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contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

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Rules and Regulations Federal Register

64111 

Vol. 75, No. 201 

Tuesday, October 19, 2010 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–1013; Directorate 

Identifier 2010–CE–048–AD; Amendment 

39–16478; AD 2010–21–18] 

RIN 2120–AA64 

Airworthiness Directives; Cessna 

Aircraft Company (Cessna) Models 

336, 337, 337A (USAF 02B), 337B, 

M337B (USAF 02A), T337B, 337C, 

T337C, 337D, T337D, 337E, T337E, 

337F, T337F, 337G, T337G, 337H, 

P337H, T337H, T337H–SP, F337E, 

FT337E, F337F, FT337F, F337G, 

FT337GP, F337H, and FT337HP 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD requires 

inspecting the wings for internal and 

external damage, repairing any damage 

found, installing an operational 

limitation placard in the cockpit, adding 

limitations to the flight manual 

supplement, and reporting the results of 

the inspection to the FAA if damage is 

found. This AD was prompted by a wing 

overload failure and by reports of cracks 

in the upper wing skins on certain 

Cessna airplanes that are or have ever 

been modified by Aviation Enterprises 

Supplemental Type Certificate (STC) 

SA02055AT, SA02056AT, SA02307AT, 

or SA02308AT. We are issuing this AD 

to detect and correct damage in the 

wings and to prevent overload failure of 

the wing due to the installation of the 

STCs. Damage in the wing or overload 

failure of the wing could result in 

structural failure of the wing, which 

could result in loss of control. 

DATES: This AD is effective November 3, 

2010. 

We must receive comments on this 

AD by December 3, 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 AD, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Office (phone: 800–647– 

5527) is in the ADDRESSES section. 

Comments will be available in the AD 

docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT: 

William O. Herderich, Aerospace 

Engineer, FAA, Atlanta Aircraft 

Certification Office, 1701 Columbia 

Avenue, College Park, Georgia 30337; 

phone: (404) 474–5547; fax: (404) 474– 

5605; e-mail: 

William.O.Herderich@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

In September 2000, we were notified 

of structural wing damage to a Cessna 

Model T337G airplane equipped with 

Aviation Enterprises wing extensions 

STC SA02055AT. The damage was 

described as starting with loose and 

working (smoking) rivets in the upper 

surface of the wing, progressing to 

buckling of the skins just outboard of 

the fuel tank access covers, loose wing 

extensions, and finally cracking in the 

wing skins. Based on discussions with 

the STC holder at that time, we believed 

that the damage to the airplane was the 

result of operation from unimproved 

airstrips and was an isolated event. In 

response to this event, Aviation 

Enterprises issued Wing Extension 

Service Letter AE 01–11–00. This letter 

recommended installing a placard on 

the instrument panel advising the pilot 

of weight and airspeed limitations and 

notes that landing on unpaved runways 

is not recommended. No further action 

was taken at this time. 

About ten years later, in February 

2010, we received a report of an 

accident involving a Cessna Model 337 

airplane modified with Aviation 

Enterprises wing extensions STC 

SA02055AT (along with Aviation 

Enterprises STC SA01094AT winglets). 

Investigation of the incident revealed 

cracks in the upper wing skins just 

outboard of the fuel tank access covers 

near wing station (WSTA) 150. The 

cracks were on both wings of the 

airplane and covered by repair patches. 

The wing skin cracks matched the 

description of those found in the 

September 2000 incident. 

In response to these problems and 

without determining that there was an 

unsafe condition under 14 CFR part 39, 

we issued Special Airworthiness 

Information Bulletin (SAIB) CE–10–20. 

This SAIB recommended that Cessna 

Model 336 and 337 series airplanes 

equipped with wingtip extensions have 

a one-time inspection for internal and 

external damage from WSTA 23 to the 

wing tip within the next 100 hours timein-service. The SAIB listed focused 

inspection areas based on the previously 

reported damage. The SAIB also 

contained a request for the inspection 

results to be sent to the FAA if damage 

was found. 

As a result of the inspection report 

request in the SAIB, one report was 

received. In this report, it was stated 

that the damage to the airplane included 

loose and working (smoking) rivets in 

the upper surface of the wing, buckling 

of the upper surface skins and stringers 

just outboard of the fuel tanks access 

covers, and cracking in the wing skins. 

There was also an upper surface skin 

buckle near WSTA 60 near the boom. 

The cracks on this airplane match those 

found from both previously referenced 

incidents. In all reported cases, the skin 

cracks occurred in the wing skin under 

and just outboard of the wing tank 

access cover. However, the location of 

the cracks on this aircraft was at WSTA 


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177, further outboard than the 

previously noted airplanes, because this 

airplane had additional extended range 

fuel tanks. 

