Federal Register / Vol. 75, No. 120 / Wednesday, June 23, 2010 / Rules and Regulations 35613 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, 3855 Lakewood Boulevard, MC 

D800–0019, Long Beach, California 90846– 

0001; telephone 206–544–5000, extension 2; 

fax 206–766–5683; e-mail 

dse.boecom@boeing.com; Internet https:// 

www.myboeingfleet.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on June 10, 

2010. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–14982 Filed 6–22–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0995; Directorate 

Identifier 2009–NM–123–AD; Amendment 

39–16336; AD 2010–13–05] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Model CL–600–2C10 (Regional Jet 

Series 700 & 701) Airplanes, Model CL– 

600–2D15 (Regional Jet Series 705) 

Airplanes, and Model CL–600–2D24 

(Regional Jet Series 900) 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 

product. The MCAI describes the unsafe 

condition as: 

Investigation into a landing gear retraction 

problem on a production test flight revealed 

that, during aircraft pressurization and 

depressurization cycles, the pressure floor in 

the main landing gear bay deflects to a small 

extent. This causes relative misalignment 

between the [alternate-extension system] AES 

bypass valve, the downlock assist valve and 

the summing lever which, in turn, can result 

in damage to and potential failure of the 

respective clevis attached to one or both of 

the valves. Such a clevis failure could remain 

dormant and, in the subsequent event that 

use of the AES was required, full landing 

gear extension may not be achievable. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective June 

23, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of July 28, 2010. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at the 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue SE., 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: 

Cesar Gomez, Aerospace Engineer, 

Airframe and Mechanical Systems 

Branch, ANE–171, FAA, New York 

Aircraft Certification Office, 1600 

Stewart Avenue, Suite 410, Westbury, 

New York 11590; telephone (516) 228– 

7318; fax (516) 794–5531. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM was published in the Federal 

Register on October 28, 2009 (74 FR 

55493). That NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

Investigation into a landing gear retraction 

problem on a production test flight revealed 

that, during aircraft pressurization and 

depressurization cycles, the pressure floor in 

the main landing gear bay deflects to a small 

extent. This causes relative misalignment 

between the [alternate-extension system] AES 

bypass valve, the downlock assist valve and 

the summing lever which, in turn, can result 

in damage to and potential failure of the 

respective clevis attached to one or both of 

the valves. Such a clevis failure could remain 

dormant and, in the subsequent event that 

use of the AES was required, full landing 

gear extension may not be achievable. 

This directive gives instructions to replace 

the clevis, with a new part, for both the 

bypass and the downlock assist valves. It also 

gives instructions to install new support 

brackets for both valves, in order to increase 

the stiffness of the installations and thus 

prevent future relative misalignment and 

potential clevis failure. 

You may obtain further information 

by examining the MCAI in the AD 

docket. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received. 

Support for the NPRM 

The Air Line Pilots Association, 

International (ALPA), supports the 

NPRM. 

Request To Allow Repetitive Clevis 

Replacements in Lieu of Support 

Bracket Replacement 

Comair, Inc., requests that we revise 

the NPRM to allow repetitive 

replacement of the bypass valve clevis 

and downlock assist valve clevis at 

6,000-flight-cycle intervals, until the 

new support brackets have been 

installed instead of requiring 

installation of the support brackets at 

the compliance times specified in 

paragraph (f)(3) of this AD. Comair, Inc., 

explains that Bombardier Alert Service 

Bulletin A670BA–32–022, dated 

November 8, 2007, established an initial 

replacement of the clevises along with 

a repetitive replacement every 6,000 

flight cycles. But with the introduction 

of Part C of Bombardier Alert Service 

Bulletin A670BA–32–022, Revision A, 

dated May 1, 2009, Comair, Inc., asserts 

that the repetitive interval was removed. 

