50542 Federal Register / Vol. 79, No. 164 / Monday, August 25, 2014 / Rules and Regulations 

Issued in Renton, Washington, on August 

13, 2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–19978 Filed 8–22–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0077; Directorate 

Identifier 2013–CE–021–AD; Amendment 

39–17941; AD 2014–16–17] 

RIN 2120–AA64 

Airworthiness Directives; Air Tractor, 

Inc. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2010–17– 

18 R1, which applies to certain Air 

Tractor, Inc. Models AT–802 and AT– 

802A airplanes. AD 2010–17–18 R1 

required repetitively inspecting (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; repairing or 

replacing any cracked spar; changing 

the safe life for certain serial number 

ranges; and sending the inspection 

results, only if cracks are found, to the 

FAA. This new AD retains all actions of 

AD 2010–17–18 R1 and expands the 

applicability to include all serial 

numbers regardless of configuration or 

operational use. This AD was prompted 

by our determination that the safe life 

for the wing main spar lower caps 

should apply to all Models AT–802 and 

AT–802A airplanes regardless of 

configuration or operational use. We are 

issuing this AD to correct the unsafe 

condition on these products. 

DATES: This AD is effective September 

29, 2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of September 9, 2010 (75 FR 52255, 

August 25, 2010). 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of April 21, 2006 (71 FR 

19994, April 19, 2006). 

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; email: 

airmail@airtractor.com; Internet: 

www.airtractor.com. You may review 

copies of the referenced service 

information at the FAA, Small Airplane 

Directorate, 901 Locust, Kansas City, 

Missouri 64106. For information on the 

availability of this material at the FAA, 

call (816) 329–4148. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov by searching for 

and locating Docket No. FAA–2014– 

0077; or in person at the Docket 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (phone: 800–647–5527) is 

Document Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Andrew McAnaul, Aerospace Engineer, 

ASW–150 (c/o San Antonio MIDO), 

10100 Reunion Place, Suite 650, San 

Antonio, Texas 78216; phone: (210) 

308–3365; fax: (210) 308–3370; email: 

andrew.mcanaul@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 2010–17–18 R1, 

Amendment 39–16552 (75 FR 82219, 

December 30, 2010) (‘‘AD 2010–17–18 

R1’’), for certain Air Tractor, Inc. 

Models AT–802 and AT–802A 

airplanes. The NPRM published in the 

Federal Register on February 12, 2014 

(79 FR 8350). The NPRM was prompted 

by our determination that the safe life 

for the wing main spar lower caps 

should apply to all Models AT–802 and 

AT–802A airplanes regardless of 

configuration or operational use. The 

NPRM proposed to continue to require 

repetitively inspecting (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; repairing or replacing any 

cracked spar; changing the safe life for 

certain serial number ranges; and 

sending the inspection results, only if 

cracks are found, to the FAA. The 

NPRM also proposed to expand the 

applicability to include all serial 

numbers regardless of configuration or 

operational use. We are issuing this AD 

to correct the unsafe condition on these 

products. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comment 

received on the NPRM (79 FR 8350, 

February 12, 2014) and the FAA’s 

response to that comment. 

Request To Withdraw Proposed 

Rulemaking 

David Ligon of Air Tractor, Inc. 

requested the FAA to withdraw the 

proposed AD. 

David Ligon stated that he (Air 

Tractor, Inc.) believes the FAA does not 

have relevant information or objective 

evidence to establish that an unsafe 

condition is likely to exist or develop in 

Models AT–802 and AT–802A air 

tanker (fire-fighting) airplanes. Air 

Tractor, Inc. stated that the safe life of 

the wing on the land-based Models AT– 

802 and AT–802A air tanker airplanes 

far exceeds that of their agricultural 

application counterparts and will 

continue to work to establish an 

appropriate wing safe life. 

Included with the comment from Air 

Tractor, Inc. were two graphs showing 

firebomber and agricultural airplane 

exceedance curves from a single Model 

AT–802 air tanker airplane, their 

validated Model AT–802 agricultural 

application airplane spectrum, and one 

set of generic air tanker and agricultural 

application exceedance curves from 

Report No. DOT/FAA/AR–05/035, 

Consolidation and Analysis of Loading 

Data in Firefighting Operations: 

Analysis of Existing Data and Definition 

of Preliminary Air Tanker and Lead 

Aircraft Spectra, which can be found on 

the Internet at http://www.tc.faa.gov/its/ 

worldpac/techrpt/ar05-35.pdf, and FAA 

Advisory Circular 23–13A, which can 

be found on the internet at http:// 

rgl.faa.gov/Regulatory_and_

Guidance_Library/

rgAdvisoryCircular.nsf/0/CCAE8A151

27D66408625708C00710BA4?

OpenDocument&Highlight=23-13a, 

respectively. 

Air Tractor, Inc. does not disagree that 

there is a need to establish a safe life for 

the wing main spar lower caps on all 

airplanes regardless of configuration or 

operational use. Air Tractor, Inc. also 

stated that they are concerned that 

issuing this AD will result in unneeded 

additional cost to the industry that 

could possibly hinder the establishment 

of an appropriate wing safe life in the 

future. 

We do not agree with the commenter. 

