Airworthiness Directives; Thrush Aircraft, Inc. Model 600 S2D and S2R (S-2R) Series Airplanes, 16691-16696 [06-3162]
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16691
Rules and Regulations
Federal Register
Vol. 71, No. 64
Tuesday, April 4, 2006
This section of the FEDERAL REGISTER
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
50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by
the Superintendent of Documents. Prices of
new books are listed in the first FEDERAL
REGISTER issue of each week.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2006–23649; Directorate
Identifier 2006–CE–08–AD; Amendment 39–
14542; AD 2006–07–15]
RIN 2120–AA64
Airworthiness Directives; Thrush
Aircraft, Inc. Model 600 S2D and S2R
(S–2R) Series Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule; request for
comments.
rwilkins on PROD1PC63 with RULES
AGENCY:
SUMMARY: The FAA is adopting a new
airworthiness directive (AD) to
supersede AD 2003–07–01, which
applies to certain Thrush Aircraft, Inc.
Model 600 S2D and S2R (S–2R) series
airplanes (type certificate previously
held by Quality Aerospace, Inc. and
Ayres Corporation). AD 2003–07–01
currently requires you to repetitively
inspect the 1⁄4-inch and 5⁄16-inch bolt
hole areas on the lower wing spar caps
for fatigue cracking; replace or repair
any lower wing spar cap where fatigue
cracking is found; and report any fatigue
cracking found. This AD is the result of
the analysis of data from 112 cracks
found in the last 8 years on similar
design Model 600 S2D and S2R (S–2R)
series airplanes, and FAA’s
determination that an immediate initial
inspection and more frequent repetitive
inspections are necessary to address the
unsafe condition for certain airplanes.
Consequently, this AD would require
you to increase the frequency of the
repetitive inspections on Groups 1, 2, 3,
and 6 airplanes; and decrease the hours
time-in-service (TIS) for the initial
inspection on Group 2 airplanes. We are
issuing this AD to prevent lower wing
spar cap failure caused by undetected
fatigue cracks. Such failure could result
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in loss of a wing with consequent loss
of airplane control.
DATES: This AD becomes effective on
April 18, 2006.
As of July 25, 2000 (65 FR 36055), the
Director of the Federal Register
previously approved the incorporation
by reference of Ayres Corporation
Service Bulletin No. SB–AG–39, dated
September 17, 1996; and Ayres
Corporation Custom Kit No. CK–AG–29,
dated December 23, 1997.
As of May 20, 2003 (68 FR 15653), the
Director of the Federal Register
previously approved the incorporation
by reference of Quality Aerospace, Inc.
Custom Kit No. CK–AG–30, dated
December 6, 2001, in accordance with 5
U.S.C. 552(a) and 1 CFR part 51.
We must receive any comments on
this AD by May 16, 2006.
ADDRESSES: Use one of the following to
submit comments on this AD:
• DOT Docket Web site: Go to
https://dms.dot.gov and follow the
instructions for sending your comments
electronically.
• Government-wide rulemaking Web
site: Go to https://www.regulations.gov
and follow the instructions for sending
your comments electronically.
• Mail: Docket Management Facility;
U.S. Department of Transportation, 400
Seventh Street, SW., Nassif Building,
Room PL–401, Washington, DC 20590–
001.
• Fax: 1–202–493–2251.
• Hand Delivery: Room PL–401 on
the plaza level of the Nassif Building,
400 Seventh Street, SW., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
To get the service information
identified in this proposed AD, contact
Thrush Aircraft, Inc. at 300 Old Pretoria
Road, PO Box 3149, Albany, Georgia
31706–3149. You can also find service
information on their Web site at https://
www.thrushaircraft.com.
To view the comments to this AD, go
to https://dms.dot.gov. The docket
number is FAA–2006–23649;
Directorate Identifier 2006–CE–08–AD.
For Further Information Contact One
of the Following:
—Cindy Lorenzen, Aerospace Engineer,
ACE–115A, Atlanta Aircraft
Certification Office, One Crown
Center, 1895 Phoenix Blvd., Suite
450, Atlanta, Georgia 30349;
telephone: (770) 703–6078; facsimile:
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(770) 703–6097; e-mail:
cindy.lorenzen@faa.gov; or
—Mike Cann, Aerospace Engineer,
ACE–117A, Atlanta Aircraft
Certification Office, One Crown
Center, 1895 Phoenix Blvd., Suite
450, Atlanta, Georgia 30349;
telephone: (770) 703–6038; facsimile:
(770) 703–6097; e-mail:
michael.cann@faa.gov.
SUPPLEMENTARY INFORMATION:
History of AD Actions
An accident on a Thrush S2R series
airplane (type certificate previously
held by Quality Aerospace, Inc. and
Ayres Corporation), where the wing
separated from the airplane in flight,
caused us to issue AD 97–13–11,
Amendment 39–10071 (62 FR 36978,
July 10, 1997). AD 97–13–11 required
you to do the following:
—Inspect the 1⁄4-inch and 5⁄16-inch bolt
hole areas on the lower wing spar
caps for fatigue cracking;
—Replace any lower wing spar cap
where fatigue cracking is found; and
—Report any fatigue cracking to FAA.
AD 97–17–03, Amendment 39–10195
(62 FR 43926, August 18, 1997)
superseded AD 97–13–11. AD 97–13–11
incorrectly referenced the Model S2R–
R1340 airplanes as Model S2R–1340R.
AD 97–17–03 corrected the model
designation and retained the actions of
AD 97–13–11.
AD 2000–11–16, Amendment 39–
11764 (65 FR 36055, June 7, 2000)
superseded AD 97–17–03. AD 2000–11–
16 made the inspections required in AD
97–17–03 repetitive, added airplanes to
the applicability of the AD, changed the
initial compliance time for all airplanes,
and arranged the affected airplanes into
six groups based on usage and
configuration. AD 2000–11–16 required
you to do the following:
—Repetitively inspect the 1⁄4-inch and
5⁄16-inch bolt hole areas on the lower
wing spar caps for fatigue cracking;
—Replace or repair any lower wing spar
cap where fatigue cracking is found;
and
—Report any fatigue cracking to FAA.
AD 2003–07–01, Amendment 39–
13097 (68 FR 15653, April 1, 2003)
superseded AD 2000–11–16. AD 2003–
07–01 added some airplanes that were
manufactured with a similar design to
the applicability table and added a third
repair option.
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Federal Register / Vol. 71, No. 64 / Tuesday, April 4, 2006 / Rules and Regulations
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Recent Events That Initiated This
Current AD Action
AD 2003–07–01 required submitting
reports to FAA when any crack was
found on the affected airplanes. Recent
FAA analysis of data from those reports
and other historical and statistical data
indicate that the current AD inspections
are not completely addressing the
unsafe condition. Specifically, the data
indicate a risk that some airplanes in the
Thrush fleet may currently have cracks.
The airplanes with cracks may be
unable to meet ultimate strength
requirements.
The repetitive inspection interval
required by AD 2003–07–01 was
designed to give owners/operators two
opportunities to detect a crack before
the critical crack length is reached. The
high rate of cracking in the fleet
combined with the industry standard of
a 90-percent probability of detection
with the inspection methods used
means that eventually an inspection
will not find an existing crack. A
completely severed spar cap was found
on one of the affected airplanes.
Analysis indicates a crack existed
during the last two repetitive
inspections of that spar cap, but the
crack was undetected by the
inspections. Fortunately, the wing
remained intact until the crack was
found.
This in-service incident correlates
with other historical probability data
that indicate there may be cracks in
other lower wing spar caps in the fleet
now, and those cracks may go
undetected with current inspection
intervals. The FAA used a probability
approach when analyzing the risks from
data obtained from reports of 112 lower
wing spar cap cracks found on Model
600 S2D and S2R (S–2R) series airplanes
since 1997. This analysis indicates there
is an ever-increasing risk of another
crack being missed during an
inspection.
To increase the chances of detecting
a crack in the lower wing spar cap prior
to the crack reaching critical length, we
are increasing the frequency of the
repetitive inspections on Groups 1, 2, 3,
and 6 airplanes and decreasing the
hours TIS for the initial inspection on
Group 2 airplanes. These actions are
necessary to ensure the continued
airworthiness of Groups 1, 2, 3, and 6
airplanes. There has been one crack
reported on Groups 4 and 5 airplanes;
however, this is not enough statistical
data to show an increasing risk for these
airplanes at this time. Until additional
information is obtained, we are not
changing the initial inspection times or
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17:57 Apr 03, 2006
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the repetitive inspection intervals for
Groups 4 and 5 airplanes.
Wing spar cap failure caused by
undetected fatigue cracks could result in
loss of a wing with consequent loss of
airplane control.
Relevant Service Information
The following service information
was included in AD 2003–07–01 and
will remain in effect for this AD:
—Ayres Corporation Service Bulletin
No. SB–AG–39, dated September 17,
1996;
—Ayres Corporation Custom Kit No.
