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

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

this AD to terminate the repetitive eddy 

current inspections required in paragraph 

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

(5) If you have modified your airplane 

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

3,200 hours TIS, you must do the following 

to reach the extended 8,000-hour TIS safe 

life: 

(i) If you did not cold work the outboard 

two fastener holes in both the left and right 

hand lower spar caps following paragraph 

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

eddy current inspections following paragraph 

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

hours TIS after the modification on the wing 

spar lower cap. Upon accumulation of 4,800 

hours TIS after the modification on the wing 

spar lower cap, do the repetitive eddy current 

inspections at intervals not to exceed every 

600 hours TIS until you reach the extended 

safe life of 8,000-hour TIS. 

(ii) If you did cold work the outboard two 

fastener holes in both the left and right hand 

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

this AD, upon accumulation of 4,800 hours 

TIS after the modification on the wing spar 

lower cap do the repetitive eddy current 

inspections at intervals not to exceed every 

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

TIS safe life. 

(6) For the initial and repetitive eddy 

current inspections required in paragraphs 

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

follow the instructions as specified in Snow 

Engineering Co. Process Specification #197, 

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

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

May 3, 2002. For any cracks found, follow 

the instructions for repair or replacement as 

specified in paragraph (g) of this AD. 

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

inspection required in paragraphs (e)(2), 

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

report any cracks you find within 10 days 

after the cracks are found or within 10 days 

after April 21, 2006 (the effective date of AD 

2006–08–09), whichever occurs later. 

(1) Include in your report the aircraft SN, 

aircraft hours TIS, wing spar cap hours TIS, 

crack location and size, corrective action 

taken, and a point of contact name and phone 

number. Send your report to Andy McAnaul, 

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

43), 10100 Reunion Place, Suite 650, San 

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

3365; facsimile: (210) 308–3370. 

(2) The Office of Management and Budget 

(OMB) approved the information collection 

requirements contained in this regulation 

under the provisions of the Paperwork 

Reduction Act and assigned OMB Control 

Number 2120–0056. 

Special Permit Flight 

(l) Under 14 CFR part 39.23, we are 

allowing special flight permits for the 

purpose of compliance with this AD under 

the following conditions: 

(1) Only operate in day visual flight rules 

(VFR). 

(2) Ensure that the hopper is empty. 

(3) Limit airspeed to 135 miles per hour 

(mph) indicated airspeed (IAS). 

(4) Avoid any unnecessary g-forces. 

(5) Avoid areas of turbulence. 

(6) Plan the flight to follow the most direct 

route. 

Alternative Methods of Compliance 

(AMOCs) 

(m) The Manager, Fort Worth Airplane 

Certification Office, ASW–150, FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. Send information to ATTN: Andy 

McAnaul, Aerospace Engineer, ASW–150, 

FAA San Antonio MIDO–43, 10100 Reunion 

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

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

3370. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your appropriate principal inspector 

(PI) in the FAA Flight Standards District 

Office (FSDO), or lacking a PI, your local 

FSDO. 

(n) AMOCs approved for AD 2006–08–09 

are not approved for this AD. 

Related Information 

(o) To get copies of the service information 

referenced in this AD, contact Air Tractor, 

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

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

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

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

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

Transportation, Docket Operations, M–30, 

West Building Ground Floor, Room W12– 

140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590, or on the Internet at 

http://www.regulations.gov. 

Material Incorporated by Reference 

(p) You must use Snow Engineering Co. 

Process Specification #197, page 1, revised 

June 4, 2002; pages 2 through 4, dated 

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

2002; Snow Engineering Co. Process 

Specification #204, Rev. C, dated November 

16, 2004; Snow Engineering Co. Service 

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

Inspection Holes and Vent Tube Mod,’’ dated 

November 19, 2003; Snow Engineering Co. 

Service Letter #240, dated September 30, 

2004; Snow Engineering Co. Drawing 

Number 20975, Sheet 2, Rev. A, dated 

September 1, 2004; Snow Engineering Co. 

Drawing Number 20975, Sheet 3, dated 

January 6, 2005; and Snow Engineering Co. 

Drawing 20995, Sheet 2, Rev. C, dated 

September 28, 2004, to do the actions 

required by this AD, unless the AD specifies 

otherwise. 

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

19, 2006), the Director of the Federal Register 

approved the incorporation by reference of 

Snow Engineering Co. Process Specification 

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

through 4, dated February 23, 2001; and page 

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

Process Specification #204, Rev. C, dated 

November 16, 2004; Snow Engineering Co. 

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

Inspection Holes and Vent Tube Mod,’’ dated 

November 19, 2003; Snow Engineering Co. 

