks, use the following table for 

compliance times to do the eddy current 

inspections required in paragraph (f)(1) of 

this AD. If you find any cracks as a result of 

any inspection following the compliance 

times in the following table, you must do the 

replacement action in paragraph (f)(2)(ii) of 

this AD: 

TABLE 2—EDDY CURRENT INSPECTION COMPLIANCE TIMES

Condition of the airplane Initially inspect Repetitively inspect thereafter at intervals not 

to exceed 

(i) If the airplane has already had the center 

splice plate and extended 8-bolt splice blocks 

installed at or after 3,200 hours TIS but the 

fastener holes have not been cold worked, at 

any time you may cold work the fastener 

holes to terminate the repetitive inspection 

requirements of this paragraph.

When the airplane reaches a total of 2,400 

hours TIS after the modification or within 

the next 100 days after September 9, 2010 

(the effective date of this AD), whichever 

occurs later.

1,200 hours TIS until the 8,000 hours TIS 

spar replacement time. 

(ii) Before reaching 3,200 hours TIS, the airplane had the center splice plate and extended 8-bolt splice blocks already installed 

but the fastener holes have not been cold 

worked.

When the airplane reaches a total of 2,400 

hours TIS after the modification or within 

the next 100 days after September 9, 2010 

(the effective date of this AD), whichever 

occurs later.

1,200 hours TIS. Upon reaching 4,800 hours 

TIS after the modification, inspect repetitively thereafter at intervals not to exceed 

600 hours TIS until the 8,000 hours TIS 

spar replacement time. 

(iii) Before reaching 3,200 hours TIS, the airplane had the center splice plate and extended 8-bolt splice blocks installed and the 

fastener holes have been cold worked.

When the airplane reaches a total of 4,800 

hours TIS after the modification or within 

the next 100 days after September 9, 2010 

(the effective date of this AD), whichever 

occurs later.

600 hours TIS until the 8,000 hours TIS spar 

replacement time. 

(g) To address this problem for AT–802 

and AT–802A airplanes, SNs –0092 through 

–0101, you must do the following, unless 

already done: 

TABLE 3—ACTIONS, COMPLIANCE, AND PROCEDURES

Actions Compliance Procedures 

(1) Eddy current inspect for cracks the center 

splice joint outboard two fastener holes in 

both the left and right wing main spar lower 

caps. 

Initially inspect upon accumulating 1,700 

hours TIS or within the next 50 hours TIS 

after September 9, 2010 (the effective date 

of this AD), whichever occurs later, and repetitively thereafter at intervals not to exceed 800 hours TIS. If the center splice 

plate, P/N 20994–2, is installed as specified 

in paragraph (g)(4) of this AD, do the repetitive inspections at intervals not to exceed 

2,000 hours TIS. 

Follow Snow Engineering Co. Service Letter 

#284, dated October 4, 2009; and 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. 

(2) If you find any cracks as a result of any inspection required by paragraph (g)(1) of this 

AD, do the following actions. This repair 

modification terminates the repetitive inspections required in paragraph (g)(1) of this AD: 

(i) For cracks that can be repaired, repair 

the airplane by doing the following actions: 

(A) Install the 9-bolt splice blocks and coldwork the lower spar cap fastener holes; 

Before further flight after the inspection where 

a crack was found. 

Follow Snow Engineering Co. Service Letter 

#284, dated October 4, 2009; and 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. Service Letter #281, dated August 1, 2009; and Snow Engineering Co. 

Drawing Number 20995, Sheet 3, dated 

November 25, 2005. 

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52260 Federal Register / Vol. 75, No. 164 / Wednesday, August 25, 2010 / Rules and Regulations 

TABLE 3—ACTIONS, COMPLIANCE, AND PROCEDURES—Continued 

Actions Compliance Procedures 

(B) Eddy current inspect for cracks the center 

splice joint outboard two fastener holes in 

both the left and right wing main spar lower 

caps. This eddy current inspection is required 

as part of the repair and is separate from the 

inspections required in paragraph (g)(1) of 

this AD; and 

(C) Install the center splice plate, P/N 

20994–2, per paragraph (g)(4) if not already installed. 

(ii) For cracks that cannot be repaired by 

doing the actions in paragraph (g)(2)(i) of 

this AD, replace the lower spar caps and 

associated parts listed following the procedures identified in paragraph (g)(3) of 

this AD. 

(3) Replace the wing main spar lower caps, the 

web plates, the center joint splice blocks and 

hardware, and the wing attach angles and 

hardware, and install the steel web splice 

plate. This replacement terminates the repetitive inspections required in paragraph (g)(1) 

of this AD. 