The wing main spar centerline joint is 

a design detail that has demonstrated inVerDate Mar<15>2010 16:10 Aug 22, 2014 Jkt 232001 PO 00000 Frm 00006 Fmt 4700 Sfmt 4700 E:\FR\FM\25AUR1.SGM 25AUR1

emcdonald on DSK67QTVN1PROD with RULES
Federal Register / Vol. 79, No. 164 / Monday, August 25, 2014 / Rules and Regulations 50543 

service fatigue cracking on Models AT– 

802 and AT–802A agricultural 

application airplanes. We have 

determined that this design detail shows 

a demonstrated risk that fatigue cracking 

is expected to also occur on the same 

type design airplanes used for other 

purposes such as fire-fighting and 

patrolling. The guidance for addressing 

known safety risk through a fatigue 

management program that includes 

establishing appropriate inspection, 

modification, and/or life limits is 

outlined in the appendices of FAA 

Advisory Circular 91–82A, which can 

be found on the Internet at 

http://rgl.faa.gov/Regulatory

_and_Guidance_Library/rgAdvisory

Circular.nsf/0/A07DDCB245A

D6B43862578F8006F82E9?Open

Document&Highlight=91-82a. These 

aspects are currently addressed for the 

agricultural application Models AT–802 

and AT–802A airplanes in AD 2010–17– 

18 R1. We believe it is appropriate to 

expand the applicability of AD 2010– 

17–18 R1 to include all Models AT–802 

and AT–802A airplanes used in other 

operational roles since they have the 

same type design detail and share the 

same demonstrated risk. 

We have not received validated data 

from Air Tractor, Inc. that provides 

inspection intervals, modification times, 

or safe life limits for the Models AT–802 

and AT–802A airplanes wing main spar 

for operational usages other than for 

agricultural application. The 

exceedance data provided by Air 

Tractor, Inc. does not provide those 

inspection intervals, modification times, 

or life limit replacement times. Report 

No. DOT/FAA/AR–05/035, which can 

be found on the Internet at http:// 

www.tc.faa.gov/its/worldpac/techrpt/

ar05-35.pdf, includes exceedance data 

for air tanker (fire-fighting) airplanes of 

various weights. The data shows a trend 

of increasing severity in the flight 

spectrum as airplane size and gross 

weight decrease. In Report No. DOT/ 

FAA/AR–05/035, the exceedance data 

does not include airplanes having a 

gross weight as low as Models AT–802 

and AT–802A airplanes; therefore, the 

exceedance data may not be 

representative of the lighter gross weight 

AT–802/802A air tanker airplane fleet. 

Additionally, limited exceedance curves 

we received earlier from Air Tractor, 

Inc. include data for one land-based and 

two float-equipped Model AT–802 air 

tanker airplanes. The two floatequipped airplane’s exceedance curves 

closely match the severity of the 

validated Model AT–802 airplane 

agricultural application exceedance 

curves. We question why the two floatequipped airplanes have a more severe 

spectrum than the single land-based 

Model AT–802 air tanker airplane. We 

would expect the float-equipped 

airplanes to be less maneuverable, and 

therefore less severely flown than their 

land-based counterpart. 

We agree with the need to establish 

life limits for the Models AT–802 and 

AT–802A air tanker fleet, as well as 

those used in other operations such as 

patrolling. Further, we evaluated the 

information presented by Air Tractor 

and determined it is appropriate to 

apply the same inspections, 

modification, and safe life limitations 

addressed in the current AD to Models 

AT–802 and AT–802A airplanes 

engaged in other operational roles. We 

arrived at this decision based on (1) the 

time in service those fleets have now 

accumulated, and (2) because they have 

the same wing main spar design feature 

as the agricultural applications 

airplanes and share the same 

demonstrated safety risk.. We remain 

open to working with Air Tractor, Inc. 

to obtain data that reflects an adequate 

pilot mix and operational conditions, 

that appropriately differentiates Models 

AT–802 and AT–802A airplane wing 

main spar inspection and modification 

times, and includes a safe life based on 

operational usage. 

We are not changing the final rule AD 

action based on this comment. 

Conclusion 

We reviewed the relevant data, 

considered the comment received, and 

determined that air safety and the 

public interest require adopting this AD 

as proposed except for minor editorial 

changes. We have determined that these 

minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (79 FR 8350, 

February 12, 2014) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (79 FR 8350, 

February 12, 2014). 

Costs of Compliance 

We estimate that this AD affects 154 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD. However, the only 

difference in the costs presented below 

and the costs associated with AD 2010– 

17–18 R1 is the addition of 33 airplanes, 

from 121 to 154, and the corresponding 

costs associated with those 33 airplanes: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. 

operators 

Eddy current inspection .......... $500 to $800 .......................... Not Applicable ........................ $500 to $800 ............. $77,000 to $123,200. 

Spar cap replacement (two 

spars).

495 work-hours × $85 per 

hour = $42,075.

$39,100 (two spars) ............... $81,175 ..................... $12,500,950. 

We estimate the following costs to do 

any necessary repairs/modifications that 

will be required based on the results of 

the inspections. We have no way of 

determining the number of aircraft that 

might need these repairs/modifications: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Center splice plate installation ................................ 185 work-hours × $85 per hour = $15,725 ............ $4,300 ....................... $20,025 

Extended splice block installation ........................... 70 work-hours × $85 per hour = $5,950 ................ 3,200 ......................... 9,150 

Cold-work lower spar cap fastener holes ............... 16 work-hours × $85 per hour = $1,360 ................ Not Applicable ........... 1,360 


emcdonald on DSK67QTVN1PROD with RULES
50544 Federal Register / Vol. 79, No. 164 / Monday, August 25, 2014 / Rules and Regulations 

Paperwork Reduction Act 

A federal agency may not conduct or 

sponsor, and a person is not required to 

respond to, nor shall a person be subject 

to penalty for failure to comply with a 

collection of information subject to the 

requirements of the Paperwork 

Reduction Act unless that collection of 

information displays a current valid 

OMB control number. The control 

number for the collection of information 

required by this AD is 2120–0056. The 

paperwork cost associated with this AD 

has been detailed in the Costs of 

Compliance section of this document 

and includes time for reviewing 

instructions, as well as completing and 

reviewing the collection of information. 

