Federal Register / Vol. 75, No. 118 / Monday, June 21, 2010 / Proposed Rules 34953 

certified. For purposes of this section, 

end product shall be defined as walnut 

pieces equal to or larger than eight sixtyfourths of an inch in diameter. Walnut 

meal shall be defined as walnut pieces 

smaller than eight sixty-fourths of an 

inch in diameter. 

(1) End product. End product must be 

sized, inspected and certified, and the 

size must be noted on the inspection 

certificate. The end product quality 

must be equal to or better than the 

minimum requirements of U.S. 

Commercial grade as defined in the 

United States Standards for Shelled 

Walnuts (Juglans regia). 

(2) Walnut meal. Walnut meal that is 

accumulated during the cutting or 

dicing of shelled walnuts to create end 

product must be presented with the 

smallest end product from that 

manufacturing run that is inspected and 

certified. If the end product meets the 

applicable U.S. Commercial grade 

requirements, the walnut meal 

accumulated during the manufacture of 

that end product shall be identified and 

referenced on a separate meal certificate 

as ‘‘meal derived from walnut pieces 

that meet U.S. Commercial grade 

requirements.’’ The certificate number of 

the smallest end product will be 

referenced on the meal certificate. 

(3) Failed lots. If the end product fails 

to meet applicable U.S. Commercial 

grade requirements, the end product 

may be reconditioned, re-sampled, 

inspected again, and certified. However, 

the walnut meal accumulated during the 

manufacture of that end product shall 

be rejected and disposed of pursuant to 

the requirements of § 984.64. 

Dated: June 11, 2010. 

Rayne Pegg, 

Administrator, Agricultural Marketing 

Service. 

[FR Doc. 2010–14845 Filed 6–18–10; 8:45 am] 

BILLING CODE P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 21 

Existence of Proposed Airworthiness 

Design Standards for Acceptance 

Under the Primary Category Rule; 

Orlando Helicopter Airways (OHA), 

Inc., Models Cessna 172I, 172K, 172L, 

and 172M 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Request for comments. 

SUMMARY: This notice announces the 

existence of and requests comments on 

the proposed airworthiness design 

standards for acceptance of the OHA, 

Inc., Models Cessna 172I, 172K, 172L, 

and 172M airplanes under the 

regulations for primary category aircraft. 

DATES: Comments must be received on 

or before July 21, 2010. 

ADDRESSES: Send all comments to the 

Federal Aviation Administration (FAA), 

Standards Office, Small Airplane 

Directorate (ACE–111), Aircraft 

Certification Service, 901 Locust Street, 

Room 301, Kansas City, MO 64106. 

FOR FURTHER INFORMATION CONTACT: Mr. 

Leslie B. Taylor, Aerospace Engineer, 

Standards Office (ACE–111), Small 

Airplane Directorate, Aircraft 

Certification Service, FAA; telephone 

number (816) 329–4134, fax number 

(816) 329–4090, e-mail at 

leslie.b.taylor@faa.gov. 

SUPPLEMENTARY INFORMATION: Any 

person may obtain a copy of this 

information by contacting the person 

named above under FOR FURTHER

INFORMATION CONTACT. 

Comments Invited 

We invite interested parties to submit 

comments on the proposed 

airworthiness standards to the address 

specified above. Commenters must 

identify the OHA Models Cessna 172I, 

172K, 172L, and 172M and submit 

comments to the address specified 

above. The FAA will consider all 

communications received on or before 

the closing date before issuing the final 

acceptance. The proposed airworthiness 

design standards and comments 

received may be inspected at the FAA, 

Small Airplane Directorate, Aircraft 

Certification Service, Standards Office 

(ACE–110), 901 Locust Street, Room 

301, Kansas City, MO 64106, between 

the hours of 7:30 a.m. and 4 p.m. 

weekdays, except Federal holidays. 

Background 

The ‘‘primary’’ category for aircraft 

was created specifically for the simple, 

low performance personal aircraft. 

