Airworthiness Directives; Cessna Aircraft Company Models 172R, 172S, 182S, 182T, T182T, 206H, and T206H Airplanes, 10049-10052 [E7-3834]
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Federal Register / Vol. 72, No. 44 / Wednesday, March 7, 2007 / Rules and Regulations
determined that the rule is not a ‘‘major
rule,’’ as defined by 5 U.S.C. 804(2).
J. Review Under the Treasury and
General Government Appropriations
Act, 2001
Section 515 of the Treasury and
General Government Appropriations
Act, 2001 (44 U.S.C. 3516 note) requires
agencies to review most disseminations
of information to the public under
guidelines established by each agency
pursuant to general guidelines issued by
the Office of Management and Budget
(OMB). OMB’s guidelines were
published at 67 FR 8452 (February 22,
2002); DOE’s guidelines were published
at 67 FR 62446 (October 7, 2002). DOE
has reviewed today’s notice under the
OMB and DOE guidelines and has
concluded that it is consistent with
applicable policies in those guidelines.
IV. Approval of the Office of the
Secretary
The Secretary of Energy has approved
publication of today’s final rule.
Issued in Washington, DC, on February 28,
2007.
Alexander A. Karsner,
Assistant Secretary, Energy Efficiency and
Renewable Energy.
[FR Doc. E7–3819 Filed 3–6–07; 8:45 am]
BILLING CODE 6450–01–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
Executive Order 13211, ‘‘Actions
Concerning Regulations That
Significantly Affect Energy Supply,
Distribution, or Use,’’ 66 FR 28355 (May
22, 2001) requires Federal agencies to
prepare and submit to the Office of
Information and Regulatory Affairs
(OIRA), Office of Management and
Budget, a Statement of Energy Effects for
any proposed significant energy action.
A ‘‘significant energy action’’ is defined
as any action by an agency that
promulgated or is expected to lead to
promulgation of a final rule, and that:
(1) Is a significant regulatory action
under Executive Order 12866, or any
successor order; and (2) is likely to have
a significant adverse effect on the
supply, distribution, or use of energy; or
(3) is designated by the Administrator of
OIRA as a significant energy action. For
any proposed significant energy action,
the agency must give a detailed
statement of any adverse effects on
energy supply, distribution, or use if the
proposal were implemented, and of
reasonable alternatives to the action and
their expected benefits on energy
supply, distribution, and use. This final
rule is not a significant regulatory action
under Executive Order 12866 or any
successor order, and because DOE is
imposing no requirements in this final
rule, it will not have a significant
adverse effect on supply, distribution, or
use of energy, and has not been
designated by the Administrator of
OIRA as a significant energy action.
Accordingly, DOE has not prepared a
Statement of Energy Effects.
sroberts on PROD1PC70 with RULES
K. Review Under Executive Order 13211
[Docket No. FAA–2006–25261; Directorate
Identifier 2006–CE–38–AD; Amendment 39–
14971; AD 2007–05–10]
L. Congressional Notification
As required by 5 U.S.C. 801, DOE will
report to Congress on the promulgation
of this rule prior to its effective date.
The report will state that it has been
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Airworthiness Directives; Cessna
Aircraft Company Models 172R, 172S,
182S, 182T, T182T, 206H, and T206H
Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
SUMMARY: The FAA adopts a new
airworthiness directive (AD) for certain
Cessna Aircraft Company (Cessna)
Models 172R, 172S, 182S, 182T, T182T,
206H, and T206H airplanes. This AD
requires you to install Modification Kit
MK172–25–10C or a steel lock rod/bar
on both crew seat back cylinder lock
assemblies. If a steel lock rod/bar has
already been installed on the crew seat
back cylinder lock assembly, no further
action is required. If you have already
installed Modification Kit MK172–25–
10A or MK172–25–10B, this AD
requires you to do an installation
inspection and correct any
discrepancies found. This AD results
from reports of the crew seat back
cylinder lock assembly failing at the aft
end and other cylinder lock assemblies
found cracked. We are issuing this AD
to prevent the crew seat back cylinder
lock assembly from bending, cracking,
or failing. This failure could cause
uncontrolled movement of the seat back,
resulting in possible backward collapse
during flight. Backward collapse of
either crew seat back could result in an
abrupt pitch-up if the affected crew
member continues to hold on to the
control yoke during this failure and
could cause difficulty in exiting the
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10049
airplane from an aft passenger seat after
landing.