Therefore, all reporting associated with 

this AD is mandatory. Comments 

concerning the accuracy of this burden 

and suggestions for reducing the burden 

should be directed to the FAA at 800 

Independence Ave. SW., Washington, 

DC 20591. ATTN: Information 

Collection Clearance Officer, AES–200. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this AD will 

not have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Is not a ‘‘significant rule’’ under 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, 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) 

2010–17–18 R1, Amendment 39–16552 

(75 FR 82219, December 30, 2010), and 

adding the following new AD: 

2014–16–17 Air Tractor, Inc.: Amendment 

39–17941; Docket No. FAA–2014–0077; 

Directorate Identifier 2013–CE–021–AD. 

(a) Effective Date 

This AD is effective September 29, 2014. 

(b) Affected ADs 

This AD supersedes AD 2010–17–18 R1, 

Amendment 39–16552 (75 FR 82219, 

December 30, 2010, (‘‘AD 2010–17–18 R1’’)). 

(c) Applicability 

This AD applies to Air Tractor, Inc. Models 

AT–802 and AT–802A airplanes, all serial 

numbers, that are certificated in any category. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 57: Wings. 

(e) Unsafe Condition 

This AD was prompted by our 

determination that there is a need to establish 

a safe life for the wing main spar lower caps 

on all airplanes regardless of configuration or 

operational use. 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. 

(f) Compliance 

Comply with this AD within the 

compliance times specified in paragraphs (g) 

through (l) of this AD, including all 

subparagraphs, unless already done 

(compliance with AD 2010–17–18 R1). 

(g) Actions for Airplanes Serial Numbers 

(SNs)–0001 Through–0091 

(1) Eddy current inspect the center splice 

joint outboard two fastener holes in both the 

left and right wing main spar lower caps for 

cracks at the compliance times specified in 

paragraphs (g)(1)(i) or (g)(1)(ii) of this AD. Do 

the inspections 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. 

(i) For airplanes previously affected by AD 

2010–17–18 R1: Initially inspect upon 

reaching 1,700 hours time-in-service (TIS) or 

within the next 50 hours TIS after April 21, 

2006 (the effective date retained from AD 

2006–08–09, Amendment 39–14565 (71 FR 

19994, April 19, 2006; corrected 71 FR 

27794, May 12, 2006)), whichever occurs 

later. Repetitively thereafter inspect at 

intervals not to exceed 800 hours TIS unless 

you installed the center splice plate and 

extended 8-bolt splice blocks before 

September 9, 2010 (the effective date retained 

from AD 2010–17–18, Amendment 39–16412 

(75 FR 52255, August 25, 2010), ‘‘AD 2010– 

17–18’’), then repetitively inspect following 

the compliance times in paragraphs (g)(5)(i) 

through (g)(5)(iii) of this AD. 

(ii) For airplanes not previously affected by 

AD 2010–17–18 R1: Initially inspect upon 

reaching 1,700 hours TIS or within the next 

50 hours TIS after September 29, 2014 (the 

effective date of this AD), whichever occurs 

later. Repetitively thereafter inspect at 

intervals not to exceed 800 hours TIS unless 

you installed the center splice plate and 

extended 8-bolt splice blocks before 

September 29, 2014 (the effective date of this 

AD), then repetitively inspect following the 

compliance times in paragraphs (g)(6)(i) 

through (g)(6)(iii) of this AD. 

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

inspection required in paragraph (g)(1) of this 

AD, before further flight after the inspection 

where a crack was found, do the actions 

specified in paragraphs (g)(2)(i) or (g)(2)(ii) of 

this AD. If you repair your airplane following 

paragraph (g)(2)(i) of this AD before the 

airplane reaches a total of 3,200 hours TIS, 

you must do the eddy current inspections 

following the compliance times in 

paragraphs (g)(5) and (g)(6) of this AD, as 

applicable. If you repair your airplane 

following paragraph (g)(2)(i) of this AD at 

3,200 hours TIS or after, this repair 

terminates the repetitive inspections required 

in this AD. 

(i) For cracks that can be removed by 

repair, install center splice plate, P/N 20997– 

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

20985–1/–2, cold-work the lower spar cap 

fastener holes, and eddy current inspect the 

center splice joint outboard two fastener 

holes in both the left and right wing main 

spar lower caps for cracks. 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. Incorporating this repair 

modification extends the safe life of the wing 

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

TIS. Do the repair following Snow 

Engineering Co. Service Letter #284, dated 

October 4, 2009; Snow Engineering Co. 


emcdonald on DSK67QTVN1PROD with RULES
Federal Register / Vol. 79, No. 164 / Monday, August 25, 2014 / Rules and Regulations 50545 

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. 