Section 21.17(f) provides a means for 

applicants to propose airworthiness 

standards for their particular primary 

category aircraft. The FAA procedure 

establishing appropriate airworthiness 

standards includes reviewing and 

possibly revising the applicant’s 

proposal, publication of the submittal in 

the Federal Register for public review 

and comment, and addressing the 

comments. After all necessary revisions, 

the standards are published as approved 

FAA airworthiness standards. 

Accordingly, the applicant, OHA, 

Inc., has submitted a request to the FAA 

to include the following: 

Proposed Airworthiness Standards for 

Acceptance Under the Primary 

Category Rule 

For All Airplane Modifications and the 

Powerplant Installation 

Part 3 of the Civil Air regulations 

(CAR 3), effective November 1, 1949, as 

amended by 3–1 through 3–12, except 

for § 3.415, Engines and § 3.416(a), 

Propellers; and 14 CFR part 23, 

§§ 23.603, 23.863, 23.907, 23.961, 

23.1322 and 23.1359 (latest 

amendments through Amendment 23– 

59) as applicable to these airplanes. 

For Engine Assembly Certification 

Joint Aviation Requirements 22 (JAR 

22), ‘‘Sailplanes and Powered 

Sailplanes,’’ Change 5, dated October 28, 

1995, Subpart H only. 

For Propeller Certification 

14 CFR part 35 as amended through 

35–8 except § 35.1 (or a propeller with 

an FAA type certificate may be used). 

For Noise Standards 

14 CFR part 36, Amendment 36–28, 

Appendix G. 

Issued in Kansas City, Missouri, on June 

14, 2010. 

Sandra J. Campbell, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–14975 Filed 6–18–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0463; Directorate 

Identifier 2010–CE–021–AD] 

RIN 2120–AA64 

Airworthiness Directives; GA 8 Airvan 

(Pty) Ltd Models GA8 and GA8–TC320 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

products listed above that would revise 

an existing AD. This proposed 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: Inspection of a high time 


sroberts on DSKD5P82C1PROD with PROPOSALS
34954 Federal Register / Vol. 75, No. 118 / Monday, June 21, 2010 / Proposed Rules 

aircraft has revealed cracks in the 

Horizontal Stabilizer rear spar splice 

plate and inboard main ribs around the 

area of the Horizontal Stabilizer rear 

pivot attachment. Additionally, failure 

of some attach bolts in service may be 

due to improper assembly. This 

amendment is issued to include an 

applicability matrix (Table 1, page 2) in 

the compliance section of the service 

bulletin for improved clarity. The 

proposed AD would require actions that 

are intended to address the unsafe 

condition described in the MCAI. 

DATES: We must receive comments on 

this proposed AD by August 5, 2010. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

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

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

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

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(telephone (800) 647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Doug Rudolph, Aerospace Engineer, 

FAA, Small Airplane Directorate, 901 

Locust, Room 301, Kansas City, 

Missouri 64106; telephone: (816) 329– 

4059; fax: (816) 329–4090. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2010–0463; Directorate Identifier 

2010–CE–021–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

regulations.gov, including any personal 

information you provide. We will also 

post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

On April 20, 2010, we issued AD 

2010–10–01, Amendment 39–16280 (75 

FR 23577, May 4, 2010). That AD 

required actions intended to address an 

unsafe condition on the products listed 

above. 

Since we issued AD 2010–10–01, the 

foreign authority has issued an 

amendment to include an applicability 

matrix in the compliance section of the 

manufacturer’s service bulletin for 

improved clarity. The FAA is proposing 

to revise this AD to allow the use of 

issue 6 or issue 5 of the service bulletin. 

An operator would be in compliance if 

the operator chose to only accomplish 

issue 5 of the SB. This proposed 

revision of the FAA’s AD will make the 

FAA AD more in line with the latest 

version of the received MCAI. 