DATES: This AD becomes effective on
April 11, 2007.
As of April 11, 2007, the Director of
the Federal Register approved the
incorporation by reference of certain
publications listed in the regulation.
ADDRESSES: To get the service
information identified in this AD,
contact Cessna Aircraft Company,
Product Support, P.O. Box 7706,
Wichita, KS 67277; telephone: (316)
517–5800; fax: (316) 942–9006.
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–2006–25261; Directorate Identifier
2006–CE–38–AD.
FOR FURTHER INFORMATION CONTACT: Gary
Park, Aerospace Engineer, FAA, Wichita
Aircraft Certification Office, 1801
Airport Road, Mid-Continent Airport,
Wichita, Kansas 67209; telephone: (316)
946–4123; facsimile: (316) 946–4107.
SUPPLEMENTARY INFORMATION:
Discussion
On August 3, 2006, we issued a
proposal to amend part 39 of the Federal
Aviation Regulations (14 CFR part 39) to
include an AD that would apply to
certain Cessna Models 172R, 172S,
182S, 182T, T182T, 206H, and T206H
airplanes. This proposal was published
in the Federal Register as a notice of
proposed rulemaking (NPRM) on
August 9, 2006 (71 FR 45454). The
NPRM proposed to require you to install
a modification kit on both crew seat
back cylinder lock assemblies, which
replaces the cylinder lock with a new
model cylinder lock, or install a steel
lock rod/bar on both crew seat back
cylinder lock assemblies. The NPRM
also proposed to require you to do an
installation inspection on previously
installed modification kits and correct
any discrepancies found.
Comments
We provided the public the
opportunity to participate in developing
this AD. The following presents the
comments received on the proposal and
FAA’s response to each comment:
Comment Issue No. 1: Need AD To
Resolve Crew Seat Problem
Michael A. Zaite states that having
flown a number of Cessna airplanes, he
has experienced this problem first hand
and supports the AD.
The Cessna Pilots Association (CPA)
also supports the AD. The CPA states
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Federal Register / Vol. 72, No. 44 / Wednesday, March 7, 2007 / Rules and Regulations
one of two methods can permanently
resolve the issue. Installing a solid bar
thereby preventing any further aft
movement of the seat back or installing
Modification Kit MK172–25–10C are
both acceptable solutions for the
collapsing seat back issue.
We agree with Mr. Zaite and the CPA.
Both of these methods are allowable in
the AD. We are not changing the final
rule AD action.
Comment Issue No. 2: Publish the
Manufacturer Service Information
Jack Buster with the Modification and
Replacement Parts Association
(MARPA) provides comments on the AD
process pertaining to how the FAA
addresses publishing manufacturer
service information as part of a
proposed AD action. The commenter
states that the proposed rule attempts to
require compliance with a public law by
reference to a private writing (as
referenced in paragraph (e) of the
proposed AD). The commenter would
like the FAA to incorporate by reference
(IBR) the Cessna service bulletins.
We agree with Mr. Buster. However,
we do not IBR any document in a
proposed AD action, instead we IBR the
document in the final rule. Since we are
issuing the proposal as a final rule AD
action, Cessna Single Engine Service
Bulletin SB04–25–01, Revision 4, dated
December 26, 2006, Cessna Single
Engine Service Bulletin SB04–25–02,
Revision 1, dated October 17, 2005, and
Cessna Single Engine Service Bulletin
SB04–25–02, Revision 2, dated June 5,
2006, are incorporated by reference.
Comment Issue No. 3: Availability of
IBR Documents in the Docket
Management System (DMS)
Mr. Buster requests IBR documents be
made available to the public by
publication in the Federal Register or in
the DMS.
We are currently reviewing issues
surrounding the posting of service
bulletins in the Department of
Transportation’s DMS as part of the AD
docket. Once we have thoroughly
examined all aspects of this issue and
have made a final determination, we
will consider whether our current
practice needs to be revised.
Comment Issue No. 4: Could the Seats
Be Installed on Other Cessna Model
Airplanes
The International Cessna 170
Association states a concern that the
affected seats may be installed on other
airplanes. Many operators of Cessna
airplanes find seats of later models
desirable due to features subsequently
added by manufacturers, i.e., recline/
height-adjustment/mechanisms. The
commenter also states that these seats
usually have similar, if not identical,
attachment to floor tracks and airframes;
therefore, the possibility exists for
installing the seats from the same
manufacturer on other models of
airplanes. These models may include
Cessna 170, 170A, and 170B airplanes.