Comair, Inc., states that it initiated the 

compliance with Parts A and B of 

Bombardier Alert Service Bulletin 

A670BA–32–022, dated November 8, 

2007, in early 2008. Since the initial 

compliance time, Comair, Inc., states 

that nearly 2,900 flight cycles have 

passed and reasons that by the time the 

NPRM becomes a final rule, 500 or more 

flight cycles might pass. Comair, Inc., 

also explains that because of the 

proposed compliance times specified in 

paragraphs (f)(3)(ii) and (f)(3)(iii) of the 

NPRM, the installation of the new 

support brackets will be required within 

approximately 2,600 flight cycles (6,000 

flight cycles minus 3,400 cycles). 

Comair, Inc., asserts that limiting 

installation of the new support brackets 

to 2,600 flight cycles instead of 4,500 

flight cycles, as proposed by paragraph 

(f)(3)(i) of the NPRM, penalizes those 

operators who have taken early action to 

comply with Bombardier Alert Service 

Bulletin A670BA–32–022. To 

compensate for the loss of flight cycles, 

Comair, Inc., suggests that we revise 

paragraphs (f)(1) and (f)(2) of the NPRM 

to state: ‘‘* * * Replacement of the 

clevises each 6,000 flight cycles from 

the initial replacement, in order to 


jlentini on DSKJ8SOYB1PROD with RULES
35614 Federal Register / Vol. 75, No. 120 / Wednesday, June 23, 2010 / Rules and Regulations 

extend the compliance schedule in 

paragraph (f)(3) is acceptable.’’ 

We do not agree to allow repetitive 

replacements of the bypass valve clevis 

and downlock assist valve clevis until 

the new support bracket is installed. 

Comair, Inc., noted that the compliance 

time in paragraph (f)(3)(i) of the NPRM 

is 4,500 flight cycles; however, the 

compliance time is 4,500 flight hours. 

Operators that do the clevis replacement 

and operators that are not required to 

replace the clevis both have to comply 

with the 4,500 flight-hour compliance 

time to install the support brackets if 

that compliance time occurs first. 

However, we recognize the concern of 

Comair, Inc., in that the compliance 

time specified in paragraphs (f)(3)(ii) 

and (f)(3)(iii) of the NPRM (within 6,000 

flight cycles after doing the clevis 

replacement or within 600 flight cycles 

after the effective date of this AD) 

penalizes those operators who have 

taken early action to comply with 

replacing the clevis in accordance with 

Bombardier Alert Service Bulletin 

A670BA–32–022, dated November 8, 

2007. Therefore, we have increased the 

grace period specified in paragraphs 

(f)(3)(ii) and (f)(3)(iii) of this AD to allow 

operators that did the clevis 

replacement before the effective date of 

this AD additional time to do the 

installation of the bracket. We have 

determined that extending the grace 

period will not adversely affect safety 

and meets the intent of the MCAI, 

Canadian Airworthiness Directive CF– 

2009–22, dated May 14, 2009. We have 

coordinated this change with Transport 

Canada Civil Aviation (TCCA). 

Under the provisions of paragraph (g) 

of the final rule, we will consider 

requests for approval of an extension of 

the compliance time for the installation 

of the new support brackets if sufficient 

data are submitted to substantiate that 

the new compliance time would provide 

an acceptable level of safety. We have 

not changed the AD in this regard. 

Explanation of Change to This AD 

We have revised this AD to identify 

the legal name of the manufacturer as 

published in the most recent type 

certificate data sheet for the affected 

airplane models. 

Conclusion 

We reviewed the available data, 

including the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the change described previously. 

We determined that this change will not 

increase the economic burden on any 

operator or increase the scope of the AD. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 

We might also have required different 

actions in this AD from those in the 

MCAI in order to follow our FAA 

policies. Any such differences are 

highlighted in a NOTE within the AD. 

Explanation of Change to Costs of 

Compliance 

Since issuance of the NPRM, we have 

increased the labor rate used in the 

Costs of Compliance from $80 per workhour to $85 per work-hour. The Costs of 

Compliance information, below, reflects 

this increase in the specified hourly 

labor rate. 

Costs of Compliance 

We estimate that this AD will affect 

203 products of U.S. registry. We also 

estimate that it will take about 12 workhours per product to comply with the 

basic requirements of this AD. The 

average labor rate is $85 per work-hour. 