Further inspection revealed 

additional damage on the airplane that 

appeared to be a result of the 

installation of the wing extension 

modification. There was damage to the 

left and right WSTA 222 ribs, which had 

been torn, from the aft lightening hole 

to the lower surface and was bent down 

to allow installation of the wing 

extension fuel line. The fuel line 

appeared to be chafing on the torn 

metal. Also, extra holes drilled through 

the spar cap were found at several spanwise locations that were consistent with 

the stall fence attachments. These holes 

had been tapped (threaded) and were 

left open with no fastener installed. One 

of the holes was located so close to the 

edge of the spar cap, it was breaking out 

of the edge and was also located 

immediately adjacent to a fastener for 

the fuel tank access cover. Also found 

was the lack of nuts used for the wing 

extension attaching screws. It appeared 

that the holes in the substructure (skins, 

ribs, and spars) were tapped (threaded) 

to accept screws, rather than use nuts. 

Several access holes were also found cut 

into the lower surface of the skin that 

had no reinforcement. 

The FAA reviewed information from 

the accident investigation, a number of 

service difficulty reports (SDRs), and 

data submitted by Aviation Enterprises 

for demonstrating compliance to the 

airworthiness standards. Based on the 

investigation, the FAA determined that 

Aviation Enterprises may not have 

adequately substantiated the wing 

structure for the increased limit and 

ultimate loads resulting from the wing 

extension. We also determined that 

weight, airspeed, ballast, and ‘‘g’’ limit 

restrictions need to be placed on these 

airplanes to allow them to operate 

within the minimum margins of safety. 

These conditions, if not corrected, 

could result in structural failure of the 

wing, which could result in loss of 

control. 

FAA’s Determination 

We are issuing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 

AD Requirements 

This AD requires inspecting the wings 

for internal and external damage, 

repairing any damage found, installing 

an operational limitation placard in the 

cockpit, and adding limitations to the 

flight manual supplement. The AD also 

requires reporting the results of the 

inspection to the FAA if damage is 

found. 

FAA’s Justification and Determination 

of the Effective Date 

An unsafe condition exists that 

requires the immediate adoption of this 

AD. The FAA has found that the risk to 

the flying public justifies waiving notice 

and comment prior to adoption of this 

rule because cracks in the wings and 

potential for wing overload could result 

in structural failure of the wing, which 

could result in loss of control. 

Therefore, we find that notice and 

opportunity for prior public comment 

are impracticable and that good cause 

exists for making this amendment 

effective in less than 30 days. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety and 

was not preceded by notice and an 

opportunity for public comment. 

However, we invite you to send any 

written data, views, or arguments about 

this AD. Send your comments to an 

address listed under the ADDRESSES

section. Include the docket number 

FAA–2010–1013 and Directorate 

Identifier 2010–CE–048–AD at the 

beginning of your comments. We 

specifically invite comments on the 

overall regulatory, economic, 

environmental, and energy aspects of 

this AD. We will consider all comments 

received by the closing date and may 

amend this AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this AD. 

Costs of Compliance 

We estimate that this AD affects 12 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

ESTIMATED COSTS

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

operators 

Inspection of the wing for damage ....... 20 work-hours × $85 per hour = 

$1,700 per inspection cycle.

Not applicable ....... $1,700 per inspection cycle.$20,400 per inspection cycle. 

Installing a placard in the cockpit ......... 4 work-hours × $85 per hour = $340 .. Not applicable ....... $340 ...................... $4,080. 

Modifying the Limitations section of the 

Aviation Enterprises Aircraft Flight 

Manual Supplement.

4 work-hours × $85 per hour = $340 .. Not applicable ....... $340 ...................... $4,080. 

We estimate the following costs to do 

any necessary repairs that will be 

required based on the results of the 

inspection. The cost for repair may vary 

from as little as replacing a bolt to as 

much as replacing a wing. We have no 

way of determining the number of 

aircraft that will need these repairs and 

the extent of the repair necessary. Below 

are estimates of some possible necessary 

repairs: 

ON-CONDITION COSTS

Action Labor cost Parts cost 

Install reinforcements around wing access holes 

cutouts, 2 per hole, 6 holes per airplane.

12 work-hours × $85 per hour = $1,020 ................... $50. 

Replace upper outboard wing skins, 13 per side, 2 

sides per airplane.

26 work-hours × $85 per hour = $2,210 ................... $100 per side × 2 sides = $200. 