CK–AG–29, dated December 23, 1997;
and
—Quality Aerospace, Inc. Custom Kit
No. CK–AG–30, dated December 6,
2001.
The service information includes
procedures for:
—Inspecting the 1⁄4-inch and 5⁄16-inch
bolt hole areas on the lower wing spar
caps for fatigue cracking;
—Reworking the spar cap if a small
crack is found in the 1⁄4-inch spar cap
hole;
—Replacing the butterfly center splice
plate, part number 20211–3, from the
aft surface of the wing spar join area;
and
—Installing Kaplan splice blocks that
repair small cracks in the 1⁄4-inch and
5⁄16-inch bolt holes.
FAA’s Determination and Requirements
of the AD
We have evaluated all pertinent
information and identified an unsafe
condition that is likely to exist or
develop on other Thrush Aircraft, Inc.
Model 600 S2D and S2R (S–2R) series
airplanes of the same type design.
Therefore, we are issuing this AD to
prevent lower wing spar cap failure
caused by undetected fatigue cracks.
Such failure could result in loss of a
wing with consequent loss of airplane
control.
This AD supersedes AD 2003–07–01
with a new AD that retains the actions
of the previous AD, but increases the
frequency of the repetitive inspections
on Groups 1, 2, 3, and 6 airplanes; and
decreases the hours TIS for the initial
inspection on Group 2 airplanes.
In preparing this rule, we contacted
type clubs and aircraft operators to get
technical information and information
on operational and economic impacts.
We have included a discussion of
information that may have influenced
this action in the rulemaking docket.
For any of the affected airplanes that
exceed the new repetitive inspection
interval at the effective date of this AD,
the compliance times are graduated
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based on the increasing risk of the
airplanes with the most hours since
their last inspection. Graduated
compliance times will help alleviate
overcrowding at inspection facilities
while still addressing the increased risk
for airplanes that have accumulated the
most flight hours since the last
inspection. We are working with Thrush
to develop a future terminating action.
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 submit any
written relevant data, views, or
arguments regarding this AD. Send your
comments to an address listed under
ADDRESSES. Include ‘‘Docket No. FAA–
2006–23649; Directorate Identifier
2006–CE–08–AD’’ in the subject line of
your comments. If you want us to
acknowledge receipt of your mailed
comments, send us a self-addressed,
stamped postcard with the docket
number written on it; we will datestamp your postcard and mail it back to
you. We specifically invite comments
on the overall regulatory, economic,
environmental, and energy aspects of
the rule that might suggest a need to
modify it. If a person contacts us
through a nonwritten communication,
and that contact relates to a substantive
part of this AD, we will summarize the
contact and place the summary in the
docket. We will consider all comments
received by the closing date and may
amend the AD in light of those
comments.
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.
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Federal Register / Vol. 71, No. 64 / Tuesday, April 4, 2006 / Rules and Regulations
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 ‘‘AD Docket FAA–2006–23649;
Directorate Identifier 2006–CE–08–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:
I
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
I
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
16693
2006–07–15 Thrush Aircraft, Inc. (Type
Certificate Previously Held by Quality
Aerospace, Inc. and Ayres Corporation):
Amendment 39–14542; Docket No.
FAA–2006–23649; Directorate Identifier
2006–CE–08–AD.
Effective Date
(a) This AD becomes effective on April 18,
2006.
Affected ADs
(b) The following lists a history of the ADs
affected by this AD action:
(1) This AD supersedes AD 2003–07–01;
Amendment 39–13097;
(2) AD 2003–07–01 superseded AD 2000–
11–16, Amendment 39–11764;
(3) AD 2000–11–16 superseded AD 97–17–
03, Amendment 39–10195; and
(4) AD 97–17–03 superseded AD 97–13–11,
Amendment 39–10071.
Applicability
[Amended]
2. The FAA amends § 39.13 by
removing Airworthiness Directive (AD)
2003–07–01, Amendment 39–13097 (68
FR 15653, datee April 1, 2003), and by
adding a new AD to read as follows:
I
(c) This AD affects the following airplane
models and serial numbers that are
certificated in any category. The table also
identifies the group that each airplane
belongs in when determining inspection
compliance times:
TABLE 1.—APPLICABILITY AND AIRPLANE GROUPS
Model
(1)
(2)
(3)
(4)
(5)
Serial Nos.
S–2R ........................................................
S2R–G1 ....................................................
S2R–R1820 ..............................................
S2R–T15 ..................................................
S2R–T34 ..................................................
(6) S2R–G10 ..................................................
(7) S2R–G5 ....................................................
(8) S2R–G6 ....................................................
(9) S2RHG–T65 .............................................
(10) S2R–R1820 ............................................
(11) S2R–T34 ................................................
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(12)
(13)
(14)
(15)
(16)
(17)
(18)
(19)
(20)
(21)
(22)
(23)
(24)
(25)
(26)
(27)
(28)
(29)
S2R–T45 ................................................
S2R–T65 ................................................
600 S2D .................................................
S–2R ......................................................
S2R–R1340 ............................................
S2R–R3S ...............................................
S2R–T11 ................................................
S2R–G1 ..................................................
S2R–G10 ................................................
S2R–T34 ................................................
S2R–G1 ..................................................
S2R–G10 ................................................
S2R–G6 ..................................................
S2RHG–T34 ...........................................
S2R–T15 ................................................
S2R–T34 ................................................
S2R–T45 ................................................
S–2R ......................................................
Note 1: The serial numbers of the Model
S2R–T15 airplanes could incorporate T15–
xxx and T27–xxx (xxx is the variable for any
of the serial numbers beginning with T15–
and
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Group
5000R through 5100R, except 5010R, 5031R, 5038R, 5047R, and 5085R ........................
G1–101 through G1–106 ......................................................................................................
R1820–001 through R1820–035 ...........................................................................................
T15–001 through T15–033 ...................................................................................................
6000R through 6049R, T34–001 through T34–143, T34–145, T34–147 through T34–167,
T34–171, T34–180, and T34–181.
G10–101 through G10–136, G10–138, G10–140, and G10–141 ........................................
G5–101 through G5–105 ......................................................................................................
G6–101 through G6–147 ......................................................................................................
T65–002 through T65–018 ...................................................................................................
R1820–036 ............................................................................................................................
T34–144, T34–146, T34–168, T34–169, T34–172 through T34–179, and T34–189
through T34–232, and T34–234.
T45–001 through T45–014 ...................................................................................................
T65–001 through T65–018 ...................................................................................................
All serial numbers beginning with 600–1311D .....................................................................
1380R, 1416R through 2592R, 3000R, and 3002R .............................................................
R1340–001 through R1340–035 ...........................................................................................
R3S–001 through R3S–011 ..................................................................................................
T11–001 through T11–005 ...................................................................................................
G1–107, G1–108, and G1–109 ............................................................................................
G10–137, G10–139, and G10–142 ......................................................................................
T34–225, T34–236, T34–237, and T34–238 ........................................................................
G1–110 through G1–115 ......................................................................................................
G10–143 through G10–165 ..................................................................................................
G6–148 through G6–155 ......................................................................................................
T34HG–102 ...........................................................................................................................
T15–034 through T15–040 ...................................................................................................
T34–239 through T34–270 ...................................................................................................
T45–015 ................................................................................................................................
5010R, 5031R, 5038R, 5047R, and 5085R .........................................................................
T27–). This AD applies to both of these serial
number designations as they are both Model
S2R–T15 airplanes.
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Note 2: The serial numbers of the Model
S2R–T34 airplanes could incorporate T34–
xxx, T36–xxx, T41–xxx, or T42–xxx (xxx is
the variable for any of the serial numbers
beginning with T34–, T36–, T41– and
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1
1
1
2
2
2
2
2
2
2
2
3
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4
4
4
5
5
5
5
5
5
5
6
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Federal Register / Vol. 71, No. 64 / Tuesday, April 4, 2006 / Rules and Regulations
T42–). This AD applies to all of these serial
number designations as they are all Model
S2R–T34 airplanes.
Note 3: Any Group 3 airplane that has been
modified with a hopper of a capacity more
than 410 gallons, a piston engine greater than
600 horsepower, or any gas turbine engine,
makes the airplane a Group 1 airplane for the
purposes of this AD. Inspect the airplane at
the Group 1 compliance time specified in
this AD.
Note 4: Group 6 airplanes were originally
manufactured with turbine engines, but were
converted to radial engines. They are now
configured identical to Group 3 airplanes.
Unsafe Condition
(d) This AD is the result of the analysis of
data from 112 cracks found in the last 8 years
on similar design Model 600 S2D and S2R
(S–2R) series airplanes, and FAA’s
determination that an immediate initial
inspection and more frequent repetitive
inspections are necessary to address the
unsafe condition for certain airplanes. We are
issuing this AD to prevent lower wing spar
cap failure caused by undetected fatigue
cracks. Such failure could result in loss of a
wing with consequent loss of airplane
control.