The commenter requests the
applicability of the AD be specific to the
crew seat model/part-number and not
the airplane models.
Although it may be possible to install
these seats on other Cessna airplane
models, we are not aware of any such
installations. In addition, the
modification to the seat rails and other
airplane configuration changes that
would be required to install these seats
would make any installation unlikely.
We will continue to monitor this
situation and, if we receive information
from owner/operators indicating these
seats are being installed on other
airplanes, we will consider additional
rulemaking on this subject.
We are not changing the final rule AD
action based on this comment.
Comment Issue No. 5: Incorporate
Revised Service Information
Cessna Aircraft Company states that
reports of five additional seat back
failures have been received since
issuing Service Bulletin SB04–25–01,
Revision 3, dated July 24, 2006.
It was also determined that
incorporating Modification Kit MK172–
25–10B on Models 206H and T206H
airplanes equipped with an optional
Keith Products, L.P. air conditioner
system (installed in accordance with
Supplemental Type Certificate
SA10144SC) was impossible.
Cessna has issued Revision 4 to
Service Bulletin SB04–25–01, dated
December 26, 2006, which incorporates
Modification Kit MK172–25–10C to
address this issue.
We are changing the final rule AD
action to incorporate Cessna Single
Engine Service Bulletin SB04–25–01,
Revision 4, dated December 26, 2006,
which references Modification Kit
MK172–25–10C.
Conclusion
We have carefully reviewed the
available data and determined that air
safety and the public interest require
adopting the AD as proposed except for
minor editorial corrections. We have
determined that these minor
corrections:
• Are consistent with the intent that
was proposed in the NPRM for
correcting the unsafe condition; and
• Do not add any additional burden
upon the public than was already
proposed in the NPRM.
Costs of Compliance
We estimate that this AD will affect
4,039 airplanes in the U.S. registry. We
provide below total fleet costs for both
the modification and the steel lock rod/
bar installation; however, only one of
these actions will be required.
We estimate the following costs to do
the installation of the modification kit:
Total cost
per airplane
for both
seats
Parts cost for both seats
3.5 work-hours × $80 per hour = $280 for each modification kit.
sroberts on PROD1PC70 with RULES
Labor cost
$590 for each modification kit. One modification kit required for each airplane. Total parts cost for both
seats is $590.
We estimate the following costs to do
the fabrication and installation of a steel
lock rod/bar:
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$870
Total cost
on U.S.
operators
$3,513,930
10051
Federal Register / Vol. 72, No. 44 / Wednesday, March 7, 2007 / Rules and Regulations
Labor cost
Parts cost for both seats
1.5 work-hours × $80 per hour = $120 for each crew seat. Total labor cost for both
seats is $240.
Not applicable .....................
We estimate the following costs to do
the installation inspection on airplanes
Total cost
per airplane
for both
seats
$240
$969,360
that have Modification Kit MK172–25–
10A or MK172–25–10B installed:
Labor cost
Parts cost for both seats
1 work-hour × $80 per hour = $80 for both crew seats ...................................................................
Total cost
per airplane
for both
seats
Not applicable ...........................
We have no method of determining
the number of airplanes that may have
Modification Kit MK172–25–10A or
MK172–25–10B previously installed.
Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
Section 106 describes the authority of
the FAA Administrator. Subtitle VII,
Aviation Programs, describes in more
detail the scope of the agency’s
authority.
We are issuing this rulemaking under
the authority described in Subtitle VII,
Part A, Subpart III, Section 44701,
‘‘General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this AD.
Regulatory Findings
We have determined that this AD will
not have federalism implications under
Executive Order 13132. This AD will
not have a substantial direct effect on
the States, on the relationship between
the national government and the States,
or on the distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that this AD:
1. Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
sroberts on PROD1PC70 with RULES
Total cost
on U.S.
operators
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2. Is not a ‘‘significant rule’’ under the
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979); and
3. Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
We prepared a summary of the costs
to comply with this AD (and other
information as included in the
Regulatory Evaluation) and placed it in
the AD Docket. You may get a copy of
this summary by sending a request to us
at the address listed under ADDRESSES.