(ii) For cracks that cannot be repaired by 

incorporating the repair modification 

specified in paragraph (g)(2)(i) of this AD, 

replace the lower spar caps and associated 

parts listed following 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 at whichever of the compliance 

times specified in paragraphs (g)(3)(i), 

(g)(3)(ii), or (g)(3)(iii) of this AD that occurs 

first. If the wing main spar lower cap was 

replaced with P/N 21118–1/–2, the new spar 

safe life is 11,700 hours TIS. If the wing main 

spar lower cap is replaced with P/N 21083– 

1/–2 before September 9, 2010 (the effective 

date retained from AD 2010–17–18), the safe 

life for that P/N spar cap is 8,000 hours TIS 

until the wing main spar lower cap is 

replaced with P/N 21118–1/–2. This 

replacement terminates the inspections 

required in this AD. Do the replacement 

following Snow Engineering Co. Service 

Letter #284, dated October 4, 2009; Snow 

Engineering Co. Service Letter #80GG, 

revised December 21, 2005; and Snow 

Engineering Co. Drawing Number 20975, 

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

(i) For all airplanes: Before further flight 

when cracks are found that cannot be 

repaired by incorporating the repair 

modification specified in paragraph (g)(2)(i) 

of this AD. 

(ii) For airplanes previously affected by AD 

2010–17–18 R1: 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 retained from AD 2010– 

17–18), whichever occurs later. 

(iii) For airplanes not previously affected 

by AD 2010–17–18 R1: 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 

29, 2014 (the effective date of this AD), 

whichever occurs later. 

(4) To extend the initial 4,100-hour TIS 

safe life of the wing main spar lower cap to 

a total of 8,000 hours TIS, you may 

incorporate the repair modification specified 

in paragraph (g)(2)(i) of this AD between 

3,200 hours TIS and 4,100 hours TIS. This 

modification terminates the repetitive 

inspections required in paragraphs (g)(1)(i) 

and (g)(1)(ii) of this AD, unless you do the 

modification before the airplane reaches a 

total of 3,200 hours TIS to repair cracks. 

(5) For airplanes previously affected by AD 

2010–17–18 R1: If you modified your 

airplane to repair cracks before the airplane 

reached a total of 3,200 hours TIS, as 

required in paragraph (g)(2)(i) of this AD, or 

you previously modified your wing to extend 

the safe life but did not cold work the lower 

spar cap fastener holes, you must do the eddy 

current inspections required in paragraph 

(g)(1) of this AD following the compliance 

times specified in paragraphs (g)(5)(i) 

through (g)(5)(iii) of this AD, as applicable. 

(i) If the airplane 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, 

you may cold work the fastener holes at any 

time to terminate the repetitive inspection 

requirements of this paragraph. Initially 

inspect 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 retained from AD 

2010–17–18), whichever occurs later. 

Repetitively thereafter inspect at intervals not 

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

hours TIS spar replacement time. 

(ii) If the airplane already had the center 

splice plate and extended 8-bolt splice blocks 

already installed before reaching 3,200 hours 

TIS but the fastener holes have not been cold 

worked, initially inspect 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 

retained from AD 2010–17–18), whichever 

occurs later. Repetitively thereafter inspect at 

intervals not to exceed 1,200 hours TIS. 

Upon reaching 4,800 hours TIS after the 

modification, repetitively thereafter inspect 

at intervals not to exceed 600 hours TIS until 

the 8,000 hours TIS spar replacement time. 

(iii) If the airplane had the center splice 

plate and extended 8-bolt splice blocks 

installed before reaching 3,200 hours TIS and 

the fastener holes have been cold worked, 

initially inspect 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 retained from AD 

2010–17–18), whichever occurs later. 

Repetitively thereafter inspect at intervals not 

to exceed 600 hours TIS until the 8,000 hours 

TIS spar replacement time. 

(6) For airplanes not previously affected by 

AD 2010–17–18 R1: If you modified your 

airplane to repair cracks before the airplane 

reached a total of 3,200 hours TIS, as 

required in paragraph (g)(2)(i) of this AD, or 

you previously modified your wing to extend 

the safe life but did not cold work the lower 

spar cap fastener holes, and your, you must 

do the eddy current inspections required in 

paragraph (g)(1) of this AD following the 

compliance times specified in paragraphs 

(g)(6)(i) through (g)(6)(iii) of this AD, as 

applicable. 

(i) If the airplane 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, 

you may cold work the fastener holes at any 

time to terminate the repetitive inspection 

requirements of this paragraph. Initially 

inspect when the airplane reaches a total of 

2,400 hours TIS after the modification or 

within the next 50 hours TIS after September 

29, 2014 (the effective date of this AD), 

whichever occurs later. Repetitively 

thereafter inspect at intervals not to exceed 

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

spar replacement time. 

(ii) If the airplane had the center splice 

plate and extended 8-bolt splice blocks 

already installed before reaching 3,200 hours 

TIS but the fastener holes have not been cold 

worked, initially inspect when the airplane 

reaches a total of 2,400 hours TIS after the 

modification or within the next 50 hours TIS 

after September 29, 2014 (the effective date 

of this AD), whichever occurs later. 

Repetitively thereafter inspect at intervals not 

to exceed 1,200 hours TIS. Upon reaching 

4,800 hours TIS after the modification, 

repetitively thereafter inspect at intervals not 

to exceed 600 hours TIS until the 8,000 hours 

TIS spar replacement time. 

(iii) If the airplane had the center splice 

plate and extended 8-bolt splice blocks 

installed before reaching 3,200 hours TIS and 

the fastener holes have been cold worked, 

initially inspect when the airplane reaches a 

total of 4,800 hours TIS after the modification 

or within the next 50 hours TIS after 

September 29, 2014 (the effective date of this 

AD), whichever occurs later. Repetitively 

thereafter inspect at intervals not to exceed 

600 hours TIS until the 8,000 hours TIS spar 

replacement time. 