Service Letter #240, dated September 30, 

2004; Snow Engineering Co. Drawing 

Number 20975, Sheet 2, Rev. A, dated 

September 1, 2004; Snow Engineering Co. 

Drawing Number 20975, Sheet 3, dated 

January 6, 2005; and Snow Engineering Co. 

Drawing 20995, Sheet 2, Rev. C, dated 

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

and 1 CFR part 51. 

(2) For service information identified in 

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

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

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

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

www.airtractor.com. 

(3) You may review copies of the service 

information incorporated by reference for 

this AD at the FAA, Central Region, Office of 

the Regional Counsel, 901 Locust, Kansas 

City, Missouri 64106. For information on the 

availability of this material at the Central 

Region, call (816) 329–3768. 

(4) You may also review copies of the 

service information incorporated by reference 

for this AD at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

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

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

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Kansas City, Missouri on June 15, 

2010. 

Sandra J. Campbell, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

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

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0122; Directorate 

Identifier 2009–CE–067–AD; Amendment 

39–16338; AD 2010–13–07] 

RIN 2120–AA64 

Airworthiness Directives; Piper 

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

PA–46–350P Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Piper Aircraft, Inc. Models PA–32R– 

301T and PA–46–350P airplanes. This 

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

a riveted, V-band exhaust coupling. This 

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

failing. We are issuing this AD to 

prevent failure of the V-band exhaust 

coupling, which could cause the 

exhaust pipe to detach from the 

turbocharger. This failure could result 

in release of high-temperature gases 

inside the engine compartment and 

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

DATES: This AD becomes effective on 

July 28, 2010. 


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35620 Federal Register / Vol. 75, No. 120 / Wednesday, June 23, 2010 / Rules and Regulations 

On July 28, 2010, the Director of the 

Federal Register approved the 

incorporation by reference of certain 

publications listed in this AD. 

ADDRESSES: To get the service 

information identified in this AD, 

contact Lycoming, 652 Oliver Street, 

Williamsport, PA 17701; telephone: 

(570) 323–6181; fax: (570) 327–7101; 

Internet: http://www.lycoming.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–2010–0122; Directorate 

Identifier; 2009–CE–067–AD. 

FOR FURTHER INFORMATION CONTACT: 

Darby Mirocha, Aerospace Engineer, 

FAA, Atlanta Aircraft Certification 

Office (ACO), 1701 Columbia Avenue, 

College Park, Georgia 30337; telephone: 

(404) 474–5573; fax: (404) 474–5606; email: darby.mirocha@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

On February 9, 2010, 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 

Piper Aircraft, Inc. Models PA–32R– 

301T and PA–46–350P airplanes. This 

proposal was published in the Federal 

Register as a notice of proposed 

rulemaking (NPRM) on February 19, 

2010 (75 FR 7407). The NPRM proposed 

to require replacing any spot-welded, Vband exhaust coupling with a riveted, 

V-band exhaust coupling. 

Comments 

We provided the public the 

opportunity to participate in developing 

this AD. We received one comment in 

support of the AD. The following 

presents the additional comments 

received on the proposal and FAA’s 

response to each comment: 

Comment Issue No. 1: Incorporate 

Additional Lycoming Service 

Instructions 

Gerald Stroum and Gerald Blank 

suggest that Lycoming Service 

Instructions 1448 and 1238B be 

incorporated into the AD because they 

contain helpful instructions and 

procedures for the proper installation of 

exhaust components. 

Mr. Stroum also suggests that adding 

a requirement to free all slip joints when 

replacing the clamp will assist in 

enabling the exhaust system to be 

installed and aligned correctly. 

The commenters state that these types 

of clamps (spot welded) have been used 

with a long history of success in the 

automotive diesel industry, and the 

issue is more readily solved by proper 

installation than by a change in clamp 

design. Their experience shows proper 

installation, torque techniques, and pretorque alignments of components go a 

long way in preventing clamp failures 

down the road. 

We agree with the commenters that 

proper installation and maintenance, 

which includes freeing the slip joint to 

ensure proper operation, plays a key 

role in the longevity and proper 

function of the exhaust system. 

The data in Lycoming Service 

Instruction 1448 contains references to 

part numbers that are not the subject of 

this AD; therefore, we have determined 

including reference to that service 

instruction would provide confusing 

and contradictory information. 

However, we agree Lycoming Service 

Instruction 1238B provides beneficial 

information about the proper assembly 

and torque procedures of V-band 

clamps. 

We will change the final rule AD 

action to incorporate by reference 

Lycoming Service Instruction 1238B. 