Include ‘‘Docket No. FAA–2006–25261;
Directorate Identifier 2006-CE–38-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
[Amended]
$80
Effective Date
(a) This AD becomes effective on April 11,
2007.
Affected ADs
(b) None.
Applicability
(c) This AD affects the following airplane
models and serial numbers that are
certificated in any category:
Model
172R ......
172S ......
182S ......
182T .......
T182T ....
206H ......
T206H ....
Serial Nos.
17280001 through 17281262.
172S8001 through 172S9994.
18280001 through 18280944.
18280945 through 18281701.
T18208001 through T18208453.
20608001 through 20608250.
T20608001 through T20608570.
Unsafe Condition
(d) This AD results from reports of the
crew seat back cylinder lock assembly failing
at the aft end area and other cylinder lock
assemblies found cracked. The actions
specified in this AD are intended to prevent
the crew seat cylinder lock assembly from
bending, cracking, or failing. This failure
could cause uncontrolled movement of the
seat back, resulting in possible backward
collapse during flight. Backward collapse of
either crew seat back could result in an
abrupt pitch-up if the affected crew member
continues to hold on to the control yoke
during this failure and could cause difficulty
in exiting the airplane from an aft passenger
seat after landing.
I
Compliance
2007–05–10 Cessna Aircraft Company:
Amendment 39–14971; Docket No.
FAA–2006–25261; Directorate Identifier
2006–CE–38–AD.
(e) To address this problem, you must do
the following, unless already done:
(1) Airplanes that do not have Modification
Kit MK172–25–10A or Modification Kit
MK172–25–10B installed:
2. FAA amends § 39.13 by adding a
new AD to read as follows:
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Federal Register / Vol. 72, No. 44 / Wednesday, March 7, 2007 / Rules and Regulations
Actions
Compliance
For each crew seat (pilot and copilot), install
Modification Kit MK172–25–10C or fabricate
and install a steel lock rod/bar.
Procedures
For airplanes that have over 1,000 hours Follow Cessna Single Engine Service Bulletin
time-in-service (TIS) on the effective date of
SB04–25–01, Revision 4, dated December
this AD: do the action within the next 4
26, 2006, for installing Modification Kit
months after April 11, 2007 (the effective
MK172–25–10C. Follow Cessna Single Endate of this AD).
gine Service Bulletin SB04–25–02, Revision
For airplanes that have from 501 to 1,000
1, dated October 17, 2005, or Revision 2,
hours TIS on the effective date of this AD:
dated June 5, 2006, for fabricating and indo the action within the next 8 months after
stalling a steel lock rod/bar.
April 11, 2007 (the effective date of this AD).
For airplanes that have from 0 to 500 hours
TIS on the effective date of this AD: do the
action within the next 12 months after April
11, 2007 (the effective date of this AD).
(2) Airplanes that have Modification Kit
MK172–25–10A or Modification Kit MK172–
25–10B installed:
Action
Compliance
Procedures
(i) For each crew seat (pilot and copilot), do an
installation inspection.
Within the next 30 days after April 11, 2007
(the effective date of this AD).
(ii) If you do not find any discrepancies during
the inspection required in paragraph (e)(2)(i)
of this AD, make a log book entry showing
compliance with this AD and no further action
is required.
(iii) If you find discrepancies during the inspection required in paragraph (e)(2)(i) of this AD,
make all necessary corrective actions.
Before further flight after the inspection required in paragraph (e)(2)(i) of this AD.
Follow Cessna Single Engine Service Bulletin
SB04–25–01, Revision 4, dated December
26, 2006.
Follow Cessna Single Engine Service Bulletin
SB04–25–01, Revision 4, dated December
26, 2006.
Note: Although not required for the
airplanes affected by this AD, you may
replace the steel lock rod/bar with
Modification Kit MK172–25–10C.
sroberts on PROD1PC70 with RULES
Alternative Methods of Compliance
(AMOCs)
(f) The Manager, Wichita Aircraft
Certification Office, FAA, ATTN: Gary Park,
Aerospace Engineer, 1801 Airport Road, MidContinent Airport, Wichita, Kansas 67209;
telephone: (316) 946–4123; facsimile: (316)
946–4107, has the authority to approve
AMOCs for this AD, if requested using the
procedures found in 14 CFR 39.19.