Required parts will cost about $939 per 

product. Where the service information 

lists required parts costs that are 

covered under warranty, we have 

assumed that there will be no charge for 

these parts. As we do not control 

warranty coverage for affected parties, 

some parties may incur costs higher 

than estimated here. Based on these 

figures, we estimate the cost of this AD 

to U.S. operators to be $397,677, or 

$1,959 per product. 

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 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 this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); and 

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains the NPRM, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Operations office (telephone 

(800) 647–5527) is 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 adding 

the following new AD: 

2010–13–05 Bombardier, Inc.: Amendment 

39–16336. Docket No. FAA–2009–0995; 

Directorate Identifier 2009–NM–123–AD. 


jlentini on DSKJ8SOYB1PROD with RULES
Federal Register / Vol. 75, No. 120 / Wednesday, June 23, 2010 / Rules and Regulations 35615 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective July 28, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to the airplanes 

identified in paragraphs (c)(1) and (c)(2) of 

this AD, certificated in any category. 

(1) Bombardier, Inc. Model CL–600–2C10 

(Regional Jet Series 700 & 701) airplanes, 

serial numbers 10003 through 10216 

inclusive. 

(2) Bombardier, Inc. Model CL–600–2D15 

(Regional Jet Series 705) and Model CL–600– 

2D24 (Regional Jet Series 900) airplanes, 

serial numbers 15001 through 15039 

inclusive. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 32: Landing Gear. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

Investigation into a landing gear retraction 

problem on a production test flight revealed 

that, during aircraft pressurization and 

depressurization cycles, the pressure floor in 

the main landing gear bay deflects to a small 

extent. This causes relative misalignment 

between the [alternate-extension system] AES 

bypass valve, the downlock assist valve and 

the summing lever which, in turn, can result 

in damage to and potential failure of the 

respective clevis attached to one or both of 

the valves. Such a clevis failure could remain 

dormant and, in the subsequent event that 

use of the AES was required, full landing 

gear extension may not be achievable. 

This directive gives instructions to replace 

the clevis, with a new part, for both the 

bypass and the downlock assist valves. It also 

gives instructions to install new support 

brackets for both valves, in order to increase 

the stiffness of the installations and thus 

prevent future relative misalignment and 

potential clevis failure. 

Actions and Compliance 

(f) Unless already done, do the following 

actions. 

(1) For any bypass valve having part 

number (P/N) 53342–3, at the applicable time 

in paragraph (f)(1)(i), (f)(1)(ii), or (f)(1)(iii) of 

this AD, replace the existing clevis with a 

new clevis having P/N 2323H037, in 

accordance with Part A of the 

Accomplishment Instructions of Bombardier 

Alert Service Bulletin A670BA–32–022, 

Revision A, dated May 1, 2009. The 

replacement is not required if paragraph (f)(3) 

of this AD has already been done. 

(i) If the bypass valve has accumulated 

9,400 total flight cycles or fewer as of the 

effective date of this AD, replace the clevis 

before the accumulation of 10,000 total flight 

cycles on the valve. 

(ii) If the bypass valve has accumulated 

more than 9,400 total flight cycles as of the 

effective date of this AD, replace the clevis 

within 550 flight hours after the effective 

date of this AD. 

(iii) If it is not possible to determine the 

total flight cycles accumulated on the bypass 

valve, replace the clevis within 550 flight 

hours after the effective date of this AD. 

(2) For any downlock assist valve having 

P/N 53341–5, at the applicable time in 

paragraph (f)(2)(i), (f)(2)(ii), or (f)(2)(iii) of 

this AD, replace the existing clevis with a 

new clevis, having P/N 2323H037, in 

accordance with Part B of the 

Accomplishment Instructions of Bombardier 

Alert Service Bulletin A670BA–32–022, 

Revision A, dated May 1, 2009. The 

replacement is not required if paragraph (f)(3) 

of this AD has already been done. 