Compliance
(e) To address the problem, do the
following:
(1) If you have already done an inspection
per AD 2003–07–01, identify the number of
hours time-in-service (TIS) since your last
inspection per AD 2003–07–01. You will
need this to establish the inspection interval
for next inspection required by this AD.
(2) Inspect the 1⁄4-inch and 5⁄16-inch bolt
hole areas on each wing lower spar cap for
fatigue cracking using magnetic particle,
ultrasonic, or eddy current procedures. If
Kaplan splice blocks, part number (P/N)
22515–1/–3 or 88–251 per Quality
Aerospace, Inc. Custom Kit No. CK–AG–30,
dated December 6, 2001, are installed,
inspect the three bolt hole areas on each wing
lower spar cap for fatigue cracking using
magnetic particle, ultrasonic, or eddy current
procedures. Use the compliance times listed
in paragraph (e)(3) of this AD for the initial
inspection and the compliance time listed in
paragraphs (e)(5), (e)(6), or (e)(7) of this AD
for the repetitive inspections. The cracks may
emanate from the bolt hole on the face of the
spar cap or they may occur in the shaft of the
hole. You must inspect both of those areas.
(i) If using the magnetic particle method for
the inspection, inspect using the
‘‘Inspection’’ portion of the
‘‘Accomplishment Instructions’’ and ‘‘Lower
Splice Fitting Removal and Installation
Instructions’’ in Ayres Corporation Service
Bulletin No. SB–AG–39, dated September 17,
1996. You must follow American Society for
Testing and Materials E 1444–01, using wet
particles meeting the requirements of the
Society for Automotive Engineers AMS 3046.
CAUTION: You must firmly support the
wings during the inspection to prevent
movement of the spar caps when the splice
blocks are removed. This will allow easier
realignment of the splice block holes and the
holes in the spar cap for bolt insertion.
(ii) The inspection must be done by or
supervised by a Level 2 or Level 3 inspector
certified following the guidelines established
by the American Society for Nondestructive
Testing or MIL–STD–410.
(iii) If using ultrasonic or eddy current
methods for the inspection, a procedure must
be sent to the FAA, Atlanta Aircraft
Certification Office (ACO), for approval
before doing the inspection. Send your
proposed procedure to the FAA, Atlanta
ACO, Attn: Cindy Lorenzen, One Crown
Center, 1895 Phoenix Boulevard, Suite 450,
Atlanta, Georgia 30349. You are not required
to remove the splice block for either the
ultrasonic or eddy current inspections,
unless corrosion is visible.
(iv) If you change the inspection method
used (magnetic particle, ultrasonic, or eddy
current), the TIS intervals for repetitive
inspections are based on the method used for
the last inspection.
(3) If airplanes have not reached the
threshold for the initial inspection required
in AD 2003–07–01, AD 2000–11–16, AD 97–
17–03, or AD 97–13–11, initially inspect
following the wing lower spar cap hours TIS
schedule below or within 50 wing lower spar
cap hours TIS after April 18, 2006 (the
effective date of this AD), whichever occurs
later:
TABLE 2.—INITIAL INSPECTION
Airplane
group
Initially inspect within the
following lower wing spar
cap hours TIS
(i) Group 1 ........
(ii) Group 2 .......
(iii) Group 3 ......
(iv) Group 4 ......
(v) Group 5 .......
(vi) Group 6 ......
2,000 hours TIS.
1,400 hours TIS.
6,400 hours TIS.
2,500 hours TIS.
6,200 hours TIS.
(A) Serial number (S/N)
5010R: 5,530 hours TIS.
(B) S/N 5038R: 5,900
hours TIS.
(C) S/N 5031R: 6,400
hours TIS.
(D) S/N 5047R: 6,400
hours TIS.
(E) S/N 5085R: 6,290
hours TIS.
(4) Airplanes in all groups must meet the
following conditions before doing the
repetitive inspections required in paragraphs
(e)(5), (e)(6), or (e)(7) of this AD:
(i) No cracks have been found previously
on wing spar;
(ii) Small cracks have been repaired
through cold work (or done as an option if
never cracked) per SB–AG–39;
(iii) Small cracks have been repaired by
reaming the 1⁄4-inch bolt hole to 5⁄16 inches
diameter (or done as an option if never
cracked) per Ayres Corporation Custom Kit
No. CK–AG–29, Part I, dated December 23,
1997;
(iv) Small cracks have been repaired
through previous alternative methods of
compliance (AMOC); or
(v) Small cracks have been repaired by the
installation of Kaplan splice blocks, P/N
22515–1/–3 or 88–251 (or done as an option
if never cracked) per Quality Aerospace, Inc.
Custom Kit No. CK–AG–30, dated December
6, 2001.
(5) Repetitively inspect Groups 1, 2, 3, and
6 airplanes that do not have butterfly plates,
P/N 20211–09 and P/N 20211–11, installed
per Ayres Corporation Custom Kit No. CK–
AG–29, Part II, dated December 23, 1997, and
meet the conditions in paragraph (e)(4) of
this AD. Follow the wing lower spar cap
hours TIS compliance schedule below:
TABLE 3.—REPETITIVE INSPECTIONS FOR AIRPLANE GROUPS 1, 2, 3, AND 6 WITHOUT BUTTERFLY PLATES
rwilkins on PROD1PC63 with RULES
When airplanes accumulate the following hours TIS on the wing lower spar
cap, since the last inspection required in AD 2003–07–01,
Inspect within the following hours TIS
after April 18, 2006 (the effective date
of this AD),
Inspect thereafter at
intervals of . . .
(i) Magnetic particle inspection ............................................................................
(A) 450 or more hours ..................................................................................
(B) 350 through 449 hours TIS .....................................................................
(C) 175 through 349 hours TIS .....................................................................
(D) Less than 175 hours TIS ........................................................................
(ii) Ultrasonic inspection .......................................................................................
(A) 500 or more hours TIS ............................................................................
(B) 400 through 499 hours TIS .....................................................................
(C) 200 through 399 hours TIS .....................................................................
(D) Less than 200 hours TIS ........................................................................
(iii) Eddy Current inspection .................................................................................
(A) 625 or more hours TIS ............................................................................
(B) 500 through 624 hours TIS .....................................................................
(C) 275 through 499 hours TIS .....................................................................
...............................................................
25 hours TIS.
50 hours TIS.
75 hours TIS.
upon accumulating 250 hours TIS.
...............................................................
25 hours TIS.
50 hours TIS.
75 hours TIS.
upon accumulating 275 hours TIS.
350 hours TIS..
25 hours TIS.
50 hours TIS.
75 hours TIS.
250 hours TIS.
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19:18 Apr 03, 2006
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PO 00000
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Fmt 4700
Sfmt 4700
E:\FR\FM\04APR1.SGM
04APR1
275 hours TIS.
Federal Register / Vol. 71, No. 64 / Tuesday, April 4, 2006 / Rules and Regulations
16695
TABLE 3.—REPETITIVE INSPECTIONS FOR AIRPLANE GROUPS 1, 2, 3, AND 6 WITHOUT BUTTERFLY PLATES—Continued
When airplanes accumulate the following hours TIS on the wing lower spar
cap, since the last inspection required in AD 2003–07–01,
(D) Less than 275 hours TIS ........................................................................
(6) Repetitively inspect Groups 1, 2, 3, and
6 airplanes that have butterfly plates, P/N
20211–09 and P/N 20211–11, installed per
Inspect within the following hours TIS
after April 18, 2006 (the effective date
of this AD),
Inspect thereafter at
intervals of . . .
upon accumulating 350 hours TIS.
Ayres Corporation Custom Kit No. CK–AG–
29, Part II, dated December 23, 1997, and
meet the conditions in paragraph (e)(4) of
this AD. Follow the wing lower spar cap
hours TIS compliance schedule below:
TABLE 4.—REPETITIVE INSPECTIONS FOR GROUPS 1, 2, 3, AND 6 WITH BUTTERFLY PLATES
When airplanes accumulate the following hours TIS on the wing lower spar
cap, since the last inspection required in AD 2003–07–01,
Inspect within the following hours TIS
after April 18, 2006 (the effective date
of this AD),
Inspect thereafter at
intervals of . . .
(i) Magnetic particle inspection ............................................................................
(A) 800 or more hours TIS ............................................................................
(B) 650 through 799 hours TIS .....................................................................
(C) 375 through 649 hours TIS .....................................................................
(D) Less than 375 hours TIS ........................................................................
(ii) Ultrasonic inspection .......................................................................................
(A) 825 or more hours TIS ............................................................................
(B) 675 through 824 hours TIS .....................................................................
(C) 400 through 674 hours TIS .....................................................................