Material Incorporated by Reference
(g) You must use Cessna Single Engine
Service Bulletin SB04–25–01, Revision 4,
dated December 26, 2006; and Cessna Single
Engine Service Bulletin SB04–25–02,
Revision 1, dated October 17, 2005, or
Revision 2, dated June 5, 2006, to do the
actions required by this AD, unless the AD
specifies otherwise.
(1) The Director of the Federal Register
approved the incorporation by reference of
this service information under 5 U.S.C.
552(a) and 1 CFR part 51.
(2) For service information identified in
this AD, contact Cessna Aircraft Company,
Product Support, P.O. Box 7706, Wichita, KS
67277; telephone: (316) 517–5800; fax: (316)
942–9006.
(3) You may review copies at the FAA,
Central Region, Office of the Regional
Counsel, 901 Locust, Kansas City, Missouri
64106; or at the National Archives and
Records Administration (NARA). For
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15:48 Mar 06, 2007
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Before further flight after the inspection required in paragraph (e)(2)(i) of this AD.
information on the availability of this
material at NARA, call 202–741–6030, or go
to: https://www.archives.gov/federal_register/
code_of_federal_regulations/
ibr_locations.html.
Issued in Kansas City, Missouri, on
February 26, 2007.
Kim Smith,
Manager, Small Airplane Directorate, Aircraft
Certification Service.
[FR Doc. E7–3834 Filed 3–6–07; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2006–26693 Directorate
Identifier 2006–CE–90–AD; Amendment 39–
14970; AD 2007–05–09]
RIN 2120–AA64
Airworthiness Directives; REIMS
AVIATION S.A. Model F406 Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
SUMMARY: We are adopting a new
airworthiness directive (AD) for the
products listed above. This AD results
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Follow Cessna Single Engine Service Bulletin
SB04–25–01, Revision 4, dated December
26, 2006.
from mandatory continuing
airworthiness information (MCAI)
issued by an aviation authority of
another country to identify and correct
an unsafe condition on an aviation
product. The MCAI describes the unsafe
condition as:
This AD is issued following a nose landing
gear collapse during takeoff roll. Several
expertises proved that the locking device of
the Nose Landing Gear (NLG) actuator rod
was on several F406 airplanes not
conforming with the installation approved by
the manufacturer.
There were two different landing gear
actuator designs installed on the Model
F406 airplanes (Teijin Seiki and
Cessna). The actuators used different
locking devices to retain the spherical
rod-end to the actuator rod. Use of the
incorrect locking device could allow the
spherical rod-end to disconnect from
the actuator rod. We are issuing this AD
to require actions to correct the unsafe
condition on these products.
DATES: This AD becomes effective April
11, 2007.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in this AD
as of April 11, 2007.
ADDRESSES: You may examine the AD
docket on the Internet at https://
dms.dot.gov or in person at the Docket
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]]>Agencies
[Federal Register Volume 72, Number 44 (Wednesday, March 7, 2007)]
[Rules and Regulations]
[Pages 10049-10052]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E7-3834]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2006-25261; Directorate Identifier 2006-CE-38-AD;
Amendment 39-14971; AD 2007-05-10]
RIN 2120-AA64
Airworthiness Directives; Cessna Aircraft Company Models 172R,
172S, 182S, 182T, T182T, 206H, and T206H Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: The FAA adopts a new airworthiness directive (AD) for certain
Cessna Aircraft Company (Cessna) Models 172R, 172S, 182S, 182T, T182T,
206H, and T206H airplanes. This AD requires you to install Modification
Kit MK172-25-10C or a steel lock rod/bar on both crew seat back
cylinder lock assemblies. If a steel lock rod/bar has already been
installed on the crew seat back cylinder lock assembly, no further
action is required. If you have already installed Modification Kit
MK172-25-10A or MK172-25-10B, this AD requires you to do an
installation inspection and correct any discrepancies found. This AD
results from reports of the crew seat back cylinder lock assembly
failing at the aft end and other cylinder lock assemblies found
cracked. We are issuing this AD to prevent the crew seat back cylinder
lock assembly from bending, cracking, or failing. This failure could
cause uncontrolled movement of the seat back, resulting in possible
backward collapse during flight. Backward collapse of either crew seat
back could result in an abrupt pitch-up if the affected crew member
continues to hold on to the control yoke during this failure and could
cause difficulty in exiting the airplane from an aft passenger seat
after landing.
DATES: This AD becomes effective on April 11, 2007.