Replace upper surface outboard stringers, 6 stringers per airplane.2 work-hours per stringer, 6 stringers per airplane = 

12 work-hours × $85 per hour = $1,020.

$100. 


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ON-CONDITION COSTS—Continued 

Action Labor cost Parts cost 

Replace screws with aviation standard fasteners 

with nuts/collars in cleaned up holes, 20 screws 

per side, 2 sides per airplane.

40 work-hours × $85 per hour = $3,400 ................... $50. 

Spar repair (possible splice replacement and repairing 4 holes).20 work-hours per repair per location × $85 per 

hour = $1,700.

$100 per location. 

Repair torn WSTA 222 Rib ........................................ 5 work-hours per side, 2 sides per airplane = 10 

work-hours × $85 per hour = $850.

$50. 

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 

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, 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 airworthiness 

directive (AD): 

2010–21–18 Cessna Aircraft Company: 

Amendment 39–16478; Docket No. 

FAA–2010–1013; Directorate Identifier 

2010–CE–048–AD. 

Effective Date 

(a) This AD is effective November 3, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Cessna Aircraft 

Company (Cessna) Models 336, 337, 337A 

(USAF 02B), 337B, M337B (USAF 02A), 

T337B, 337C, T337C, 337D, T337D, 337E, 

T337E, 337F, T337F, 337G, T337G, 337H, 

P337H, T337H, T337H–SP, F 337E, FT337E, 

F 337F, FT337F, F 337G, FT337GP, F337H, 

and FT337HP airplanes, all serial numbers, 

that: 

(1) Are certificated in any category; and 

(2) Are or have ever been modified by 

Aviation Enterprises Supplemental Type 

Certificate (STC) SA02055AT, SA02056AT, 

SA02307AT, or SA02308AT. 

Subject 

(d) Joint Aircraft System Component 

(JASC)/Air Transport Association (ATA) of 

America Code 57; Wings. 

Unsafe Condition 

(e) This AD was prompted by a wing 

overload failure and by reports of cracks in 

the upper wing skins on certain Cessna 

airplanes that are now or have ever been 

modified by Aviation Enterprises STC 

SA02055AT, SA02056AT, SA02307AT, or 

SA02308AT. We are issuing this AD to detect 

and correct damage in the wings and to 

prevent overload failure of the wing due to 

the installation of the STCs. Damage in the 

wing or overload failure of the wing could 

result in structural failure of the wing, which 

could result in loss of control. 

Compliance 

(f) Comply with this AD within the 

compliance times specified, unless already 

done. 

Required Actions 

(g) Before further flight after November 3, 

2010 (the effective date of this AD), do a 

general and focused inspection of the wing 

for internal and external damage from wing 

station (WSTA) 23 to the wing tip. 

Repetitively thereafter inspect every 100 

hours time-in-service (TIS) or every 12 

calendar months, whichever occurs first, for 

as long as any of the STCs specified in 

paragraph (c) of this AD are installed. If at 

any time the STCs are permanently removed, 

one final inspection is required following 

removal. Do the inspections following 

Appendix 1 of this AD. 

(h) Anytime severe and/or extreme 

turbulence is encountered during flight, 

before the next flight, do a focused inspection 

of the wing for damage following steps 1, 2, 

3, 4, 7, and 10 in Appendix 1 of this AD. Also 

inspect for signs of distress in the upper front 

spar in the area around WSTA 177. The 

definition of severe and extreme turbulence 

can be found in Table 7–1–9 of the FAA 

Aeronautical Information Manual (AIM). You 

may obtain a copy of the FAA AIM at 

http://www.faa.gov/air_traffic/publications/ 

atpubs/aim/. 

(i) For airplanes specified in paragraph (c) 

of this AD that are modified by STC 

SA02055AT or SA02308AT (wing extensions 

with fuel provisions), before further flight 

after November 3, 2010 (the effective date of 

this AD), do the following: 

(1) Incorporate the information from 

Appendix 2 of this AD into the Limitations 

section of the Aviation Enterprises Aircraft 

Manual Supplement. 

(2) Fabricate a placard (using at least 1⁄8- 

inch letters) with the following words and 

install the placard on the instrument panel 

within the pilot’s clear view: ‘‘MTOW=4,700 

LBS. MAINTAIN AT LEAST 12 GAL OF 

FUEL IN EACH WING TIP FOR AIRPLANE 

WEIGHTS ABOVE 3,300 LBS.’’ 

(j) For airplanes specified in paragraph (c) 

of this AD that are modified by STC 

SA02056AT or SA02307AT (wing extensions 

with no fuel provisions), before further flight 

after November 3, 2010 (the effective date of 

this AD), do the following: 

(1) Incorporate the information from 

Appendix 3 of this AD into the Limitations 


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section of the Aviation Enterprises Aircraft 

Manual Supplement. 