(D) Less than 400 hours TIS ........................................................................
(iii) Eddy Current inspection .................................................................................
(A) 1125 or more hours TIS ..........................................................................
(B) 900 through 1124 hours TIS ...................................................................
(C) 550 through 899 hours TIS .....................................................................
(D) Less than 550 hours TIS ........................................................................
...............................................................
25 hours TIS.
50 hours TIS.
75 hours TIS.
upon accumulating 450 hours TIS.
...............................................................
25 hours TIS.
50 hours TIS.
75 hours TIS.
upon accumulating 475 hours TIS.
...............................................................
25 hours TIS.
50 hours TIS.
75 hours TIS.
upon accumulating 625 hours TIS.
450 hours TIS.
(7) Repetitively inspect Groups 4 and 5
airplanes that meet the conditions in
paragraph (e)(4) of this AD. Follow the wing
lower spar cap hours TIS compliance
schedule below:
TABLE 5.—REPETITIVE INSPECTION
FOR GROUPS 4 AND 5
Repetitively inspect at intervals of . . .
(i) Magnetic particle inspection.
(ii) Ultrasonic inspection ....
(iii) Eddy current inspection
rwilkins on PROD1PC63 with RULES
When using the following
inspection methods,
900 hours TIS.
950 hours TIS.
1,250 hours TIS.
Note 5: Groups 4 and 5 airplanes had the
butterfly plates installed at the factory.
(f) If any cracks are found in any inspection
required by this AD, you must repair the
cracks or replace the lower wing spar before
further flight.
(1) Use the cold work process to ream out
small cracks as defined in Ayres Corporation
Service Bulletin No. SB–AG–39, dated
September 17, 1996; or
(2) Ream the 1⁄4-inch bolt holes to 5⁄16
inches diameter as defined in Part I of Ayres
Corporation Custom Kit No. CK–AG–29,
dated December 23, 1997; or
(3) Install Kaplan Splice Blocks as defined
in Quality Aerospace, Inc. Custom Kit No.
CK–AG–30, dated December 6, 2001; or
(4) Replace the affected spar cap in
accordance with the maintenance manual.
VerDate Aug<31>2005
19:18 Apr 03, 2006
Jkt 208001
Note 6: If a crack is found, the reaming
associated with the cold work process may
remove a crack if it is small enough. Some
aircraft owners/operators were issued
alternative methods of compliance with AD
97–17–03 to ream the 1⁄4-inch bolt hole to 5⁄16
inches diameter to remove small cracks.
Ayres Corporation Custom Kit No. CK–AG–
29, Part I, dated December 23, 1997, also
provides procedures to ream the 1⁄4-inch bolt
hole to 5⁄16 inches diameter, which may
remove a small crack. Resizing the holes to
the required size to install a Kaplan splice
block may also remove small cracks. If you
use any of these methods to remove cracks
and the airplane is re-inspected immediately
with no cracks found, you may continue to
follow the repetitive inspection intervals for
your airplane listed in paragraphs (e)(5),
(e)(6), or (e)(7) of this AD.
(g) For all inspection methods (magnetic
particle, ultrasonic, or eddy current), hours
TIS for initial and repetitive inspections
intervals start over when wing spar is
replaced.
(1) If the wings or wing spars were
replaced with new or used wings or wing
spars during the life of the airplane and
logbook records positively show the hours
TIS of the wings or wing spars, then initially
inspect at applicable wing or wing spar times
in paragraph (e)(3) and repetitively inspect at
intervals in paragraphs (e)(5), (e)(6), or (e)(7)
of this AD.
(2) If the wings or wing spars were
replaced with new or used wings or wing
spars during the life of the airplane and
logbook records cannot positively show the
hours TIS of the wings or wing spars, then
PO 00000
Frm 00005
Fmt 4700
Sfmt 4700
475 hours TIS.
625 hours TIS
inspect within 25 hours TIS after April 18,
2006 (the effective date of this AD), unless
already done, and repetitively inspect at
intervals in paragraphs (e)(5), (e)(6), or (e)(7)
of this AD.
(h) Report any cracks you find within 10
days after the cracks are found or within 10
days after April 18, 2006 (the effective date
of this AD), whichever occurs later. Send
your report to Cindy Lorenzen, Aerospace
Engineer, ACE–115A, Atlanta ACO, One
Crown Center, 1895 Phoenix Blvd., Suite
450, Atlanta, GA 30349; telephone: (770)
703–6078; facsimile: (770) 703–6097; e-mail:
cindy.lorenzen@faa.gov. 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. Include in your report the following
information:
(1) Aircraft model and serial number;
(2) Engine model;
(3) Aircraft hours TIS;
(4) Left and right wing lower spar cap
hours TIS;
(5) Hours TIS on the spar cap since last
inspection;
(6) Crack location and size;
(7) Procedure (magnetic particle,
ultrasonic, or eddy current) used for the last
inspection; and
(8) Information on corrective action taken,
whether cold working has been done or
modifications incorporated such as
installation of butterfly plates, and when this
corrective action was taken.
E:\FR\FM\04APR1.SGM
04APR1
16696
Federal Register / Vol. 71, No. 64 / Tuesday, April 4, 2006 / Rules and Regulations
Alternative Methods of Compliance
(AMOCs)
DEPARTMENT OF STATE
(i) The Manager, Atlanta Aircraft
Certification Office, FAA, ATTN: Cindy
Lorenzen, Aerospace Engineer, ACE–115A,
Atlanta Aircraft Certification Office, One
Crown Center, 1895 Phoenix Blvd., Suite
450, Atlanta, GA 30349; telephone: (770)
703–6078; facsimile: (770) 703–6097; e-mail:
cindy.lorenzen@faa.gov; or Mike Cann,
Aerospace Engineer, ACE–117A, Atlanta
Aircraft Certification Office, One Crown
Center, 1895 Phoenix Blvd., Suite 450,
Atlanta, Georgia 30349; telephone: (770) 703–
6038; facsimile: (770) 703–6097; e-mail:
michael.cann@faa.gov, has the authority to
approve AMOCs for this AD, if requested
using the procedures in 14 CFR 39.
(j) AMOCs approved for AD 2003–07–01,
AD 2000–11–16, AD 97–13–11, and/or AD
97–17–03 are approved as AMOCs for this
AD.
22 CFR Part 62
Material Incorporated by Reference
rwilkins on PROD1PC63 with RULES
(k) You must do the actions required by
this AD following the instructions in Ayres
Corporation Service Bulletin No. SB–AG–39,
dated September 17, 1996; Ayres Corporation
Custom Kit No. CK–AG–29, dated December
23, 1997; and Quality Aerospace, Inc. Custom
Kit No. CK–AG–30, dated December 6, 2001.
(1) As of July 25, 2000 (65 FR 36055), the
Director of the Federal Register previously
approved the incorporation by reference of
Ayres Corporation Service Bulletin No. SB–
AG–39, dated September 17, 1996; and Ayres
Corporation Custom Kit No. CK–AG–29,
dated December 23, 1997, in accordance with
5 U.S.C. 552(a) and 1 CFR part 51.
(2) As of May 20, 2003 (68 FR 15653), the
Director of the Federal Register previously
approved the incorporation by reference of
Quality Aerospace, Inc. Custom Kit No. CK–
AG–30, dated December 6, 2001, in
accordance with 5 U.S.C. 552(a) and 1 CFR
part 51.
(3) To get a copy of this service
information, contact Thrush Aircraft, Inc. at
300 Old Pretoria Road, P.O. Box 3149,
Albany, Georgia 31706–3149 or go to https://
www.thrushaircraft.com. To review copies of
this service information, go to the National
Archives and Records Administration
(NARA). For information on the availability
of this material at NARA, go to: https://
www.archives.gov/federal_register/
code_of_federal_regulations/
ibr_locations.html or call (202) 741–6030. To
view the AD docket, go to the Docket
Management Facility; U.S. Department of
Transportation, 400 Seventh Street, SW.,
Nassif Building, Room PL–401, Washington,
DC 20590–001 or on the Internet at https://
dms.dot.gov. The docket number is FAA–
2006–23649; Directorate Identifier 2006–CE–
08–AD.
Issued in Kansas City, Missouri, on March
28, 2006.
David R. Showers,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 06–3162 Filed 4–3–06; 8:45 am]
BILLING CODE 4910–13–P
VerDate Aug<31>2005
17:57 Apr 03, 2006
Jkt 208001
[Public Notice: 5360]
RIN 1400–AC13
Rule Title: Secondary School Student
Exchange Programs
State Department.
Final rule.
AGENCY:
ACTION:
SUMMARY: The Department adopts as
final certain proposed amendments to
existing regulations set forth at 22 CFR
62.25. These amendments require
program sponsors to complete criminal
background checks for officers,
employees, agents, representatives and
volunteers acting on their behalf and
require monthly contact with host
families and students. Also adopted as
final is a requirement that all adult
members of a host family household
undergo a criminal background check. A
requirement to report any allegation of
sexual misconduct to both the
Department and local law enforcement
authorities is also adopted.