(i) Do the replacement at whichever of the following compliance times occurs first: 

(A) Before further flight when cracks are 

found that cannot be repaired by incorporating the modification in paragraph 

(g)(2)(i) of this AD; or 

(B) Before or when the airplane reaches 

the wing main spar lower cap safe life 

of a total of 4,100 hours TIS or within 

the next 50 hours TIS after September 

9, 2010 (the effective date of this AD), 

whichever occurs later. 

(ii) To extend the initial 4,100 hours TIS 

safe life of the wing main spar lower 

cap to a total of 8,000 hours TIS, you 

may incorporate the optional modification specified in paragraph (g)(4) of this 

AD. 

(iii)After replacement of the old spar with 

the new lower spar cap, P/N 21118–1/ 

–2, the new spar safe life is 11,700 

hours TIS. 

Follow Snow Engineering Co. Service Letter 

#284, dated October 4, 2009; Snow Engineering Co. Service Letter #80GG, revised 

December 21, 2005; Snow Engineering Co. 

Drawing Number 20975, Sheet 4, Rev. A, 

dated January 7, 2009. 

(4) To extend the safe life of the wing main 

spar lower cap to a total of 8,000 hours TIS, 

you may incorporate the following optional 

modification: 

(i) Install center splice plate, P/N 20994–2, 

if not already installed as part of a repair, 

and cold-work the lower spar cap fastener holes; and 

(ii) Eddy current inspect for cracks the center splice joint outboard two fastener 

holes in both the left and right wing main 

spar lower caps. This eddy current inspection is required as part of the modification and is separate from the inspections required in paragraph (g)(1) of this 

AD. 

Before the airplane reaches a total of 4,100 

hours TIS. After installation of the center 

splice plate, P/N 20994–2, do the repetitive 

inspections required in paragraph (g)(1) at 

intervals not to exceed 2,000 hours TIS. If 

as of September 9, 2010 (the effective date 

of this AD) you have already exceeded the 

4,100 hours TIS threshold for extending the 

safe life to 8,000 hours TIS, you may be eligible for an alternative method of compliance following paragraph (m) in this AD. 

Follow Snow Engineering Co. Service Letter 

#284, dated October 4, 2009; 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. Drawing Number 20975, Sheet 

4, Rev. A., dated January 7, 2009; and 

Snow Engineering Co. Service Letter #245, 

dated April 25, 2005. 

(5) If you find any cracks as a result of any repetitive inspection required by paragraph 

(g)(4) of this AD, do the following actions. 

This repair modification terminates the repetitive inspections required in paragraph (g)(4) 

of this AD: 

(i) For cracks that can be repaired, repair 

the airplane by doing the following actions: 

(A) Install the 9-bolt splice blocks and coldwork the lower spar cap fastener holes; 

and 

Before further flight after the inspection where 

a crack was found. 

Follow Snow Engineering Co. Service Letter 

#284, dated October 4, 2009; and 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. Service Letter #281, dated August 1, 2009; and Snow Engineering Co. 

Drawing Number 20995, Sheet 3, dated 

November 25, 2005. 

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Federal Register / Vol. 75, No. 164 / Wednesday, August 25, 2010 / Rules and Regulations 52261 

TABLE 3—ACTIONS, COMPLIANCE, AND PROCEDURES—Continued 

Actions Compliance Procedures 

(B) Eddy current inspect for cracks the center 

splice joint outboard two fastener holes in 

both the left and right wing main spar lower 

caps. This eddy current inspection is required 

as part of the repair and is separate from the 

inspections required in paragraph (g)(1) of 

this AD. 

(ii) For cracks that cannot be repaired by 

doing the actions in paragraph (g)(5)(i) of 

this AD, replace the lower spar caps and 

associated parts listed following the procedures identified in paragraph (g)(3) of 

this AD. 

(h) To address this problem for AT–802 

and AT–802A airplanes, SNs –0102 through 

–0178, you must do the following, unless 

already done: 

TABLE 4—ACTIONS, COMPLIANCE, AND PROCEDURES

Actions Compliance Procedures 

(1) Do an initial eddy current inspection for 

cracks of the center splice joint outboard two 

fastener holes in both the left and right wing 

main spar lower caps. After this initial inspection, you may do the optional cold-working of 

the lower spar cap fastener holes to increase 

the hours TIS between repetitive inspections 

required in paragraph (h)(2) of this AD. 

Before the airplane reaches a total of 5,500 

hours TIS or within the next 50 hours TIS 

after September 9, 2010 (the effective date 

of this AD), whichever occurs later. 

Follow 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. Service Letter #245, 

dated April 25, 2005; and Snow Engineering Co. Service Letter #284, dated October 

4, 2009. 