The Civil Aviation Safety Authority 

(CASA), which is the aviation authority 

for Australia, has issued AD/GA8/5, 

Amdt 4, dated May 11, 2010 (referred to 

after this as ‘‘the MCAI’’), to correct an 

unsafe condition for the specified 

products. The MCAI states: 

Inspection of a high time aircraft has 

revealed cracks in the Horizontal Stabilizer 

rear spar splice plate and inboard main ribs 

around the area of the Horizontal Stabilizer 

rear pivot attachment. Additionally, failure of 

some attach bolts in service may be due to 

improper assembly. 

This amendment is issued to include an 

applicability matrix (Table 1, page 2) in the 

compliance section of the service bulletin for 

improved clarity. 

The previous amendment included 

reference to the GA8–TC 320 variant in the 

applicability section. 

Amendment 2 was issued because the 

requirement document now contains an 

inspection for cracking in horizontal 

stabilizers which have load transferring 

fittings installed. 

Previous amendments of this AD listed the 

AD requirements in full. Due to the extensive 

use of diagrams and photographs, it is no 

longer appropriate or practical to write the 

requirements of the service bulletin out in 

full in this AD. All requirements, 

accomplishment instructions and 

illustrations are contained in the service 

bulletin. 

You may obtain further information by 

examining the MCAI in the AD docket. 

Relevant Service Information 

Gippsland Aeronautics has issued 

Mandatory Service Bulletin SB–GA8– 

2002–02, Issue 6, dated April 21, 2010. 

The actions described in this service 

information are intended to correct the 

unsafe condition identified in the 

MCAI. 

FAA’s Determination and Requirements 

of the Proposed AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with this State of 

Design Authority, they have notified us 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are proposing this 

AD because we evaluated all 

information and determined the unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

Differences Between This Proposed 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 proposed 

different actions in this AD from those 

in the MCAI in order to follow FAA 

policies. Any such differences are 

highlighted in a Note within the 

proposed AD. 

Costs of Compliance 

We estimate that this proposed AD 

will affect 25 products of U.S. registry. 

We also estimate that it would take 

about 1 work-hour per product to 

comply with the basic requirements of 

this proposed AD. The average labor 

rate is $85 per work-hour. Required 

parts would cost about $0 per product. 

Based on these figures, we estimate 

the cost of the proposed AD on U.S. 

operators to be $2,125, or $85 per 

product. 

In addition, we estimate that any 

necessary follow-on actions would take 

about 5 work-hours and require parts 

costing $200, for a cost of $625 per 

product. We have no way of 

determining the number of products 

that may need these actions. 


sroberts on DSKD5P82C1PROD with PROPOSALS
Federal Register / Vol. 75, No. 118 / Monday, June 21, 2010 / Proposed Rules 34955 

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 proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would 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 proposed regulation: 

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 proposed AD and placed it in the 

AD docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 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 Amendment 39–16280 (75 FR 

23577, May 4, 2010), and adding the 

following new AD: 

GA 8 Airvan (Pty) Ltd.: Docket No. FAA– 

2010–0463; Directorate Identifier 2010– 

CE–021–AD. 

Comments Due Date 

(a) We must receive comments by August 

5, 2010. 

Affected ADs 

(b) This AD revises AD 2010–10–01, 

Amendment 39–16280. 

Applicability 

(c) This AD applies to the following model 

and serial number airplanes, certificated in 

any category: 

(1) Group 1 Airplanes (retains the actions 

and applicability from AD 2009–05–01): 

Model GA8 airplanes, serial numbers GA8– 

00–004 and up; and 

(2) Group 2 Airplanes: Model GA8–TC320 

airplanes, all serial numbers. 

Subject 

(d) Air Transport Association of America 

(ATA) Code 55: Stabilizers. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

Inspection of a high time aircraft has 

revealed cracks in the Horizontal Stabiliser 

rear spar splice plate and inboard main ribs 

around the area of the Horizontal Stabiliser 

rear pivot attachment. Additionally, failure of 

some attach bolts in service may be due to 

improper assembly. 

This amendment is issued to include an 

applicability matrix (Table 1, page 2) in the 

compliance section of the service bulletin for 

improved clarity. 

The previous amendment included 

reference to the GA8–TC 320 variant in the 

applicability section. 