(i) If the valve has accumulated 9,400 total 

flight cycles or fewer as of the effective date 

of this AD, replace the clevis before the valve 

has accumulated 10,000 total flight cycles on 

the valve. 

(ii) If the valve has accumulated more than 

9,400 total flight cycles as of the effective 

date of this AD, replace the clevis within 550 

flight hours after the effective date of this AD. 

(iii) If it is not possible to determine the 

total flight cycles accumulated by the 

downlock assist valve, replace the clevis 

within 550 flight hours after the effective 

date of this AD. 

(3) At the earliest of the times in 

paragraphs (f)(3)(i), (f)(3)(ii), and (f)(3)(iii) of 

this AD, install new support brackets for the 

bypass valve and downlock assist valve, in 

accordance with Part C of the 

Accomplishment Instructions of Bombardier 

Alert Service Bulletin A670BA–32–022, 

Revision A, dated May 1, 2009. Installing the 

support brackets terminates the requirements 

of paragraphs (f)(1) and (f)(2) of this AD. 

(i) Within 4,500 flight hours after the 

effective date of this AD. 

(ii) Within 6,000 flight cycles after 

accomplishing the actions specified in 

paragraph (f)(1) of this AD, or 6,000 flight 

cycles after the effective date of this AD, 

whichever occurs later. 

(iii) Within 6,000 flight cycles after 

accomplishing the actions specified in 

paragraph (f)(2) of this AD, or 6,000 flight 

cycles after the effective date of this AD, 

whichever occurs later. 

(4) Replacing the clevises for the bypass 

valve and downlock assist valve before the 

effective date of this AD, in accordance with 

the Accomplishment Instructions of 

Bombardier Alert Service Bulletin A670BA– 

32–022, dated November 8, 2007, is 

considered acceptable for compliance with 

the corresponding actions specified in 

paragraphs (f)(1) and (f)(2) of this AD. 

FAA AD Differences 

Note 1: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(g) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, New York Aircraft 

Certification Office (ACO), ANE–170, 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: 

Program Manager, Continuing Operational 

Safety, FAA, New York ACO, 1600 Stewart 

Avenue, Suite 410, Westbury, New York 

11590; telephone 516–228–7300; fax 516– 

794–5531. Before using any approved AMOC 

on any airplane to which the AMOC applies, 

notify your principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. The AMOC approval letter must 

specifically reference this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act 

(44 U.S.C. 3501 et seq.), the Office of 

Management and Budget (OMB) has 

approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(h) Refer to MCAI Canadian Airworthiness 

Directive CF–2009–22, dated May 14, 2009; 

and Bombardier Alert Service Bulletin 

A670BA–32–022, Revision A, dated May 1, 

2009; for related information. 

Material Incorporated by Reference 

(i) You must use Bombardier Alert Service 

Bulletin A670BA–32–022, Revision A, 

including Appendix A, dated May 1, 2009, to 

do the actions required by this AD, unless the 

AD specifies otherwise. (The revision level is 

not specified on pages A1 and A2, Appendix 

A, of this document; those pages are Revision 

A, dated May 1, 2009.) 

(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 Bombardier, Inc., 400 CoˆteVertu Road West, Dorval, Que ́bec H4S 1Y9, 

Canada; telephone 514–855–5000; fax 514– 

855–7401; e-mail 

thd.crj@aero.bombardier.com; Internet http:// 

www.bombardier.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/

code_of_federal_regulations/ 

ibr_locations.html. 


jlentini on DSKJ8SOYB1PROD with RULES
35616 Federal Register / Vol. 75, No. 120 / Wednesday, June 23, 2010 / Rules and Regulations 

Issued in Renton, Washington, on June 10, 

2010. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

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

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0707; Directorate 

Identifier 2009–CE–035–AD; Amendment 

39–16339; AD 2010–13–08] 