As of April 11, 2007, the Director of the Federal Register approved
the incorporation by reference of certain publications listed in the
regulation.
ADDRESSES: To get the service information identified in this AD,
contact Cessna Aircraft Company, Product Support, P.O. Box 7706,
Wichita, KS 67277; telephone: (316) 517-5800; fax: (316) 942-9006.
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-2006-25261; Directorate
Identifier 2006-CE-38-AD.
FOR FURTHER INFORMATION CONTACT: Gary Park, Aerospace Engineer, FAA,
Wichita Aircraft Certification Office, 1801 Airport Road, Mid-Continent
Airport, Wichita, Kansas 67209; telephone: (316) 946-4123; facsimile:
(316) 946-4107.
SUPPLEMENTARY INFORMATION:
Discussion
On August 3, 2006, we issued a proposal to amend part 39 of the
Federal Aviation Regulations (14 CFR part 39) to include an AD that
would apply to certain Cessna Models 172R, 172S, 182S, 182T, T182T,
206H, and T206H airplanes. This proposal was published in the Federal
Register as a notice of proposed rulemaking (NPRM) on August 9, 2006
(71 FR 45454). The NPRM proposed to require you to install a
modification kit on both crew seat back cylinder lock assemblies, which
replaces the cylinder lock with a new model cylinder lock, or install a
steel lock rod/bar on both crew seat back cylinder lock assemblies. The
NPRM also proposed to require you to do an installation inspection on
previously installed modification kits and correct any discrepancies
found.
Comments
We provided the public the opportunity to participate in developing
this AD. The following presents the comments received on the proposal
and FAA's response to each comment:
Comment Issue No. 1: Need AD To Resolve Crew Seat Problem
Michael A. Zaite states that having flown a number of Cessna
airplanes, he has experienced this problem first hand and supports the
AD.
The Cessna Pilots Association (CPA) also supports the AD. The CPA
states
[[Page 10050]]
one of two methods can permanently resolve the issue. Installing a
solid bar thereby preventing any further aft movement of the seat back
or installing Modification Kit MK172-25-10C are both acceptable
solutions for the collapsing seat back issue.
We agree with Mr. Zaite and the CPA. Both of these methods are
allowable in the AD. We are not changing the final rule AD action.
Comment Issue No. 2: Publish the Manufacturer Service Information
Jack Buster with the Modification and Replacement Parts Association
(MARPA) provides comments on the AD process pertaining to how the FAA
addresses publishing manufacturer service information as part of a
proposed AD action. The commenter states that the proposed rule
attempts to require compliance with a public law by reference to a
private writing (as referenced in paragraph (e) of the proposed AD).
The commenter would like the FAA to incorporate by reference (IBR) the
Cessna service bulletins.
We agree with Mr. Buster. However, we do not IBR any document in a
proposed AD action, instead we IBR the document in the final rule.
Since we are issuing the proposal as a final rule AD action, Cessna
Single Engine Service Bulletin SB04-25-01, Revision 4, dated December
26, 2006, Cessna Single Engine Service Bulletin SB04-25-02, Revision 1,
dated October 17, 2005, and Cessna Single Engine Service Bulletin SB04-
25-02, Revision 2, dated June 5, 2006, are incorporated by reference.
Comment Issue No. 3: Availability of IBR Documents in the Docket
Management System (DMS)
Mr. Buster requests IBR documents be made available to the public
by publication in the Federal Register or in the DMS.
We are currently reviewing issues surrounding the posting of
service bulletins in the Department of Transportation's DMS as part of
the AD docket. Once we have thoroughly examined all aspects of this
issue and have made a final determination, we will consider whether our
current practice needs to be revised.
Comment Issue No. 4: Could the Seats Be Installed on Other Cessna Model
Airplanes
The International Cessna 170 Association states a concern that the
affected seats may be installed on other airplanes. Many operators of
Cessna airplanes find seats of later models desirable due to features
subsequently added by manufacturers, i.e., recline/height-adjustment/
mechanisms. The commenter also states that these seats usually have
similar, if not identical, attachment to floor tracks and airframes;
therefore, the possibility exists for installing the seats from the
same manufacturer on other models of airplanes. These models may
include Cessna 170, 170A, and 170B airplanes.
The commenter requests the applicability of the AD be specific to
the crew seat model/part-number and not the airplane models.