(2) Fabricate a placard (using at least 1⁄8- 

inch letters) with the following words and 

install the placard on the instrument panel 

within the pilot’s clear view: ‘‘MTOW=4,000 

LBS, MAX MANEUVER=2.5 G, Va=100 

KCAS, Vno=105 KCAS, Vne=135 KCAS. 

OPERATION RESTRICTED TO VFR’’ 

(k) Before further flight after each 

inspection required in paragraphs (g) and (h) 

of this AD where damage or signs of distress 

are found, repair all damaged and distressed 

parts following FAA Advisory Circular (AC) 

43.13–1B. You may obtain a copy of AC 

43.13–1B at http://rgl.faa.gov/. 

(l) Within 10 days after each inspection 

required in paragraphs (g) and (h) of this AD 

in which damage or distress is found, send 

a report to the FAA at the address specified 

in paragraph (o) of this AD. Include as much 

information as possible, including the ‘‘N’’ 

number, model number, serial number, list of 

STC modifications, TIS on the aircraft and 

wing extension, description of the damage 

(location, length, orientation, parts cracked, 

sketches, etc.), and if possible, pictures of the 

damage. 

(m) For all airplanes specified in paragraph 

(c) of this AD that have STC SA02055AT, 

SA02056AT, SA02307AT, or SA02308AT 

permanently removed, do one final 

inspection as specified in paragraph (g) of 

this AD, take corrective actions as specified 

in paragraph (k) of this AD, report the results 

as specified in paragraph (l) of this AD, and 

remove the flight limitations specified in 

paragraphs (i) and (j) of the AD. No further 

action is required. 

Alternative Methods of Compliance 

(AMOCs) 

(n)(1) The Manager, FAA, Atlanta Aircraft 

Certification Office (ACO) 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 the 

Related Information section of this AD. 

(2) Before using any approved AMOC, 

notify your Principal Maintenance Inspector 

or Principal Avionics Inspector, as 

appropriate, or lacking a principal inspector, 

notify your local Flight Standards District 

Office. 

Related Information 

(o) For more information about this AD, 

contact William O. Herderich, Aerospace 

Engineer, FAA, Atlanta Aircraft Certification 

Office (ACO), 1701 Columbia Avenue, 

College Park, Georgia 30337; phone: (404) 

474–5547; fax: (404) 474–5605; e-mail: 

William.O.Herderich@faa.gov. 

Appendix 1 to AD 2010–21–18—General and 

Focused Inspection Procedures 

Perform a general and focused inspection 

of the wing for internal and external damage 

from wing station (WSTA) 23 to the wing tip. 

The general inspection must be performed in 

accordance with 14 CFR 43.15(c), using a 

checklist that includes at least the scope and 

detail of the items contained in Appendix D 

of 14 CFR part 43. The focused inspection 

must include the items listed below. Remove 

all wing access panels to conduct the 

inspections. Do theses inspections following 

the manufacturer’s service information 

(Cessna Maintenance/Service Manuals) and 

any other appropriate guidance, such as FAA 

Advisory Circular (AC) 43.13–1B Acceptable 

Methods, Techniques, and Practices— 

Aircraft Inspection and Repair. AC 43.13–1B 

can be found at http://rgl.faa.gov/. 

Focused inspection items to look for: 

(1) Wrinkles in upper wing skins, from the 

outboard edge on the fuel tank access covers 

(WSTA 150 or 177) to the WSTA 222 (See 

View B, Figure 3). 

(2) Wrinkles in the upper wing skins from 

WSTA 55 to 66, adjacent to the booms (See 

View E, Figure 6). 

(3) Cracking of the upper wing skins. Pay 

particular attention to any wrinkles, the 

radius between stiffeners at WSTA 150 

(under fuel tank covers), and unreinforced 

access holes (See View B, Figure 3). 

(4) Working (smoking) rivets outboard of 

the wing tank access covers. 

(5) Fasteners with less than two diameters 

edge distance. 

(6) Fasteners with less than four diameters 

center to center spacing. 

(7) Looseness of attachments of the tip 

extension to the wing and wing tip to wing 

extension when pushing up and down on the 

tip. 

(8) Any signs of distress along both front 

and rear spars, particularly in the area 

around WSTA 177. 

(9) Inspect under any repairs to the upper 

skins, particularly in the area just outboard 

of the fuel tank access covers as these may 

be covering up existing damage. 

(10) Inter-rivet buckling of the stringers 

attached to the upper surface skin, outboard 

of the fuel tank access covers (See View F, 

Figure 7). 