(7) If you find any cracks during any 

inspection required by paragraphs (g)(5) and 

(g)(6) of this AD, before further flight, replace 

the lower spar caps and the associated parts 

following the procedures identified in 

paragraph (g)(3) of this AD. 

(h) Actions for Airplanes SNs–0092 Through 

–0101 

(1) Eddy current inspect the center splice 

joint outboard two fastener holes in both the 

left and right wing main spar lower caps for 

cracks at the compliance times specified in 

paragraphs (h)(1)(i) or (h)(1)(ii) of this AD. Do 

the inspections following 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. 

(i) For airplanes previously affected by AD 

2010–17–18 R1: Initially inspect upon 

reaching 1,700 hours TIS or within the next 

50 hours TIS after September 9, 2010 (the 

effective date retained from AD 2010–17–18), 

whichever occurs later. Repetitively 

thereafter inspect at intervals not to exceed 

800 hours TIS unless the center splice plate, 

P/N 20994–2, is installed, then repetitively 

inspect at intervals not to exceed 2,000 hours 

TIS. 

(ii) For airplanes not previously affected by 

AD 2010–17–18 R1: Initially inspect upon 

reaching 1,700 hours TIS or within the next 

50 hours TIS after September 29, 2014 (the 

effective date of this AD), whichever occurs 

later. Repetitively thereafter inspect at 

intervals not to exceed 800 hours TIS unless 

the center splice plate, P/N 20994–2, is 

installed, then repetitively inspect at 

intervals not to exceed 2,000 hours TIS. 

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

inspection required by paragraph (h)(1) of 

this AD, before further flight after the 

inspection where a crack was found, do the 

actions specified in paragraphs (h)(2)(i) or 

(h)(2)(ii) of this AD. 

(i) For cracks that can be removed by 

repair, install the 9-bolt splice blocks, coldwork the lower spar cap fastener holes, 

install the center splice plate, P/N 20994–2, 


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if not already installed, and eddy current 

inspect the center splice joint outboard two 

fastener holes in both the left and right wing 

main spar lower caps for cracks. This eddy 

current inspection is required as part of the 

repair and is separate from the inspections 

required in paragraph (h)(1) of this AD. 

Incorporating this repair modification 

extends the safe life of the wing main spar 

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

terminates the repetitive inspections required 

in this AD. Do the repair following 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. Service Letter 

#281, dated August 1, 2009; and Snow 

Engineering Co. Drawing Number 20995, 

Sheet 3, dated November 25, 2005. 

(ii) For cracks that cannot be repaired by 

incorporating the repair modification 

specified in paragraph (h)(2)(i) of this AD, 

replace the lower spar caps and associated 

parts listed following paragraph (h)(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 at whichever of the compliance 

times specified in paragraphs (h)(3)(i), 

(h)(3)(ii), or (h)(3)(iii) of this AD that occurs 

first. If the wing main spar lower cap is 

replaced with P/N 21118–1/–2, the new spar 

safe life is 11,700 hours TIS. If the wing main 

spar lower cap was replaced with P/N 

21083–1/–2 before September 9, 2010 (the 

effective date retained from AD 2010–17–18), 

the safe life for that P/N spar cap is 8,000 

hours TIS until the wing main spar lower cap 

is replaced with P/N 21118–1/–2. This 

replacement terminates the inspections 

required in this AD. Do the replacement 

following Snow Engineering Co. Service 

Letter #284, dated October 4, 2009; Snow 

Engineering Co. Service Letter #80GG, 

revised December 21, 2005; and Snow 

Engineering Co. Drawing Number 20975, 

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

(i) For all airplanes: Before further flight 

when cracks are found that cannot be 

repaired by incorporating the modification 

specified in paragraph (h)(2)(i) of this AD. 

(ii) For airplanes previously affected by AD 

2010–17–18 R1: 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 retained from AD 2010– 

17–18), whichever occurs later. 

(iii) For airplanes not previously affected 

by AD 2010–17–18 R1: 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 

29, 2014 (the effective date of this AD), 

whichever occurs later. 

(4) To extend the initial 4,100-hour TIS 

safe life of the wing main spar lower cap to 

a total of 8,000 hours TIS, before the airplane 

reaches a total of 4,100 hours TIS, as long as 

no cracks are found during any inspection 

required in paragraph (h)(1) of this AD, 

install center splice plate, P/N 20994–2, if 

not already installed as part of a repair, coldwork the lower spar cap fastener holes, and 

eddy current inspect the center splice joint 

outboard two fastener holes in both the left 

and right wing main spar lower caps for 

cracks. This eddy current inspection is 

required as part of the modification and is 

separate from the inspections required in 

paragraph (h)(1) of this AD. After installing 

P/N 20994–2, eddy current inspect the center 

splice joint outboard two fastener holes in 

both the left and right wing main spar lower 

caps for cracks repetitively at intervals not to 

exceed 2,000 hours TIS following the 

procedures specified in paragraph (h)(1) of 

this AD. Do the modification following 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. 

(i) For airplanes previously affected by AD 

2010–17–18 R1: As of September 9, 2010 (the 

effective date retained from AD 2010–17–18), 

if you have already exceeded the 4,100-hour 

TIS threshold for extending the safe life to 

8,000 hours TIS, you may be eligible for an 

alternative method of compliance following 

paragraph (o) in this AD. 

(ii) For airplanes not previously affected by 

AD 2010–17–18 R1: As of September 29, 2014 

(the effective date of this AD), if you have 

already exceeded the 4,100-hour TIS 

threshold for extending the safe life to 8,000 

hours TIS, you may be eligible for an 

alternative method of compliance following 

paragraph (o) in this AD. 