DATES: Effective Date: This rule is
effective May 4, 2006.
FOR FURTHER INFORMATION CONTACT:
Stanley S. Colvin, Director, Office of
Exchange Coordination and
Designation, U.S. Department of State,
SA–44, 301 4th Street, SW., Room 734,
Washington, DC 20547; or e-mail at
jexchanges@state.gov.
The
Department of State designates
academic and private sector entities to
conduct educational and cultural
exchange programs pursuant to a broad
grant of authority provided by the
Mutual Educational and Cultural
Exchange Act of 1961, as amended.
Under this authority, some 1,450
program sponsors facilitate the entry of
more than 275,000 exchange
participants each year. Secondary
school students have been a vital
component of these private sector
exchange activities since 1956 and serve
to inform the opinion of foreign youth
of the United States and its people.
The safety and security of these
participants are of paramount
importance to the Department. Although
participants are generally 17 to 18 years
of age, some participants are as young
as 15 and often away from home for the
first time. Given the vulnerable status of
such a population, the Department
proposed certain amendments to
existing regulation through publication
of a proposed rule on August 12, 2005
(70 FR 47152–55), with minor
SUPPLEMENTARY INFORMATION:
PO 00000
Frm 00006
Fmt 4700
Sfmt 4700
correction on August 24, 2005 (70 FR
49595–16). Of the 81 comments
received regarding criminal background
checks, almost all expressed strong
support of the proposal regarding
criminal background or sex offender
checks. Accordingly, all officers,
employees, representatives, agents, and
volunteers acting on the sponsors’
behalf must not only be adequately
trained and supervised but, if they have
direct personal contact with exchange
students, must also pass a criminal
background check. This change is
consistent with requirements that have
been adopted nationwide for volunteers
and employees of organizations serving
youth populations. The Department
concludes that a sufficient network of
local and state mechanisms is now in
place to provide for the convenient and
cost effective vetting of these
individuals.
As a related issue, the Department
adopts a requirement that all adult
members of a prospective host family
also undergo a criminal background
check. The Department proposed that
host family members be vetted through
a sex offender registry maintained by
the state in which the host family
resides. These registries have been
established over the last few years and
are now available in 48 of the 50 states.
Although the registries are easily
accessed and require only the name and
zip code of the individual being vetted,
commenters pointed out that this
information would also be contained in
a criminal background report. Such a
report would be more comprehensive
and would also provide information
regarding violent acts or crimes of moral
turpitude. The Department is persuaded
by the logic of this position and adopts
a criminal background report rather
than sex offender registry requirement.
To further protect student participants,
the Department adopts a requirement
that sponsors provide written
information to each participant
regarding the reporting of sexual abuse
or exploitation. The Department
concludes that such information is well
advised given the youth of the
participants and cross cultural
differences that may contribute to a
reluctance to speak out regarding such
matters.
To provide greater clarity regarding
program eligibility, the Department
proposed amendment of existing
regulations set forth at 62.25(e) to
require that student participants be bona
fide students not more than 18 years
and six months of age as of the program
start date. Numerous comments
questioned the utility of this change and
pointed out that some countries have
E:\FR\FM\04APR1.SGM
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]]>Agencies
[Federal Register Volume 71, Number 64 (Tuesday, April 4, 2006)]
[Rules and Regulations]
[Pages 16691-16696]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 06-3162]
========================================================================
Rules and Regulations
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER 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 50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by the Superintendent of Documents.
Prices of new books are listed in the first FEDERAL REGISTER issue of each
week.
========================================================================
Federal Register / Vol. 71, No. 64 / Tuesday, April 4, 2006 / Rules
and Regulations
[[Page 16691]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2006-23649; Directorate Identifier 2006-CE-08-AD;
Amendment 39-14542; AD 2006-07-15]
RIN 2120-AA64
Airworthiness Directives; Thrush Aircraft, Inc. Model 600 S2D and
S2R (S-2R) Series Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule; request for comments.
-----------------------------------------------------------------------
SUMMARY: The FAA is adopting a new airworthiness directive (AD) to
supersede AD 2003-07-01, which applies to certain Thrush Aircraft, Inc.
Model 600 S2D and S2R (S-2R) series airplanes (type certificate
previously held by Quality Aerospace, Inc. and Ayres Corporation). AD
2003-07-01 currently requires you to repetitively inspect the \1/4\-
inch and \5/16\-inch bolt hole areas on the lower wing spar caps for
fatigue cracking; replace or repair any lower wing spar cap where
fatigue cracking is found; and report any fatigue cracking found. This
AD is the result of the analysis of data from 112 cracks found in the
last 8 years on similar design Model 600 S2D and S2R (S-2R) series
airplanes, and FAA's determination that an immediate initial inspection
and more frequent repetitive inspections are necessary to address the
unsafe condition for certain airplanes. Consequently, this AD would
require you to increase the frequency of the repetitive inspections on
Groups 1, 2, 3, and 6 airplanes; and decrease the hours time-in-service
(TIS) for the initial inspection on Group 2 airplanes. We are issuing
this AD to prevent lower wing spar cap failure caused by undetected
fatigue cracks. Such failure could result in loss of a wing with
consequent loss of airplane control.
DATES: This AD becomes effective on April 18, 2006.
As of July 25, 2000 (65 FR 36055), the Director of the Federal
Register previously approved the incorporation by reference of Ayres
Corporation Service Bulletin No. SB-AG-39, dated September 17, 1996;
and Ayres Corporation Custom Kit No. CK-AG-29, dated December 23, 1997.
As of May 20, 2003 (68 FR 15653), the Director of the Federal
Register previously approved the incorporation by reference of Quality
Aerospace, Inc. Custom Kit No. CK-AG-30, dated December 6, 2001, in
accordance with 5 U.S.C. 552(a) and 1 CFR part 51.
We must receive any comments on this AD by May 16, 2006.
ADDRESSES: Use one of the following to submit comments on this AD:
DOT Docket Web site: Go to https://dms.dot.gov and follow
the instructions for sending your comments electronically.
Government-wide rulemaking Web site: Go to https://
www.regulations.gov and follow the instructions for sending your
comments electronically.
Mail: Docket Management Facility; U.S. Department of
Transportation, 400 Seventh Street, SW., Nassif Building, Room PL-401,
Washington, DC 20590-001.
Fax: 1-202-493-2251.
Hand Delivery: Room PL-401 on the plaza level of the
Nassif Building, 400 Seventh Street, SW., Washington, DC, between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
To get the service information identified in this proposed AD,
contact Thrush Aircraft, Inc. at 300 Old Pretoria Road, PO Box 3149,
Albany, Georgia 31706-3149. You can also find service information on
their Web site at https://www.thrushaircraft.com.
To view the comments to this AD, go to https://dms.dot.gov. The
docket number is FAA-2006-23649; Directorate Identifier 2006-CE-08-AD.
For Further Information Contact One of the Following:
--Cindy Lorenzen, Aerospace Engineer, ACE-115A, Atlanta Aircraft
Certification Office, One Crown Center, 1895 Phoenix Blvd., Suite 450,
Atlanta, Georgia 30349; telephone: (770) 703-6078; facsimile: (770)
703-6097; e-mail: cindy.lorenzen@faa.gov; or
--Mike Cann, Aerospace Engineer, ACE-117A, Atlanta Aircraft
Certification Office, One Crown Center, 1895 Phoenix Blvd., Suite 450,
Atlanta, Georgia 30349; telephone: (770) 703-6038; facsimile: (770)
703-6097; e-mail: michael.cann@faa.gov.
SUPPLEMENTARY INFORMATION:
History of AD Actions
An accident on a Thrush S2R series airplane (type certificate
previously held by Quality Aerospace, Inc. and Ayres Corporation),
where the wing separated from the airplane in flight, caused us to
issue AD 97-13-11, Amendment 39-10071 (62 FR 36978, July 10, 1997). AD
97-13-11 required you to do the following:
--Inspect the \1/4\-inch and \5/16\-inch bolt hole areas on the lower
wing spar caps for fatigue cracking;
--Replace any lower wing spar cap where fatigue cracking is found; and
--Report any fatigue cracking to FAA.
AD 97-17-03, Amendment 39-10195 (62 FR 43926, August 18, 1997)
superseded AD 97-13-11. AD 97-13-11 incorrectly referenced the Model
S2R-R1340 airplanes as Model S2R-1340R. AD 97-17-03 corrected the model
designation and retained the actions of AD 97-13-11.