We will not change the final rule AD 

action to incorporate reference to 

Lycoming Service Instruction 1448. 

Comment Issue No. 2: Correct the Cost 

of Compliance 

Gerald Blank, Ed Novak, and 

Shoreline Aviation, Inc. state that the 

Cost of Compliance section in the 

proposed AD incorrectly reflects the 

number of V-band clamps installed on 

the airplanes affected by this AD. 

All three commenters suggest 

changing the Cost of Compliance section 

to accurately reflect the number of Vband clamps installed on each affected 

model airplane. 

We agree with the commenters. After 

further research, we determined that 

Model PA–32R–301T (Saratoga II TC) 

has two of the affected V–Band clamps 

installed, and Model PA–46–350P 

(Mirage) has one. We will change the 

final rule AD action to incorporate this 

change. 

Comment Issue No. 3: The AD Should 

Be Written Against the V-Band Clamp 

Instead of the Airplanes 

Ed Novak and Shoreline Aviation, 

Inc. both suggest that since identical 

clamps have failed on other airplane 

models that prompted two previous ADs 

(AD 2000–11–04 for Commander 

Aircraft Company (Commander) Model 

114TC airplanes and AD 2004–23–17 for 

Mooney Airplane Company, Inc., 

(Mooney) Model M20M airplanes), this 

AD should be written against the 

Lycoming engine/clamp combination 

restricting its use on any exhaust 

system. 

Shoreline Aviation, Inc. states the 

incident that prompted this AD would 

not have happened if the previous ADs 

had been written against the clamp and 

not the airplanes. 

Based on the specific reports the FAA 

has received to date regarding Piper 

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

PA–46–350P airplanes and with the 

subsequent issuance of Piper Service 

Bulletin 1180A, the FAA initiated this 

AD action against certain Piper 

airplanes only. 

We will continue to collect and 

analyze all available data to determine 

whether the condition exists in any 

other airplane configurations. We may 

take additional rulemaking action in the 

future to address either additional 

airplane configurations or the engine 

design depending on the FAA’s 

determination of all existing and future 

information received. 

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 

incorporating reference to Lycoming 

Service Instruction 1238B and updating 

the Cost of Compliance section to 

accurately reflect how many V-band 

clamps each model of the airplanes 

affected by this AD has installed, and 

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 596 

airplanes in the U.S. registry provided 

they have the affected V-band exhaust 

coupling installed. 

We estimate the following costs to do 

the replacement for Model PA–46–350P 

airplanes. These airplanes have one Vband clamp installed: 


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Federal Register / Vol. 75, No. 120 / Wednesday, June 23, 2010 / Rules and Regulations 35621 

Labor cost Parts cost 

Total cost 

per model 

PA–46–350P 

airplane 

2 work-hours × $85 per hour = $170 ...................................................................................................................... $714 $884 

We estimate the following costs to do 

the replacement for Model PA–32R– 

301T airplanes. These airplanes have 

two V-band clamps installed: 

Labor cost Parts cost 

Total cost 

per model PA– 

32R–301T 

airplane 

2 work-hours per V-band clamp. 2 clamps per airplane: 4 work-hours × $85 

per hour = $340.

$714 per V-band clamp. $714 × 2 = $1,428. ..... $1,768 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106 describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in subtitle VII, 

part A, subpart III, section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this AD. 

Regulatory Findings 

We have determined that this AD will 

not have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

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

DOT Regulatory Policies and Procedures 

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

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a summary of the costs 

to comply with this AD (and other 

information as included in the 

Regulatory Evaluation) and placed it in 

the AD Docket. You may get a copy of 

this summary by sending a request to us 

at the address listed under ADDRESSES. 

Include ‘‘Docket No. FAA–2010–0122; 

Directorate Identifier 2009–CE–067–AD’’ 

in your request. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the Federal Aviation Administration 

amends part 39 of the Federal Aviation 

Regulations (14 CFR part 39) as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. FAA amends § 39.13 by adding a 

new AD to read as follows: 

2010–13–07 Piper Aircraft, Inc.: 

Amendment 39–16338; Docket No. 

FAA–2010–0122; Directorate Identifier 

2009–CE–067–AD. 

Effective Date 

(a) This AD becomes effective on July 28, 

2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to the following 

airplane models and serial numbers that are 

certificated in any category: 

Model Serial numbers 

PA–32R–301T 3257001 through 3257311. 

PA–46–350P .... 4622001 through 4622200 

and 4636001 through 

4636341. 

Subject 

(d) Air Transport Association of America 

(ATA) Code 78: Engine Exhaust. 