(5) If any cracks are found as a result of the 

eddy current inspection required by 

paragraph (h)(4) of this AD, do the actions 

specified in paragraphs (h)(5)(i) or (h)(5)(ii) of 

this AD. 

(i) For cracks that can be removed by 

repair, install the 9-bolt splice blocks, coldwork the lower spar cap fastener holes, and 

eddy current inspect the center splice joint 

outboard two fastener holes in both the left 

and right wing main spar lower caps for 

cracks. This eddy current inspection is 

required as part of the modification and is 

separate from the inspections required in 

paragraph (h)(1) of this AD. Incorporating 

this repair modification terminates the 

repetitive inspections required in paragraph 

(h)(4) of this AD. Do the repair following 

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. 

(ii) For cracks that cannot be repaired by 

incorporating the repair modification 

specified in paragraph (h)(5)(i) of this AD, 

replace the lower spar caps and associated 

parts listed following paragraph (h)(3) of this 

AD. 

(i) Actions for Airplanes SNs–0102 through 

–0178 

(1) For airplanes previously affected by AD 

2010–17–18 R1: Eddy current inspect the 

center splice joint outboard two fastener 

holes in both the left and right wing main 

spar lower caps for cracks at the compliance 

times specified in paragraphs (i)(1)(i) and 

(i)(1)(ii) of this AD, as applicable. Do the 

inspections 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; Snow Engineering Co. Service Letter 

#245 dated April 25, 2005; Snow Engineering 

Co. Service Letter #284, dated October 4, 

2009. 

(i) If the center splice joint outboard two 

fastener holes in both the left and right wing 

main spar lower caps have not been cold 

worked, initially inspect when the airplane 

reaches a total of 5,500 hours TIS or within 

the next 50 hours TIS after September 9, 2010 

(the effective date retained from AD 2010– 

17–18), whichever occurs later. Repetitively 

thereafter inspect at intervals not to exceed 

1,100 hours TIS until the 8,000 hours TIS 

spar replacement time. 

(ii) If the center splice joint outboard two 

fastener holes in both the left and right wing 

main spar lower caps have been cold worked, 

initially inspect when the airplane reaches a 

total of 5,500 hours TIS or within the next 

50 hours TIS after September 9, 2010 (the 

effective date retained from AD 2010–17–18), 

whichever occurs later. Repetitively 

thereafter inspect at intervals not to exceed 

2,200 hours TIS until the 8,000 hours TIS 

spar replacement time. 

(2) For airplanes not previously affected by 

AD 2010–17–18 R1: Eddy current inspect the 

center splice joint outboard two fastener 

holes in both the left and right wing main 

spar lower caps for cracks at the compliance 

times specified in paragraphs (i)(2)(i) and 

(i)(2)(ii) of this AD, as applicable. Do the 

inspections 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; Snow Engineering Co. Service Letter 

#245 dated April 25, 2005; Snow Engineering 

Co. Service Letter #284, dated October 4, 

2009. 

(i) If the center splice joint outboard two 

fastener holes in both the left and right wing 

main spar lower caps have not been cold 

worked, initially inspect when the airplane 

reaches a total of 5,500 hours TIS or within 

the next 50 hours TIS after September 29, 

2014 (the effective date of this AD), 

whichever occurs later. Repetitively 

thereafter inspect at intervals not to exceed 

1,100 hours TIS until the 8,000 hours TIS 

spar replacement time. 

(ii) If the center splice joint outboard two 

fastener holes in both the left and right wing 

main spar lower caps have been cold worked 

initially inspect when the airplane reaches a 

total of 5,500 hours TIS or within the next 

50 hours TIS after September 29, 2014 (the 

effective date of this AD), whichever occurs 

later. Repetitively thereafter inspect at 

intervals not to exceed 2,200 hours TIS until 

the 8,000 hours TIS spar replacement time. 

(3) If no cracks are found during the initial 

inspections required in paragraphs (i)(1)(i) 


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Federal Register / Vol. 79, No. 164 / Monday, August 25, 2014 / Rules and Regulations 50547 

and (i)(2)(i) of this AD, to use the longer 

repetitive inspection intervals specified in 

paragraphs (i)(1)(ii) and (i)(2)(ii) of this AD, 

as applicable, you may do the optional coldworking of the lower spar cap fastener holes 

following Snow Engineering Co. Service 

Letter #245, dated April 25, 2005. 

(4) If any cracks are found during any 

inspection required in paragraphs (i)(1) and 

(i)(2) of this AD, before further flight after the 

inspection where a crack is found, do the 

actions specified in paragraphs (i)(4)(i) or 

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

(i) For cracks that can be removed by 

repair, install the 9-bolt splice blocks, coldwork the lower spar cap fastener holes, and 

eddy current inspect the center splice joint 

outboard two fastener holes in both the left 

and right wing main spar lower caps for 

cracks. This eddy current inspection is 

required as part of the repair modification 

and is separate from the inspections required 

in paragraphs (i)(1) and (i)(2) of this AD. This 

modification terminates the repetitive 

inspections required in this AD. Do the repair 

following Snow Engineering Co. Service 

Letter #281, dated August 1, 2009; and Snow 

Engineering Co. Drawing Number 20995, 

Sheet 3, dated November 25, 2005. 

(ii) For cracks that cannot be repaired by 

doing the actions specified in paragraph 

(i)(4)(i) of this AD, replace the lower spar 

caps and associated parts listed following 

paragraph (i)(5) of this AD, including all 

subparagraphs. 