RIN 2120–AA64 

Airworthiness Directives; Air Tractor, 

Inc. Models AT–802 and AT–802A 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) to 

supersede AD 2006–08–09, which 

applies to all Air Tractor, Inc. (Air 

Tractor) Models AT–802 and AT–802A 

airplanes. AD 2006–08–09 currently 

requires you to repetitively inspect 

(using the eddy current method) the two 

outboard fastener holes in both of the 

wing main spar lower caps at the center 

splice joint for cracks and repair or 

replace any cracked spar cap. Since we 

issued AD 2006–08–09, we have 

determined we need to clarify the serial 

numbers (SNs) of the Models AT–802 

and AT–802A airplanes affected by that 

AD. Additionally, we are adding an 

option of modifying the wing main spar 

lower caps to extend the safe life limit 

on the affected airplanes. Consequently, 

this AD would keep the actions of AD 

2006–08–09, clarify the affected SNs, 

and add a modification option to extend 

the safe life limit. We are issuing this 

AD to detect and correct cracks in the 

wing main spar lower cap at the center 

splice joint, which could result in 

failure of the spar cap and lead to wing 

separation and loss of control of the 

airplane. 

DATES: This AD becomes effective on 

July 28, 2010. 

As of April 21, 2006 (71 FR 19994, 

April 19, 2006) the Director of the 

Federal Register approved the 

incorporation by reference of Snow 

Engineering Co. Process Specification 

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

2 through 4, dated February 23, 2001; 

and page 5, dated May 3, 2002; Snow 

Engineering Co. Process Specification 

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

Snow Engineering Co. Service Letter 

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

Holes and Vent Tube Mod,’’ dated 

November 19, 2003; Snow Engineering 

Co. Service Letter #240, dated 

September 30, 2004; Snow Engineering 

Co. Drawing Number 20975, Sheet 2, 

Rev. A, dated September 1, 2004; Snow 

Engineering Co. Drawing Number 

20975, Sheet 3, dated January 6, 2005; 

and Snow Engineering Co. Drawing 

20995, Sheet 2, Rev. C, dated September 

28, 2004, listed in this AD. 

ADDRESSES: For service information 

identified in this AD, contact Air 

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

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

(940) 564–5612; E-mail: 

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

www.airtractor.com. 

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

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue, SE., Washington, 

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

www.regulations.gov. The docket 

number is FAA–2009–0707; Directorate 

Identifier 2009–CE–035–AD. 

FOR FURTHER INFORMATION CONTACT: 

Andy McAnaul, Aerospace Engineer, 

10100 Reunion Pl., Ste. 650, San 

Antonio, Texas 78216; telephone: (210) 

308–3365; fax: (210) 308–3370. 

SUPPLEMENTARY INFORMATION: 

Discussion 

On July 31, 2009, we issued a 

proposal to amend part 39 of the Federal 

Aviation Regulations (14 CFR part 39) to 

include an AD that would apply to all 

Air Tractor Models AT–802 and AT– 

802A airplanes. This proposal was 

published in the Federal Register as a 

notice of proposed rulemaking (NPRM) 

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

NPRM proposed to supersede AD 2006– 

08–09 to clarify the SNs of the Models 

AT–802 and AT–802A airplanes 

affected by that AD. Additionally, we 

proposed to add an option of modifying 

the wing main spar lower caps to extend 

the safe life limit on the affected 

airplanes. 

Comments 

We provided the public the 

opportunity to participate in developing 

this AD. We received no comments on 

the proposal or on the determination of 

the cost to the public. 

Conclusion 

We have carefully reviewed the 

available data and determined that air 

safety and the public interest require 

adopting the AD as proposed except for 

minor editorial corrections. We have 

determined that these minor 

corrections: 

• Are consistent with the intent that 

was proposed in the NPRM for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM. 

Costs of Compliance 

We estimate that this AD affects 187 

airplanes in the U.S. registry. 

We estimate the following costs to do 

the inspection: 

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

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

We estimate the following costs to do 

any necessary repairs for two spars that 

may be required based on the results of 

the inspection or the modification as an 

option. We have no way of determining 

the number of airplanes that may need 

this repair: 

Labor cost (two spars) Parts cost 

(two spars) 

Total cost 

(two spars) 

per airplane 

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


jlentini on DSKJ8SOYB1PROD with RULES