Unsafe Condition 

This AD is the result of reports that spotwelded, V-band exhaust couplings are 

failing. We are issuing this AD to prevent 

failure of the V-band exhaust coupling, 

which could cause the exhaust pipe to detach 

from the turbocharger. This failure could 

result in release of high-temperature gases 

inside the engine compartment and possibly 

cause an in-flight fire. An in-flight fire could 

lead to loss of control. 

Compliance 

(e) To address this problem, you must do 

the following, unless already done: 


jlentini on DSKJ8SOYB1PROD with RULES
35622 Federal Register / Vol. 75, No. 120 / Wednesday, June 23, 2010 / Rules and Regulations 

Actions Compliance Procedures 

(1) Replace V-band exhaust couplings, part 

number (P/N) Lycoming 40D21162–340M or 

Eaton/Aeroquip 55677–340M with an improved design Eaton/Aeroquip P/N 

NH1009399–10 or Lycoming P/N 40D23255– 

340M.

At the next regularly scheduled maintenance 

event after July 28, 2010 (the effective date 

of this AD) or within the next 25 hours timein-service (TIS) after July 28, 2010 (the effective date of this AD), whichever occurs 

first.

Remove the spot welded V-band clamp(s) 

and discard. Then, do either of the following 

actions: 

(i) Install the new riveted clamp(s) and tighten 

to an initial torque of 40 in. lbs. Tap the Vband clamp(s) around its circumference 

with a rubber mallet to equalize band tension. Retorque the clamp(s) to 60 in. lbs. 

and again tap the clamp(s) around its circumference. Retorque the clamp(s) to a 60 

in. lbs. final torque and re-safety wire the Vband coupling(s); or 

(ii) Install the new riveted clamp(s) follow 

Lycoming Service Instruction No. 1238B, 

dated January 6, 2010, and re-safety wire 

the V-band coupling(s). 

(2) Do not install any Eaton/Aeroquip P/N 

55677–340M or Lycoming P/N 40D21162– 

340M.

As of July 28, 2010 (the effective date of this 

AD).

Not applicable. 

Alternative Methods of Compliance 

(AMOCs) 

(f) The Manager, Atlanta Aircraft 

Certification Office (ACO), 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: Darby 

Mirocha, Aerospace Engineer, FAA, Atlanta 

ACO, 1701 Columbia Avenue, College Park, 

Georgia 30337; telephone: (404) 474–5573; 

fax: (404) 474–5606. Before using any 

approved AMOC on any airplane to which 

the AMOC applies, notify your appropriate 

principal inspector (PI) in the FAA Flight 

Standards District Office (FSDO), or lacking 

a PI, your local FSDO. 

Material Incorporated by Reference 

(g) You must use Lycoming Service 

Instruction No. 1238B, dated January 6, 2010, 

or the procedures specified in paragraph 

(e)(1) of this AD 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 Lycoming, 652 Oliver Street, 

Williamsport, PA 17701; telephone: (570) 

323–6181; fax: (570) 327–7101; Internet: 

http://www.lycoming.com. 

(3) You may review copies of the service 

information incorporated by reference for 

this AD at the FAA, Central Region, Office of 

the Regional Counsel, 901 Locust, Kansas 

City, Missouri 64106. For information on the 

availability of this material at the Central 

Region, call (816) 329–3768. 

(4) You may also review copies of the 

service information incorporated by reference 

for this AD at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

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

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

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Kansas City, Missouri, on June 

14, 2010. 

Sandra J. Campbell, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–14991 Filed 6–22–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0273; Directorate 

Identifier 2009–NM–134–AD; Amendment 

39–16335; AD 2010–13–04] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc. Model DHC–8–400 Series 

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: 

Two in-service incidents have been 

reported on DHC–8 Series 400 aircraft in 

which the nose landing gear (NLG) trailing 

arm pivot pin retention bolt (part number 

NAS6204–13D) was damaged. One incident 

involved the left hand NLG tire which 

ruptured on take-off. Investigation 

determined that the retention bolt failure was 

due to repeated contact of the castellated nut 

with the towing device including both the 

towbar and the towbarless rigs. The loss of 

the retention bolt allowed the pivot pin to 

migrate from its normal position and resulted 

in contact with and rupture of the tire. The 

loss of the pivot pin could compromise 

retention of the trailing arm and could result 

in a loss of directional control due to loss of 

nose wheel steering. The loss of an NLG tire 

or the loss of directional control could 

adversely affect the aircraft during take off or 

landing. 

* * * * * 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective July 

28, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication 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: 

Richard Beckwith, 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– 

7302; 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 March 23, 2010 (75 FR 

13682). That NPRM proposed to correct 


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