(5) 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 at whichever of the compliance 

times specified in paragraphs (i)(5)(i), 

(i)(5)(ii), or (i)(5)(iii) of this AD that occurs 

first. This replacement terminates the 

inspections required in this AD, including all 

subparagraphs. After this replacement the 

new spar safe life is 11,700 hours TIS. Do the 

replacement following 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. 

(i) For all airplanes: Before further flight 

when cracks are found that cannot be 

repaired by doing the actions specified in 

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

(ii) For airplanes previously affected by AD 

2010–17–18 R1: 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 retained from AD 2010– 

17–18), whichever occurs later. 

(iii) For airplanes not previously affected 

by AD 2010–17–18 R1: 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 

29, 2014 (the effective date of this AD), 

whichever occurs later. 

(j) Actions for Airplanes SNs–0179 Through 

–0269 

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 at the compliance times specified in 

paragraphs (j)(1) or (j)(2) of this AD. Do the 

replacement following Snow Engineering Co. 

Service Letter #284, dated October 4, 2009; 

Snow Engineering Co. Service Letter #80GG, 

revised December 21, 2005; and Snow 

Engineering Co. Drawing Number 20975, 

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

this replacement the new spar safe life is 

11,700 hours TIS. 

(1) For airplanes previously affected by AD 

2010–17–18 R1: Unless already done 

(compliance with AD 2010–17–18 R1), by the 

8,000-hour TIS safe life, or within the next 

50 hours TIS after September 9, 2010 (the 

effective date retained from AD 2010–17–18), 

whichever occurs later. 

(2) For airplanes not previously affected by 

AD 2010–17–18 R1: Unless already done, by 

the 8,000-hour TIS safe life, or within the 

next 50 hours TIS after September 29, 2014 

(the effective date of this AD), whichever 

occurs later. 

(k) Actions for Airplanes S/Ns–0270 and 

Subsequent Not Affected by AD 2010–17–18 

R1 

(1) As of September 29, 2014 (the effective 

date of this AD), this action establishes the 

safe life for the wing main spar to be 11,700 

hours TIS. 

(2) Upon reaching the 11,700-hour TIS safe 

life or within the next 50 hours TIS after 

September 29, 2014 (the effective date of this 

AD), whichever occurs later, 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. After this 

replacement the subsequent new spar safe 

life is 11,700 hours TIS. Do the replacement 

following Snow Engineering Co. Service 

Letter #284, dated October 4, 2009; Snow 

Engineering Co. Service Letter #80GG, 

revised December 21, 2005; and Snow 

Engineering Co. Drawing Number 20975, 

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

(l) Reporting Requirement for All Airplanes 

Report any crack from any inspection 

required in paragraphs (g) through (i) of this 

AD within 30 days after any crack is found 

using the form in Figure 1 of this AD. Send 

your report to Andrew McAnaul, Aerospace 

Engineer, ASW–150 (c/o San Antonio MIDO), 

10100 Reunion Place, Suite 650, San 

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

3365; fax: (210) 308–3370. 

BILLING CODE 4910–13–P 


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50548 Federal Register / Vol. 79, No. 164 / Monday, August 25, 2014 / Rules and Regulations 

BILLING CODE 4910–13–C 

(m) Special Flight Permit 

Special flight permits are permitted in 

accordance with 14 CFR 39.23 provided the 

following limitations are adhered to: 

(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. 

(n) Paperwork Reduction Act Burden 

Statement 

A federal agency may not conduct or 

sponsor, and a person is not required to 

respond to, nor shall a person be subject to 

a penalty for failure to comply with a 

collection of information subject to the 


emcdonald on DSK67QTVN1PROD with RULESER25AU14.003</GPH>

AD 2014-16-17 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: 

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

Previous Inspection/Repair History 

9. Has the lower spar cap been inspected If yes, an inspection has occurred: 

(eddy-current, dye penetrant, magnetic particle, or Date: ultrasound) before? 

DYes DNo Inspection Method: 

Lower Spar Cap TIS: 

Cracks found? DYes DNo 

10. Has there been any major repair or alteration If yes, specify (Description and hours TIS): 

performed to the spar cap? 

DYes DNo 

Inspection for AD 2014-16-17 

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

Inspection Results: D Left Hand D Right Hand 

llb. Crack Length: llc. Does drilling hole to next larger size remove 

Location: all traces of the crack(s)? 

DYes DNo 

12d. Corrective Action Taken: 

Send report (only if a cracks is found as a result any inspection required by AD 20 14-16-17) to: 

Andrew McAnaul, Aerospace Engineer, ASW-150 (c/o San Antonio MIDO), 10100 Reunion Place, Suite 

650, San Antonio, Texas 78216; phone: (210) 308-3365; fax: (210) 308-3370 

Figure 1 to Paragraph (I) of This AD 
Federal Register / Vol. 79, No. 164 / Monday, August 25, 2014 / Rules and Regulations 50549 

requirements of the Paperwork Reduction 

Act unless that collection of information 

displays a current valid OMB Control 

Number. The OMB Control Number for this 

information collection is 2120–0056. Public 

reporting for this collection of information is 

estimated to be approximately 5 minutes per 

response, including the time for reviewing 

instructions, completing and reviewing the 

collection of information. All responses to 

this collection of information are mandatory. 

Comments concerning the accuracy of this 

burden and suggestions for reducing the 

burden should be directed to the FAA at: 800 

Independence Ave. SW., Washington, DC 

20591, Attn: Information Collection 

Clearance Officer, AES–200. 