AD 2000-11-16, Amendment 39-11764 (65 FR 36055, June 7, 2000)
superseded AD 97-17-03. AD 2000-11-16 made the inspections required in
AD 97-17-03 repetitive, added airplanes to the applicability of the AD,
changed the initial compliance time for all airplanes, and arranged the
affected airplanes into six groups based on usage and configuration. AD
2000-11-16 required you to do the following:
--Repetitively inspect the \1/4\-inch and \5/16\-inch bolt hole areas
on the lower wing spar caps for fatigue cracking;
--Replace or repair any lower wing spar cap where fatigue cracking is
found; and
--Report any fatigue cracking to FAA.
AD 2003-07-01, Amendment 39-13097 (68 FR 15653, April 1, 2003)
superseded AD 2000-11-16. AD 2003-07-01 added some airplanes that were
manufactured with a similar design to the applicability table and added
a third repair option.
[[Page 16692]]
Recent Events That Initiated This Current AD Action
AD 2003-07-01 required submitting reports to FAA when any crack was
found on the affected airplanes. Recent FAA analysis of data from those
reports and other historical and statistical data indicate that the
current AD inspections are not completely addressing the unsafe
condition. Specifically, the data indicate a risk that some airplanes
in the Thrush fleet may currently have cracks. The airplanes with
cracks may be unable to meet ultimate strength requirements.
The repetitive inspection interval required by AD 2003-07-01 was
designed to give owners/operators two opportunities to detect a crack
before the critical crack length is reached. The high rate of cracking
in the fleet combined with the industry standard of a 90-percent
probability of detection with the inspection methods used means that
eventually an inspection will not find an existing crack. A completely
severed spar cap was found on one of the affected airplanes. Analysis
indicates a crack existed during the last two repetitive inspections of
that spar cap, but the crack was undetected by the inspections.
Fortunately, the wing remained intact until the crack was found.
This in-service incident correlates with other historical
probability data that indicate there may be cracks in other lower wing
spar caps in the fleet now, and those cracks may go undetected with
current inspection intervals. The FAA used a probability approach when
analyzing the risks from data obtained from reports of 112 lower wing
spar cap cracks found on Model 600 S2D and S2R (S-2R) series airplanes
since 1997. This analysis indicates there is an ever-increasing risk of
another crack being missed during an inspection.
To increase the chances of detecting a crack in the lower wing spar
cap prior to the crack reaching critical length, we are increasing the
frequency of the repetitive inspections on Groups 1, 2, 3, and 6
airplanes and decreasing the hours TIS for the initial inspection on
Group 2 airplanes. These actions are necessary to ensure the continued
airworthiness of Groups 1, 2, 3, and 6 airplanes. There has been one
crack reported on Groups 4 and 5 airplanes; however, this is not enough
statistical data to show an increasing risk for these airplanes at this
time. Until additional information is obtained, we are not changing the
initial inspection times or the repetitive inspection intervals for
Groups 4 and 5 airplanes.
Wing spar cap failure caused by undetected fatigue cracks could
result in loss of a wing with consequent loss of airplane control.
Relevant Service Information
The following service information was included in AD 2003-07-01 and
will remain in effect for this AD:
--Ayres Corporation Service Bulletin No. SB-AG-39, dated September 17,
1996;
--Ayres Corporation Custom Kit No. CK-AG-29, dated December 23, 1997;
and
--Quality Aerospace, Inc. Custom Kit No. CK-AG-30, dated December 6,
2001.
The service information includes procedures for:
--Inspecting the \1/4\-inch and \5/16\-inch bolt hole areas on the
lower wing spar caps for fatigue cracking;
--Reworking the spar cap if a small crack is found in the \1/4\-inch
spar cap hole;
--Replacing the butterfly center splice plate, part number 20211-3,
from the aft surface of the wing spar join area; and
--Installing Kaplan splice blocks that repair small cracks in the \1/
4\-inch and \5/16\-inch bolt holes.
FAA's Determination and Requirements of the AD
We have evaluated all pertinent information and identified an
unsafe condition that is likely to exist or develop on other Thrush
Aircraft, Inc. Model 600 S2D and S2R (S-2R) series airplanes of the
same type design. Therefore, we are issuing this AD to prevent lower
wing spar cap failure caused by undetected fatigue cracks. Such failure
could result in loss of a wing with consequent loss of airplane
control.
This AD supersedes AD 2003-07-01 with a new AD that retains the
actions of the previous AD, but increases the frequency of the
repetitive inspections on Groups 1, 2, 3, and 6 airplanes; and
decreases the hours TIS for the initial inspection on Group 2
airplanes.
In preparing this rule, we contacted type clubs and aircraft
operators to get technical information and information on operational
and economic impacts. We have included a discussion of information that
may have influenced this action in the rulemaking docket.
For any of the affected airplanes that exceed the new repetitive
inspection interval at the effective date of this AD, the compliance
times are graduated based on the increasing risk of the airplanes with
the most hours since their last inspection. Graduated compliance times
will help alleviate overcrowding at inspection facilities while still
addressing the increased risk for airplanes that have accumulated the
most flight hours since the last inspection. We are working with Thrush
to develop a future terminating action.
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 submit any written relevant data,
views, or arguments regarding this AD. Send your comments to an address
listed under ADDRESSES. Include ``Docket No. FAA-2006-23649;
Directorate Identifier 2006-CE-08-AD'' in the subject line of your
comments. If you want us to acknowledge receipt of your mailed
comments, send us a self-addressed, stamped postcard with the docket
number written on it; we will date-stamp your postcard and mail it back
to you. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of the rule that might
suggest a need to modify it. If a person contacts us through a
nonwritten communication, and that contact relates to a substantive
part of this AD, we will summarize the contact and place the summary in
the docket. We will consider all comments received by the closing date
and may amend the AD in light of those comments.
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.
[[Page 16693]]
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 ``AD
Docket FAA-2006-23649; Directorate Identifier 2006-CE-08-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
0
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
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by removing Airworthiness Directive (AD)
2003-07-01, Amendment 39-13097 (68 FR 15653, datee April 1, 2003), and
by adding a new AD to read as follows:
2006-07-15 Thrush Aircraft, Inc. (Type Certificate Previously Held
by Quality Aerospace, Inc. and Ayres Corporation): Amendment 39-
14542; Docket No. FAA-2006-23649; Directorate Identifier 2006-CE-08-
AD.
Effective Date
(a) This AD becomes effective on April 18, 2006.
Affected ADs
(b) The following lists a history of the ADs affected by this AD
action:
(1) This AD supersedes AD 2003-07-01; Amendment 39-13097;
(2) AD 2003-07-01 superseded AD 2000-11-16, Amendment 39-11764;
(3) AD 2000-11-16 superseded AD 97-17-03, Amendment 39-10195;
and
(4) AD 97-17-03 superseded AD 97-13-11, Amendment 39-10071.
Applicability
(c) This AD affects the following airplane models and serial
numbers that are certificated in any category. The table also
identifies the group that each airplane belongs in when determining
inspection compliance times:
Table 1.--Applicability and Airplane Groups
------------------------------------------------------------------------
Model Serial Nos. Group
------------------------------------------------------------------------
(1) S-2R........................... 5000R through 5100R, except 1
5010R, 5031R, 5038R,
5047R, and 5085R.
(2) S2R-G1......................... G1-101 through G1-106...... 1
(3) S2R-R1820...................... R1820-001 through R1820-035 1
(4) S2R-T15........................ T15-001 through T15-033.... 1
(5) S2R-T34........................ 6000R through 6049R, T34- 1
001 through T34-143, T34-
145, T34-147 through T34-
167, T34-171, T34-180, and
T34-181.
(6) S2R-G10........................ G10-101 through G10-136, 2
G10-138, G10-140, and G10-
141.
(7) S2R-G5......................... G5-101 through G5-105...... 2
(8) S2R-G6......................... G6-101 through G6-147...... 2
(9) S2RHG-T65...................... T65-002 through T65-018.... 2
(10) S2R-R1820..................... R1820-036.................. 2
(11) S2R-T34....................... T34-144, T34-146, T34-168, 2
T34-169, T34-172 through
T34-179, and T34-189
through T34-232, and T34-
234.
(12) S2R-T45....................... T45-001 through T45-014.... 2
(13) S2R-T65....................... T65-001 through T65-018.... 2
(14) 600 S2D....................... All serial numbers 3
beginning with 600-1311D.
(15) S-2R.......................... 1380R, 1416R through 2592R, 3
3000R, and 3002R.
(16) S2R-R1340..................... R1340-001 through R1340-035 3
(17) S2R-R3S....................... R3S-001 through R3S-011.... 3
(18) S2R-T11....................... T11-001 through T11-005.... 3
(19) S2R-G1........................ G1-107, G1-108, and G1-109. 4
(20) S2R-G10....................... G10-137, G10-139, and G10- 4
142.
(21) S2R-T34....................... T34-225, T34-236, T34-237, 4
and T34-238.