(2) Repetitively eddy current inspect for cracks 

the center splice joint outboard two fastener 

holes in both the left and right wing main 

spar lower caps. 

(i) For fastener holes that are cold-worked: 

After the initial inspection, repetitively thereafter inspect at intervals not to exceed 

2,200 hours TIS. 

(ii) For fastener holes not cold-worked: After 

the initial inspection, repetitively thereafter 

inspect at intervals not to exceed 1,100 

hours TIS. 

Follow 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. Service Letter #284, 

dated October 4, 2009; and (optional) Snow 

Engineering Co. Service Letter #245, dated 

April 25, 2005. 

(3) If you find any cracks as a result of any inspection required by paragraphs (h)(1) and 

(h)(2) of this AD, do the following actions. 

This modification terminates the repetitive inspections required in paragraph (h)(1) and 

(h)(2) of this AD: 

(i) For cracks that can be repaired, repair 

the airplane by doing the following actions: 

(A) Install the 9-bolt splice blocks and coldwork the lower spar cap fastener holes; 

and 

(B) Eddy current inspect for cracks the 

center splice joint outboard two fastener 

holes in both the left and right wing main 

spar lower caps. This eddy current inspection is required as part of the repair 

and is separate from the inspections required in paragraphs (h)(1) and (h)(2) of 

this AD. 

(ii) For cracks that cannot be repaired by 

doing the actions in paragraph (h)(3)(i) of 

this AD, replace the lower spar caps and 

associated parts listed following the procedures in paragraph (h)(4) of this AD. 

Before further flight after the inspection where 

a crack was found. 

Follow Snow Engineering Co. Service Letter 

#281, dated August 1, 2009; and Snow Engineering Co. Drawing Number 20995, 

Sheet 3, dated November 25, 2005. 

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52262 Federal Register / Vol. 75, No. 164 / Wednesday, August 25, 2010 / Rules and Regulations 

TABLE 4—ACTIONS, COMPLIANCE, AND PROCEDURES—Continued 

Actions Compliance Procedures 

(4) Replace the wing main spar lower caps, the 

web plates, the center joint splice blocks and 

hardware, and the wing attach angles and 

hardware, and install the steel web splice 

plate. This replacement terminates the repetitive inspections required in paragraphs (h)(1) 

and (h)(2) of this AD. 

(i) Do the replacement at whichever of the following compliance times occurs first: 

(A) Before further flight when cracks are 

found that cannot be repaired by incorporating the repair in paragraph 

(h)(3)(i) of this AD; or 

(B) Before or when the airplane reaches 

the wing main spar lower cap safe life 

of a total of 8,000 hours TIS or within 

the next 50 hours TIS after September 

9, 2010 (the effective date of this AD), 

whichever occurs later. 

Follow Snow Engineering Co. Service Letter 

#284, dated October 4, 2009; Snow Engineering Co. Service Letter #80GG, revised 

December 21, 2005; Snow Engineering Co. 

Drawing Number 20975, Sheet 4, Rev. A, 

dated January 7, 2009. 

(ii) After this replacement the new spar 

safe life is 11,700 hours TIS. 

(i) To address this problem for AT–802 and 

AT–802A airplanes, SNs –0179 through 

–0269, you must do the following, unless 

already done: 

TABLE 5—ACTIONS, COMPLIANCE, AND PROCEDURES

Actions Compliance Procedures 

Replace the wing main spar lower caps, the 

web plates, the center joint splice blocks and 

hardware, and the wing attach angles and 

hardware, and install the steel web splice 

plate. 

By the 8,000 hours TIS safe-life or within the 

next 50 hours TIS after September 9, 2010 

(the effective date of this AD), whichever 

occurs later. After this replacement the subsequent new spar safe life is 11,700 hours 

TIS. 

Follow Snow Engineering Co. Service Letter 

#284, dated October 4, 2009; Snow Engineering Co. Service Letter #80GG, revised 

December 21, 2005; Snow Engineering Co. 

Drawing Number 20975, Sheet 4, Rev. A, 

dated January 7, 2009. 

(j) To address this problem for AT–802 and 

AT–802A airplanes, SNs –0270 and 

subsequent, you must do the following, 

unless already done: 

TABLE 6—ACTIONS, COMPLIANCE, AND PROCEDURES

Actions Compliance Procedures 

Replace the wing main spar lower caps, the 

web plates, the center joint splice blocks and 

hardware, and the wing attach angles and 

hardware, and install the steel web splice 

plate. 

By the 11,700 hours TIS safe-life or within the 

next 50 hours TIS after September 9, 2010 

(the effective date of this AD), whichever 

occurs later. After this replacement the subsequent new spar safe life is 11,700 hours 

TIS. 