Amendment 2 was issued because the 

requirement document now contains an 

inspection for cracking in horizontal 

stabilisers which have load transferring 

fittings installed. 

Previous amendments of this AD listed the 

AD requirements in full. Due to the extensive 

use of diagrams and photographs, it is no 

longer appropriate or practical to write the 

requirements of the service bulletin out in 

full in this AD. All requirements, 

accomplishment instructions and 

illustrations are contained in the service 

bulletin. 

The FAA is revising AD 2010–10–01 to 

allow the use of issue 6 or issue 5 of the 

service bulletin. An operator is in 

compliance if the operator chooses to only 

accomplish issue 5 of the SB. This proposed 

revision of the FAA’s AD will make the FAA 

AD more consistent with the latest version of 

the MCAI. 

Actions and Compliance 

(f) For Group 1 Airplanes: Unless already 

done, do the following actions: 

(1) Within the next 10 hours time-inservice (TIS) after March 2, 2009 (the 

effective date retained from AD 2009–05–01): 

(i) For all aircraft not incorporating 

computer numeric control (CNC) machined 

elevator hinges, inspect and repair the left 

and right horizontal stabilizer rear pivot 

attachment installation following instruction 

‘‘3. Rear Pivot Attachment Inspection,’’ of 

Gippsland Aeronautics Mandatory Service 

Bulletin SB–GA8–2002–02, Issue 5, dated 

November 13, 2008; or Gippsland 

Aeronautics Mandatory Service Bulletin SB– 

GA8–2002–02, Issue 6, dated April 21, 2010; 

and, 

(ii) For all aircraft, inspect the left and right 

rear attach bolt mating surfaces for damage or 

an out of square condition and replace the 

left and right rear attach bolts following 

instruction ‘‘5. Rear Attach Bolt 

Replacement,’’ of Gippsland Aeronautics 

Mandatory Service Bulletin SB–GA8–2002– 

02, Issue 5, dated November 13, 2008; or 

Gippsland Aeronautics Mandatory Service 

Bulletin SB–GA8–2002–02, Issue 6, dated 

April 21, 2010. Reworking the mating 

surfaces by spotfacing is no longer 

acceptable. If the mating surfaces are 

damaged, not square, or were previously 

reworked by spotfacing the surface, replace 

the parts as specified in Gippsland 

Aeronautics Mandatory Service Bulletin SB– 

GA8–2002–02, Issue 5, dated November 13, 

2008; or Gippsland Aeronautics Mandatory 

Service Bulletin SB–GA8–2002–02, Issue 6, 

dated April 21, 2010. 

(2) Within the next 10 hours TIS after 

March 2, 2009 (the effective date retained 

from AD 2009–05–01) and repetitively 

thereafter at intervals not to exceed 100 hours 

TIS or 12 months, whichever occurs first, for 

all aircraft: 

(i) Inspect the horizontal stabilizer 

externally following instruction ‘‘2. External 

Inspection (Lower flange, Stabilizer rear 

spar),’’ of Gippsland Aeronautics Mandatory 

Service Bulletin SB–GA8–2002–02, Issue 5, 

dated November 13, 2008; or Gippsland 

Aeronautics Mandatory Service Bulletin SB– 

GA8–2002–02, Issue 6, dated April 21, 2010; 

and 

(ii) Inspect the horizontal stabilizer 

internally following instruction ‘‘4. Internal 

Inspection,’’ of Gippsland Aeronautics 

Mandatory Service Bulletin SB–GA8–2002– 

02, Issue 5, dated November 13, 2008; or 

Gippsland Aeronautics Mandatory Service 

Bulletin SB–GA8–2002–02, Issue 6, dated 

April 21, 2010. 