(22) S2R-G1........................ G1-110 through G1-115...... 5
(23) S2R-G10....................... G10-143 through G10-165.... 5
(24) S2R-G6........................ G6-148 through G6-155...... 5
(25) S2RHG-T34..................... T34HG-102.................. 5
(26) S2R-T15....................... T15-034 through T15-040.... 5
(27) S2R-T34....................... T34-239 through T34-270.... 5
(28) S2R-T45....................... T45-015.................... 5
(29) S-2R.......................... 5010R, 5031R, 5038R, 5047R, 6
and 5085R.
------------------------------------------------------------------------
Note 1: The serial numbers of the Model S2R-T15 airplanes could
incorporate T15-xxx and T27-xxx (xxx is the variable for any of the
serial numbers beginning with T15- and T27-). This AD applies to
both of these serial number designations as they are both Model S2R-
T15 airplanes.
Note 2: The serial numbers of the Model S2R-T34 airplanes could
incorporate T34-xxx, T36-xxx, T41-xxx, or T42-xxx (xxx is the
variable for any of the serial numbers beginning with T34-, T36-,
T41- and
[[Page 16694]]
T42-). This AD applies to all of these serial number designations as
they are all Model S2R-T34 airplanes.
Note 3: Any Group 3 airplane that has been modified with a
hopper of a capacity more than 410 gallons, a piston engine greater
than 600 horsepower, or any gas turbine engine, makes the airplane a
Group 1 airplane for the purposes of this AD. Inspect the airplane
at the Group 1 compliance time specified in this AD.
Note 4: Group 6 airplanes were originally manufactured with
turbine engines, but were converted to radial engines. They are now
configured identical to Group 3 airplanes.
Unsafe Condition
(d) This AD is the result of the analysis of data from 112
cracks found in the last 8 years on similar design Model 600 S2D and
S2R (S-2R) series airplanes, and FAA's determination that an
immediate initial inspection and more frequent repetitive
inspections are necessary to address the unsafe condition for
certain airplanes. We are issuing this AD to prevent lower wing spar
cap failure caused by undetected fatigue cracks. Such failure could
result in loss of a wing with consequent loss of airplane control.
Compliance
(e) To address the problem, do the following:
(1) If you have already done an inspection per AD 2003-07-01,
identify the number of hours time-in-service (TIS) since your last
inspection per AD 2003-07-01. You will need this to establish the
inspection interval for next inspection required by this AD.
(2) Inspect the \1/4\-inch and \5/16\-inch bolt hole areas on
each wing lower spar cap for fatigue cracking using magnetic
particle, ultrasonic, or eddy current procedures. If Kaplan splice
blocks, part number (P/N) 22515-1/-3 or 88-251 per Quality
Aerospace, Inc. Custom Kit No. CK-AG-30, dated December 6, 2001, are
installed, inspect the three bolt hole areas on each wing lower spar
cap for fatigue cracking using magnetic particle, ultrasonic, or
eddy current procedures. Use the compliance times listed in
paragraph (e)(3) of this AD for the initial inspection and the
compliance time listed in paragraphs (e)(5), (e)(6), or (e)(7) of
this AD for the repetitive inspections. The cracks may emanate from
the bolt hole on the face of the spar cap or they may occur in the
shaft of the hole. You must inspect both of those areas.
(i) If using the magnetic particle method for the inspection,
inspect using the ``Inspection'' portion of the ``Accomplishment
Instructions'' and ``Lower Splice Fitting Removal and Installation
Instructions'' in Ayres Corporation Service Bulletin No. SB-AG-39,
dated September 17, 1996. You must follow American Society for
Testing and Materials E 1444-01, using wet particles meeting the
requirements of the Society for Automotive Engineers AMS 3046.
CAUTION: You must firmly support the wings during the inspection to
prevent movement of the spar caps when the splice blocks are
removed. This will allow easier realignment of the splice block
holes and the holes in the spar cap for bolt insertion.
(ii) The inspection must be done by or supervised by a Level 2
or Level 3 inspector certified following the guidelines established
by the American Society for Nondestructive Testing or MIL-STD-410.
(iii) If using ultrasonic or eddy current methods for the
inspection, a procedure must be sent to the FAA, Atlanta Aircraft
Certification Office (ACO), for approval before doing the
inspection. Send your proposed procedure to the FAA, Atlanta ACO,
Attn: Cindy Lorenzen, One Crown Center, 1895 Phoenix Boulevard,
Suite 450, Atlanta, Georgia 30349. You are not required to remove
the splice block for either the ultrasonic or eddy current
inspections, unless corrosion is visible.
(iv) If you change the inspection method used (magnetic
particle, ultrasonic, or eddy current), the TIS intervals for
repetitive inspections are based on the method used for the last
inspection.
(3) If airplanes have not reached the threshold for the initial
inspection required in AD 2003-07-01, AD 2000-11-16, AD 97-17-03, or
AD 97-13-11, initially inspect following the wing lower spar cap
hours TIS schedule below or within 50 wing lower spar cap hours TIS
after April 18, 2006 (the effective date of this AD), whichever
occurs later:
Table 2.--Initial Inspection
------------------------------------------------------------------------
Initially inspect within the
Airplane group following lower wing spar cap
hours TIS
------------------------------------------------------------------------
(i) Group 1........................... 2,000 hours TIS.
(ii) Group 2.......................... 1,400 hours TIS.
(iii) Group 3......................... 6,400 hours TIS.
(iv) Group 4.......................... 2,500 hours TIS.
(v) Group 5........................... 6,200 hours TIS.
(vi) Group 6.......................... (A) Serial number (S/N) 5010R:
5,530 hours TIS.
(B) S/N 5038R: 5,900 hours TIS.
(C) S/N 5031R: 6,400 hours TIS.
(D) S/N 5047R: 6,400 hours TIS.
(E) S/N 5085R: 6,290 hours TIS.
------------------------------------------------------------------------
(4) Airplanes in all groups must meet the following conditions
before doing the repetitive inspections required in paragraphs
(e)(5), (e)(6), or (e)(7) of this AD:
(i) No cracks have been found previously on wing spar;
(ii) Small cracks have been repaired through cold work (or done
as an option if never cracked) per SB-AG-39;
(iii) Small cracks have been repaired by reaming the \1/4\-inch
bolt hole to \5/16\ inches diameter (or done as an option if never
cracked) per Ayres Corporation Custom Kit No. CK-AG-29, Part I,
dated December 23, 1997;
(iv) Small cracks have been repaired through previous
alternative methods of compliance (AMOC); or
(v) Small cracks have been repaired by the installation of
Kaplan splice blocks, P/N 22515-1/-3 or 88-251 (or done as an option
if never cracked) per Quality Aerospace, Inc. Custom Kit No. CK-AG-
30, dated December 6, 2001.
(5) Repetitively inspect Groups 1, 2, 3, and 6 airplanes that do
not have butterfly plates, P/N 20211-09 and P/N 20211-11, installed
per Ayres Corporation Custom Kit No. CK-AG-29, Part II, dated
December 23, 1997, and meet the conditions in paragraph (e)(4) of
this AD. Follow the wing lower spar cap hours TIS compliance
schedule below:
Table 3.--Repetitive Inspections for Airplane Groups 1, 2, 3, and 6 Without Butterfly Plates
----------------------------------------------------------------------------------------------------------------
When airplanes accumulate the following Inspect within the following
hours TIS on the wing lower spar cap, hours TIS after April 18, Inspect thereafter at intervals of . .
since the last inspection required in AD 2006 (the effective date of .
2003-07-01, this AD),
----------------------------------------------------------------------------------------------------------------
(i) Magnetic particle inspection......... ............................ 250 hours TIS.
(A) 450 or more hours................ 25 hours TIS...............
(B) 350 through 449 hours TIS........ 50 hours TIS................
(C) 175 through 349 hours TIS........ 75 hours TIS................
(D) Less than 175 hours TIS.......... upon accumulating 250 hours
TIS.
(ii) Ultrasonic inspection............... ............................ 275 hours TIS.
(A) 500 or more hours TIS............ 25 hours TIS................
(B) 400 through 499 hours TIS........ 50 hours TIS................
(C) 200 through 399 hours TIS........ 75 hours TIS................
(D) Less than 200 hours TIS.......... upon accumulating 275 hours
TIS.
(iii) Eddy Current inspection............ 350 hours TIS...............
(A) 625 or more hours TIS............ 25 hours TIS................
(B) 500 through 624 hours TIS........ 50 hours TIS................
(C) 275 through 499 hours TIS........ 75 hours TIS................
[[Page 16695]]
(D) Less than 275 hours TIS.......... upon accumulating 350 hours
TIS.
----------------------------------------------------------------------------------------------------------------
(6) Repetitively inspect Groups 1, 2, 3, and 6 airplanes that
have butterfly plates, P/N 20211-09 and P/N 20211-11, installed per
Ayres Corporation Custom Kit No. CK-AG-29, Part II, dated December
23, 1997, and meet the conditions in paragraph (e)(4) of this AD.