(o) Alternative Methods of Compliance 

(AMOCs) 

(1) 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. 

In accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in 

paragraph (p) of this AD. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/

certificate holding district office. 

(3) AMOCs approved for AD 2010–17–18 

R1 are approved as AMOCs for this AD. 

(p) Related Information 

For more information about this AD, 

contact Andrew McAnaul, Aerospace 

Engineer, ASW–150 (c/o San Antonio MIDO), 

10100 Reunion Place, Suite 650, San 

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

3365; fax: (210) 308–3370; email: 

andrew.mcanaul@faa.gov. 

(q) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

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

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(3) The following service information was 

approved for IBR on September 9, 2010 (75 

FR 52255, August 25, 2010). 

(i) Snow Engineering Co. Service Letter 

#80GG, dated December 21, 2005. 

(ii) Snow Engineering Co. Service Letter 

#284, dated October 4, 2009. 

(iii) Snow Engineering Co. Service Letter 

#281, dated August 1, 2009. 

(iv) Snow Engineering Co. Service Letter 

#245, dated April 25, 2005. 

(v) Snow Engineering Co. Drawing Number 

20995, Sheet 2, Rev. D., dated November 25, 

2005. 

(vi) Snow Engineering Co. Drawing 

Number 20995, Sheet 3, dated November 25, 

2005. 

(vii) Snow Engineering Co. Drawing 

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

January 7, 2009 

(4) The following service information was 

approved for IBR on April 21, 2006 (71 FR 

19994, April 19, 2006). 

(i) 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. 

(ii) Snow Engineering Co. Service Letter 

#240, dated September 30, 2004. 

(5) For Air Tractor, Inc. 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; email: airmail@airtractor.com; Internet: 

www.airtractor.com. 

(6) You may view this service information 

at FAA, Small Airplane Directorate, 901 

Locust, Kansas City, Missouri 64106. For 

information on the availability of this 

material at the FAA, call 816–329–4148. 

(7) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http:// 

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Kansas City, Missouri, on August 

7, 2014. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2014–20098 Filed 8–22–14; 8:45 am] 

BILLING CODE 4910–13–C 

DEPARTMENT OF HEALTH AND 

HUMAN SERVICES 

Food and Drug Administration 

21 CFR Part 862 

[Docket No. FDA–2014–N–1112] 

Medical Devices; Clinical Chemistry 

and Clinical Toxicology Devices; 

Classification of Hemoglobin A1c Test 

System 

AGENCY: Food and Drug Administration, 

HHS. 

ACTION: Final order. 

SUMMARY: The Food and Drug 

Administration (FDA) is classifying 

hemoglobin A1c test system into class II 

(special controls). The special controls 

that will apply to this device are 

identified in this order and will be part 

of the codified language for the 

hemoglobin A1c test system 

classification. The Agency is classifying 

the device into class II (special controls) 

in order to provide a reasonable 

assurance of safety and effectiveness of 

the device. 

DATES: This order is effective September 

24, 2014. The classification was 

applicable May 23, 2013. 

FOR FURTHER INFORMATION CONTACT: 

Meshaun Payne, Center for Devices and 

Radiological Health, Food and Drug 

Administration, 10903 New Hampshire 

Ave., Bldg. 66, Rm. 5650, Silver Spring, 

MD 20993–0002, 301–796–6668. 

SUPPLEMENTARY INFORMATION: 

I. Background 

In accordance with section 513(f)(1) of 

the Federal Food, Drug, and Cosmetic 

Act (the FD&C Act) (21 U.S.C. 

360c(f)(1)), devices that were not in 

commercial distribution before May 28, 

1976 (the date of enactment of the 

Medical Device Amendments of 1976), 

generally referred to as postamendments 

devices, are classified automatically by 

statute into class III without any FDA 

rulemaking process. These devices 

remain in class III and require 

premarket approval, unless and until 

the device is classified or reclassified 

into class I or II, or FDA issues an order 

finding the device to be substantially 

equivalent, in accordance with section 

513(i) of the FD&C Act, to a predicate 

device that does not require premarket 

approval. The Agency determines 

whether new devices are substantially 

equivalent to predicate devices by 

means of premarket notification 

procedures in section 510(k) of the 

FD&C Act (21 U.S.C. 360(k)) and part 

807 (21 CFR part 807) of the regulations. 

Section 513(f)(2) of the FD&C Act, as 

amended by section 607 of the Food and 

Drug Administration Safety and 

Innovation Act (Public Law 112–144), 

provides two procedures by which a 

person may request FDA to classify a 

device under the criteria set forth in 

section 513(a)(1). Under the first 

procedure, the person submits a 

premarket notification under section 

510(k) of the FD&C Act for a device that 

has not previously been classified and, 

within 30 days of receiving an order 

classifying the device into class III 

under section 513(f)(1) of the FD&C Act, 

the person requests a classification 

under section 513(f)(2). Under the 

second procedure, rather than first 

submitting a premarket notification 

under section 510(k) of the FD&C Act 

and then a request for classification 

under the first procedure, the person 

determines that there is no legally 

marketed device upon which to base a 

determination of substantial 

equivalence and requests a classification 

under section 513(f)(2) of the FD&C Act. 

If the person submits a request to 

classify the device under this second 

procedure, FDA may decline to 

undertake the classification request if 

FDA identifies a legally marketed device 

that could provide a reasonable basis for 


emcdonald on DSK67QTVN1PROD with RULES