(11) Inspect rib at WSTA 222 for damage. 

Trimming of the rib may have been done to 

allow installation of fuel lines (See View A, 

Figure 2). Repair in accordance with AC 

43.13–1B, Chapter 4, paragraph 4–58(g) and 

Figure 4–14, or by using another FAAapproved method that restores equivalent 

strength of the wing rib. 

Appendix 1 to AD 2010–21–18—General and 

Focused Inspection Procedures (Continued) 

(1) Inspect and identify screws, installed in 

tapped (threaded) holes in metal 

substructure, used to attach wing tips, stall 

fences, fuel and electrical components, and 

access doors. For tapped holes, remove 

fastener and open up the diameter to provide 

a smooth bore hole, for the smallest oversize 

fastener, using close tolerance holes noted in 

AC 43.13–1B, paragraph 7–39 or other FAAapproved scheme. Maintain minimum 2 x 

fastener diameter edge distance and 4 x 

fastener diameter center to center spacing. 

Select and install new, equivalent strength or 

stronger, fasteners with nuts/collars in 

accordance with AC 43.13–1B, Chapter 7 and 

AC 43.13–2B, paragraph 108 or other FAAapproved repair. New fasteners must not 

have threads in bearing against the sides of 

the holes. 

(2) Inspect wing skins for unreinforced 

cutouts. (See View C, Figure 4). 

(3) Inspect the upper spar cap horizontal 

flanges for open holes (See View D, Figure 5). 

BILLING CODE 4910–13–P 


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1 17 CFR 249.331 and 274.128. 

2 17 CFR 249.330 and 274.101. 

3 15 U.S.C. 78a et seq. 4 15 U.S.C. 80a–1 et seq. 5Pub. L. 111–195, 124 Stat. 1312 (2010). 

BILLING CODE 4910–13–C 

Appendix 2 to AD 2010–21–18— 

Airworthiness Limitations for the Aviation 

Enterprises Aircraft Manual Supplement 

(1) Limit the airplane MTOW to 4,700 LBS. 

(2) For airplane weights above 3,300 LBS, 

at least 12 gallons of fuel must be maintained 

in each wing tip. 

Appendix 3 to AD 2010–21–18— 

Airworthiness Limitations for the Aviation 

Enterprises Aircraft Manual Supplement 

(1) Limit the MTOW to 4,000 LBS. 

(2) Limit the max maneuver to 2.5 G. 

(3) Limit Va to 100 KCAS. 

(4) Vno to 105 KCAS. 

(5) Limit Vne to 135 KCAS. 

(6) Limit operation to VFR only. 

Issued in Kansas City, Missouri, on 

October 4, 2010. 

Christina L. Marsh, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–25434 Filed 10–18–10; 8:45 am] 

BILLING CODE 4910–13–P 

SECURITIES AND EXCHANGE 

COMMISSION 

17 CFR Parts 249 and 274 

[Release Nos. 34–63087; IC–29461] 

Technical Amendments to Forms N– 

CSR and N–SAR in Connection With 

the Comprehensive Iran Sanctions, 

Accountability, and Divestment Act of 

2010 

AGENCY: Securities and Exchange 

Commission. 

ACTION: Final rule; technical 

amendments. 

SUMMARY: The Securities and Exchange 

Commission is adopting technical 

amendments to Forms N–CSR and N– 

SAR under the Securities Exchange Act 

of 1934 and the Investment Company 

Act of 1940 in connection with 

amendments to Section 13(c) of the 

Investment Company Act that were 

included in the Comprehensive Iran 

Sanctions, Accountability, and 

Divestment Act of 2010. 

DATES: Effective Date: October 19, 2010. 

FOR FURTHER INFORMATION CONTACT: 

Kieran G. Brown, Senior Counsel, Office 

of Disclosure Regulation, Division of 

Investment Management, at (202) 551– 

6784, Securities and Exchange 

Commission, 100 F Street, NE., 

Washington, DC 20549–5720. 

SUPPLEMENTARY INFORMATION: The 

Securities and Exchange Commission 

(‘‘Commission’’) is adopting technical 

amendments to Form N–CSR1 and Form 

N–SAR 2 under the Securities Exchange 

Act of 1934 (‘‘Exchange Act’’) 3 and the 

Investment Company Act of 1940 

(‘‘Investment Company Act’’).4

I. Discussion 

On July 1, 2010, the President signed 

the Comprehensive Iran Sanctions, 

Accountability, and Divestment Act of 

2010 (‘‘Iran Divestment Act’’) into law.5

Among other things, the Iran 


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