Follow the wing lower spar cap hours TIS compliance schedule below:
Table 4.--Repetitive Inspections for Groups 1, 2, 3, and 6 With Butterfly Plates
----------------------------------------------------------------------------------------------------------------
When airplanes accumulate the following Inspect within the following
hours TIS on the wing lower spar cap, hours TIS after April 18, Inspect thereafter at intervals of . .
since the last inspection required in AD 2006 (the effective date of .
2003-07-01, this AD),
----------------------------------------------------------------------------------------------------------------
(i) Magnetic particle inspection......... ............................ 450 hours TIS.
(A) 800 or more hours TIS............ 25 hours TIS................
(B) 650 through 799 hours TIS........ 50 hours TIS................
(C) 375 through 649 hours TIS........ 75 hours TIS................
(D) Less than 375 hours TIS.......... upon accumulating 450 hours
TIS.
(ii) Ultrasonic inspection............... ............................ 475 hours TIS.
(A) 825 or more hours TIS............ 25 hours TIS................
(B) 675 through 824 hours TIS........ 50 hours TIS................
(C) 400 through 674 hours TIS........ 75 hours TIS................
(D) Less than 400 hours TIS.......... upon accumulating 475 hours
TIS.
(iii) Eddy Current inspection............ ............................ 625 hours TIS
(A) 1125 or more hours TIS........... 25 hours TIS................
(B) 900 through 1124 hours TIS....... 50 hours TIS................
(C) 550 through 899 hours TIS........ 75 hours TIS................
(D) Less than 550 hours TIS.......... upon accumulating 625 hours
TIS.
----------------------------------------------------------------------------------------------------------------
(7) Repetitively inspect Groups 4 and 5 airplanes that meet the
conditions in paragraph (e)(4) of this AD. Follow the wing lower
spar cap hours TIS compliance schedule below:
Table 5.--Repetitive Inspection for Groups 4 and 5
------------------------------------------------------------------------
When using the following inspection Repetitively inspect at
methods, intervals of . . .
------------------------------------------------------------------------
(i) Magnetic particle inspection....... 900 hours TIS.
(ii) Ultrasonic inspection............. 950 hours TIS.
(iii) Eddy current inspection.......... 1,250 hours TIS.
------------------------------------------------------------------------
Note 5: Groups 4 and 5 airplanes had the butterfly plates
installed at the factory.
(f) If any cracks are found in any inspection required by this
AD, you must repair the cracks or replace the lower wing spar before
further flight.
(1) Use the cold work process to ream out small cracks as
defined in Ayres Corporation Service Bulletin No. SB-AG-39, dated
September 17, 1996; or
(2) Ream the \1/4\-inch bolt holes to \5/16\ inches diameter as
defined in Part I of Ayres Corporation Custom Kit No. CK-AG-29,
dated December 23, 1997; or
(3) Install Kaplan Splice Blocks as defined in Quality
Aerospace, Inc. Custom Kit No. CK-AG-30, dated December 6, 2001; or
(4) Replace the affected spar cap in accordance with the
maintenance manual.
Note 6: If a crack is found, the reaming associated with the
cold work process may remove a crack if it is small enough. Some
aircraft owners/operators were issued alternative methods of
compliance with AD 97-17-03 to ream the \1/4\-inch bolt hole to \5/
16\ inches diameter to remove small cracks. Ayres Corporation Custom
Kit No. CK-AG-29, Part I, dated December 23, 1997, also provides
procedures to ream the \1/4\-inch bolt hole to \5/16\ inches
diameter, which may remove a small crack. Resizing the holes to the
required size to install a Kaplan splice block may also remove small
cracks. If you use any of these methods to remove cracks and the
airplane is re-inspected immediately with no cracks found, you may
continue to follow the repetitive inspection intervals for your
airplane listed in paragraphs (e)(5), (e)(6), or (e)(7) of this AD.
(g) For all inspection methods (magnetic particle, ultrasonic,
or eddy current), hours TIS for initial and repetitive inspections
intervals start over when wing spar is replaced.
(1) If the wings or wing spars were replaced with new or used
wings or wing spars during the life of the airplane and logbook
records positively show the hours TIS of the wings or wing spars,
then initially inspect at applicable wing or wing spar times in
paragraph (e)(3) and repetitively inspect at intervals in paragraphs
(e)(5), (e)(6), or (e)(7) of this AD.
(2) If the wings or wing spars were replaced with new or used
wings or wing spars during the life of the airplane and logbook
records cannot positively show the hours TIS of the wings or wing
spars, then inspect within 25 hours TIS after April 18, 2006 (the
effective date of this AD), unless already done, and repetitively
inspect at intervals in paragraphs (e)(5), (e)(6), or (e)(7) of this
AD.
(h) Report any cracks you find within 10 days after the cracks
are found or within 10 days after April 18, 2006 (the effective date
of this AD), whichever occurs later. Send your report to Cindy
Lorenzen, Aerospace Engineer, ACE-115A, Atlanta ACO, One Crown
Center, 1895 Phoenix Blvd., Suite 450, Atlanta, GA 30349; telephone:
(770) 703-6078; facsimile: (770) 703-6097; e-mail:
cindy.lorenzen@faa.gov. 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. Include in your report the
following information:
(1) Aircraft model and serial number;
(2) Engine model;
(3) Aircraft hours TIS;
(4) Left and right wing lower spar cap hours TIS;
(5) Hours TIS on the spar cap since last inspection;
(6) Crack location and size;
(7) Procedure (magnetic particle, ultrasonic, or eddy current)
used for the last inspection; and
(8) Information on corrective action taken, whether cold working
has been done or modifications incorporated such as installation of
butterfly plates, and when this corrective action was taken.
[[Page 16696]]
Alternative Methods of Compliance (AMOCs)
(i) The Manager, Atlanta Aircraft Certification Office, FAA,
ATTN: Cindy Lorenzen, Aerospace Engineer, ACE-115A, Atlanta Aircraft
Certification Office, One Crown Center, 1895 Phoenix Blvd., Suite
450, Atlanta, GA 30349; telephone: (770) 703-6078; facsimile: (770)
703-6097; e-mail: cindy.lorenzen@faa.gov; or Mike Cann, Aerospace
Engineer, ACE-117A, Atlanta Aircraft Certification Office, One Crown
Center, 1895 Phoenix Blvd., Suite 450, Atlanta, Georgia 30349;
telephone: (770) 703-6038; facsimile: (770) 703-6097; e-mail:
michael.cann@faa.gov, has the authority to approve AMOCs for this
AD, if requested using the procedures in 14 CFR 39.
(j) AMOCs approved for AD 2003-07-01, AD 2000-11-16, AD 97-13-
11, and/or AD 97-17-03 are approved as AMOCs for this AD.
Material Incorporated by Reference
(k) You must do the actions required by this AD following the
instructions in Ayres Corporation Service Bulletin No. SB-AG-39,
dated September 17, 1996; Ayres Corporation Custom Kit No. CK-AG-29,
dated December 23, 1997; and Quality Aerospace, Inc. Custom Kit No.
CK-AG-30, dated December 6, 2001.
(1) As of July 25, 2000 (65 FR 36055), the Director of the
Federal Register previously approved the incorporation by reference
of Ayres Corporation Service Bulletin No. SB-AG-39, dated September
17, 1996; and Ayres Corporation Custom Kit No. CK-AG-29, dated
December 23, 1997, in accordance with 5 U.S.C. 552(a) and 1 CFR part
51.
(2) As of May 20, 2003 (68 FR 15653), the Director of the
Federal Register previously approved the incorporation by reference
of Quality Aerospace, Inc. Custom Kit No. CK-AG-30, dated December
6, 2001, in accordance with 5 U.S.C. 552(a) and 1 CFR part 51.
(3) To get a copy of this service information, contact Thrush
Aircraft, Inc. at 300 Old Pretoria Road, P.O. Box 3149, Albany,
Georgia 31706-3149 or go to https://www.thrushaircraft.com. To review
copies of this service information, go to the National Archives and
Records Administration (NARA). For information on the availability
of this material at NARA, go to: https://www.archives.gov/federal_
register/code_of_federal_regulations/ibr_locations.html or call
(202) 741-6030. To view the AD docket, go to the Docket Management
Facility; U.S. Department of Transportation, 400 Seventh Street,
SW., Nassif Building, Room PL-401, Washington, DC 20590-001 or on
the Internet at https://dms.dot.gov. The docket number is FAA-2006-
23649; Directorate Identifier 2006-CE-08-AD.
Issued in Kansas City, Missouri, on March 28, 2006.
David R. Showers,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 06-3162 Filed 4-3-06; 8:45 am]
BILLING CODE 4910-13-P