Follow Snow Engineering Co. Service Letter 

#284, dated October 4, 2009; Snow Engineering Co. Service Letter #80GG, revised 

December 21, 2005; Snow Engineering Co. 

Drawing Number 20975, Sheet 4, Rev. A, 

dated January 7, 2009. 

(k) Report any crack from any inspection 

required in paragraphs (f), (g), or (h) of this 

AD within 10 days after the cracks are found 

on the form in Figure 1 of this AD. 

(1) Send your report to Andrew 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. 

AD 2010–17–18 INSPECTION REPORT 

[REPORT ONLY IF CRACKS ARE FOUND] 

General Information 

1. Inspection Performed By: 2. Phone: 

3. Aircraft Model: 4. Aircraft Serial Number: 

5. Engine Model Number: 6. Aircraft Total Hours TIS: 

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Federal Register / Vol. 75, No. 164 / Wednesday, August 25, 2010 / Rules and Regulations 52263 

AD 2010–17–18 INSPECTION REPORT—Continued 

[REPORT ONLY IF CRACKS ARE FOUND] 

7. Wing Total Hours TIS: 8. Lower Spar Cap Hours TIS: 

Previous Inspection/Repair History 

9. Has the lower spar cap been inspected (eddy-current, dye penetrant, 

magnetic particle, or ultrasound) before? 

b Yes b No 

If yes, an inspection has occurred: 

Date:llllllllllll 

Inspection Method:llllll 

Lower Spar Cap TIS:llllll 

Cracks found? b Yes b No 

10. Has there been any major repair or alteration performed to the spar 

cap? 

b Yes b No 

If yes, specify (Description and hours TIS): 

Inspection for AD 2010–17–18 

11. Date of AD inspection: 11a. Cracks found: 

Inspection Results: b Left Hand b Right Hand 

11b. Crack Length:______ 11c. Does drilling hole to next larger size remove all traces of the 

crack(s)? 

Location:______ b Yes b No 

12d. Corrective Action Taken: 

Mail report (only if you find any cracks as a result of the inspection for AD 2010–17–18) to: Andrew 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. 

Figure 1 

Alternative Methods of Compliance 

(AMOCs) 

(m) The Manager, Fort Worth Airplane 

Certification Office, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

Send information to ATTN: Andy McAnaul, 

Aerospace Engineer, ASW–150, FAA San 

Antonio MIDO–43, 10100 Reunion Pl., Ste. 

650, San Antonio, Texas 78216, phone: (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 2010–13–08 

are not approved for this AD. 

Material Incorporated by Reference 

(o) You must use Snow Engineering Co. 

Service Letter #80GG, revised December 21, 

2005; Snow Engineering Co. Service Letter 

#284, dated October 4, 2009; Snow 

Engineering Co. Service Letter #281, dated 

August 1, 2009; Snow Engineering Co. 

Service Letter #245, dated April 25, 2005; 

Snow Engineering Co. Service Letter #240, 

dated September 30, 2004; 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. Drawing 

Number 20995, Sheet 3, dated November 25, 

2005; Snow Engineering Co. Drawing 

Number 20995, Sheet 2, Rev. D., dated 

November 25, 2005; and Snow Engineering 

Co. Drawing Number 20975, Sheet 4, Rev. A., 

dated January 7, 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 

Snow Engineering Co. Service Letter #80GG, 

revised December 21, 2005; Snow 

Engineering Co. Service Letter #284, dated 

October 4, 2009; Snow Engineering Co. 

Service Letter #281, dated August 1, 2009; 

Snow Engineering Co. Service Letter #245, 

dated April 25, 2005; Snow Engineering Co. 

Drawing Number 20995, Sheet 3, dated 

November 25, 2005; Snow Engineering Co. 

Drawing Number 20995, Sheet 2, Rev. D., 

dated November 25, 2005; and Snow 

Engineering Co. Drawing Number 20975, 

Sheet 4, Rev. A., dated January 7, 2009, 

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

(2) 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. Service Letter #240, 

dated September 30, 2004; and 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. 

(3) 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. 

(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. 

Issued in Kansas City, Missouri on August 

11, 2010. 

John Colomy, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–20555 Filed 8–24–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0497; Directorate 

Identifier 2009–NM–019–AD; Amendment 

39–16417; AD 2010–18–04] 

RIN 2120–AA64 

Airworthiness Directives; Empresa 

Brasileira de Aeronautica S.A. 

(EMBRAER) Model ERJ 170 Airplanes; 

and Model ERJ 190–100 LR, –100 IGW, 

–100 STD, –200 STD, –200 LR, and 

–200 IGW Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD results 

from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

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