(3) If during the inspection required by 

paragraph (f)(2) of this AD any excessive 

local deflection or movement of the lower 

skin surrounding the lower pivot attachment, 

cracking, or working (loose) rivet is found, 

before further flight, obtain an FAA-approved 

repair scheme from the manufacturer and 

incorporate this repair scheme. Due to FAA 

policy, the repair scheme/modification for 

crack damage must include an immediate 

repair of the crack. The repair scheme cannot 

be by repetitive inspection only. The repair 

scheme/modification may incorporate 

repetitive inspections in addition to the 

repetitive inspections required in paragraph 

(f)(2) of this AD. Continued operational flight 

with un-repaired crack damage is not 

permitted. 


sroberts on DSKD5P82C1PROD with PROPOSALS
34956 Federal Register / Vol. 75, No. 118 / Monday, June 21, 2010 / Proposed Rules 

(g) For Group 2 Airplanes: Unless already 

done, do the following actions: 

(1) Within the next 10 hours TIS after May 

10, 2010 (the effective date retained from AD 

2010–10–01): 

(i) For all aircraft not incorporating 

computer numeric control (CNC) machined 

elevator hinges, inspect and repair the left 

and right horizontal stabilizer rear pivot 

attachment installation following instruction 

‘‘3. Rear Pivot Attachment Inspection,’’ of 

Gippsland Aeronautics Mandatory Service 

Bulletin SB–GA8–2002–02, Issue 5, dated 

November 13, 2008; or Gippsland 

Aeronautics Mandatory Service Bulletin SB– 

GA8–2002–02, Issue 6, dated April 21, 2010; 

and, 

(ii) For all aircraft, inspect the left and right 

rear attach bolt mating surfaces for damage or 

an out of square condition and replace the 

left and right rear attach bolts following 

instruction ‘‘5. Rear Attach Bolt 

Replacement,’’ of Gippsland Aeronautics 

Mandatory Service Bulletin SB–GA8–2002– 

02, Issue 5, dated November 13, 2008; or 

Gippsland Aeronautics Mandatory Service 

Bulletin SB–GA8–2002–02, Issue 6, dated 

April 21, 2010. Reworking the mating 

surfaces by spotfacing is no longer 

acceptable. If the mating surfaces are 

damaged, not square, or were previously 

reworked by spotfacing the surface, before 

further flight, replace the parts as specified 

in Gippsland Aeronautics Mandatory Service 

Bulletin SB–GA8–2002–02, Issue 5, dated 

November 13, 2008; or Gippsland 

Aeronautics Mandatory Service Bulletin SB– 

GA8–2002–02, Issue 6, dated April 21, 2010. 

(2) Within the next 10 hours TIS after May 

10, 2010 (the effective date retained from AD 

2010–10–01) and repetitively thereafter at 

intervals not to exceed 100 hours TIS or 12 

months, whichever occurs first, for all 

aircraft: 

(i) Inspect the horizontal stabilizer 

externally following instruction ‘‘2. External 

Inspection (Lower flange, Stabilizer rear 

spar),’’ of Gippsland Aeronautics Mandatory 

Service Bulletin SB–GA8–2002–02, Issue 5, 

dated November 13, 2008; or Gippsland 

Aeronautics Mandatory Service Bulletin SB– 

GA8–2002–02, Issue 6, dated April 21, 2010; 

and 

(ii) Inspect the horizontal stabilizer 

internally following instruction ‘‘4. Internal 

Inspection,’’ of Gippsland Aeronautics 

Mandatory Service Bulletin SB–GA8–2002– 

02, Issue 5, dated November 13, 2008; or 

Gippsland Aeronautics Mandatory Service 

Bulletin SB–GA8–2002–02, Issue 6, dated 

April 21, 2010. 

(3) If during the inspection required by 

paragraph (g)(2) of this AD any excessive 

local deflection or movement of the lower 

skin surrounding the lower pivot attachment, 

cracking, or working (loose) rivet is found, 

before further flight, obtain an FAA-approved 

repair scheme from the manufacturer and 

incorporate this repair scheme. Due to FAA 

policy, the repair scheme/modification for 

crack damage must include an immediate 

repair of the crack. The repair scheme cannot 

be by repetitive inspection only. The repair 

scheme/modification may incorporate 

repetitive inspections in addition to the 

repetitive inspections required in paragraph 

(g)(2) of this AD. Continued operational flight 

with un-repaired crack damage is not 

permitted. 

FAA AD Differences 

Note: This AD differs from the MCAI and/ 

or service information as follows: 

(1) ‘‘Requirement: 1. Daily Inspection 

(Stabilizer attach bolt)’’ of the service 

information requires a daily inspection of the 

stabilizer attach bolt. The daily inspection is 

not a requirement of this AD. Instead of the 

daily inspection, we require you to perform, 

within 10 hours TIS, ‘‘Requirement 3. Rear 

Pivot Attachment Inspection’’ and 

‘‘Requirement 5. Rear Attachment Bolt 

Replacement’’ of the service information. 

Compliance with requirement 3. and 5. is a 

terminating action for the daily inspection, 

and we are requiring these within 10 hours 

TIS after the effective date of AD 2009–05– 

01 for Group 1 airplanes and AD 2010–10– 

01 for Group 2 airplanes. 

(2) ‘‘Requirement: 2. External Inspection 

(Lower flange, Stabilizer rear spar)’’ of the 

service information does not specify any 

action if excessive local deflection or 

movement of lower skin, cracking, or 

working (loose) rivet is found. We require 

obtaining and incorporating an FAAapproved repair scheme from the 

manufacturer before further flight. 

(3) The MCAI does not state if further flight 

with known cracks is allowed. FAA policy is 

to not allow further flight with known cracks 

in critical structure. We require that if any 

cracks are found when accomplishing the 

inspection required in paragraphs (f)(2) and 

(g)(2) of this AD, you must repair the cracks 

before further flight. 

(4) The service information does not state 

that parts with spotfaced nut and bolt mating 

surfaces require replacement. However, the 

service information no longer allows 

reworking of the mating surfaces by 

spotfacing. We require that if any nut and 

bolt surfaces were previously reworked by 

spotfacing, you must replace the parts. 

Other FAA AD Provisions 

(h) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, Standards Office, 

FAA, has the authority to approve AMOCs 

for this AD, if requested using the procedures 

found in 14 CFR 39.19. Send information to 

Attn: Doug Rudolph, Aerospace Engineer, 

FAA, Small Airplane Directorate, 901 Locust, 

Room 301, Kansas City, Missouri 64106; 

telephone: (816) 329–4059; fax: (816) 329– 

4090. 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. 

(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 

(i) Refer to MCAI Civil Aviation Safety 

Authority AD No. AD/GA8/5, Amdt 4, dated 

May 11, 2010; Gippsland Aeronautics 

Mandatory Service Bulletin SB–GA8–2002– 

02, Issue 5, dated November 13, 2008; and 

Gippsland Aeronautics Mandatory Service 

Bulletin SB–GA8–2002–02, Issue 6, dated 

April 21, 2010, for related information. 

Issued in Kansas City, Missouri, on June 

14, 2010. 

Sandra J. Campbell, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–14986 Filed 6–18–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0632; Directorate 

Identifier 2010–CE–025–AD] 

RIN 2120–AA64 

Airworthiness Directives; Robert E. 

Rust, Jr. Model DeHavilland DH.C1 

Chipmunk 21, DH.C1 Chipmunk 22, 

and DH.C1 Chipmunk 22A Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for all 

Robert E. Rust, Jr. Model DeHavilland 

DH.C1 Chipmunk 21, DH.C1 Chipmunk 

22, and DH.C1 Chipmunk 22A 

airplanes. This proposed AD would 

require a one-time inspection of the flap 

operating system for an unauthorized 

latch plate design installation. This 

proposed AD results from a report of a 

latch plate failing in service that was not 

made in accordance with the applicable 

de Havilland drawing. We are proposing 

this AD to detect and correct 

unauthorized latch plate design 

installation, which could result in an 

un-commanded retraction of the flaps. 

This failure could lead to a stall during 

a landing approach. 

DATES: We must receive comments on 

this proposed AD by August 5, 2010. 


sroberts on DSKD5P82C1PROD with PROPOSALS