Although it may be possible to install these seats on other Cessna
airplane models, we are not aware of any such installations. In
addition, the modification to the seat rails and other airplane
configuration changes that would be required to install these seats
would make any installation unlikely. We will continue to monitor this
situation and, if we receive information from owner/operators
indicating these seats are being installed on other airplanes, we will
consider additional rulemaking on this subject.
We are not changing the final rule AD action based on this comment.
Comment Issue No. 5: Incorporate Revised Service Information
Cessna Aircraft Company states that reports of five additional seat
back failures have been received since issuing Service Bulletin SB04-
25-01, Revision 3, dated July 24, 2006.
It was also determined that incorporating Modification Kit MK172-
25-10B on Models 206H and T206H airplanes equipped with an optional
Keith Products, L.P. air conditioner system (installed in accordance
with Supplemental Type Certificate SA10144SC) was impossible.
Cessna has issued Revision 4 to Service Bulletin SB04-25-01, dated
December 26, 2006, which incorporates Modification Kit MK172-25-10C to
address this issue.
We are changing the final rule AD action to incorporate Cessna
Single Engine Service Bulletin SB04-25-01, Revision 4, dated December
26, 2006, which references Modification Kit MK172-25-10C.
Conclusion
We have carefully reviewed the available data and determined that
air safety and the public interest require adopting the AD as proposed
except for minor editorial corrections. We have determined that these
minor corrections:
Are consistent with the intent that was proposed in the
NPRM for correcting the unsafe condition; and
Do not add any additional burden upon the public than was
already proposed in the NPRM.
Costs of Compliance
We estimate that this AD will affect 4,039 airplanes in the U.S.
registry. We provide below total fleet costs for both the modification
and the steel lock rod/bar installation; however, only one of these
actions will be required.
We estimate the following costs to do the installation of the
modification kit:
----------------------------------------------------------------------------------------------------------------
Total cost
per Total cost
Labor cost Parts cost for both seats airplane on U.S.
for both operators
seats
----------------------------------------------------------------------------------------------------------------
3.5 work-hours x $80 per hour = $280 for each $590 for each modification kit. One $870 $3,513,930
modification kit. modification kit required for each
airplane. Total parts cost for both
seats is $590.
----------------------------------------------------------------------------------------------------------------
We estimate the following costs to do the fabrication and
installation of a steel lock rod/bar:
[[Page 10051]]
----------------------------------------------------------------------------------------------------------------
Total cost
per Total cost
Labor cost Parts cost for both seats airplane on U.S.
for both operators
seats
----------------------------------------------------------------------------------------------------------------
1.5 work-hours x $80 per hour = $120 for each crew Not applicable.................... $240 $969,360
seat. Total labor cost for both seats is $240.
----------------------------------------------------------------------------------------------------------------
We estimate the following costs to do the installation inspection
on airplanes that have Modification Kit MK172-25-10A or MK172-25-10B
installed:
------------------------------------------------------------------------
Total cost
per
Labor cost Parts cost for both airplane
seats for both
seats
------------------------------------------------------------------------
1 work-hour x $80 per hour = $80 for Not applicable....... $80
both crew seats.
------------------------------------------------------------------------
We have no method of determining the number of airplanes that may
have Modification Kit MK172-25-10A or MK172-25-10B previously
installed.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, Section 106 describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this AD.
Regulatory Findings
We have determined that this AD will not have federalism
implications under Executive Order 13132. This AD will not have a
substantial direct effect on the States, on the relationship between
the national government and the States, or on the distribution of power
and responsibilities among the various levels of government.
For the reasons discussed above, I certify that this AD:
1. Is not a ``significant regulatory action'' under Executive Order
12866;
2. Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979); and
3. Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
We prepared a summary of the costs to comply with this AD (and
other information as included in the Regulatory Evaluation) and placed
it in the AD Docket. You may get a copy of this summary by sending a
request to us at the address listed under ADDRESSES. Include ``Docket
No. FAA-2006-25261; Directorate Identifier 2006-CE-38-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. FAA amends Sec. 39.13 by adding a new AD to read as follows:
2007-05-10 Cessna Aircraft Company: Amendment 39-14971; Docket No.
FAA-2006-25261; Directorate Identifier 2006-CE-38-AD.
Effective Date
(a) This AD becomes effective on April 11, 2007.
Affected ADs
(b) None.
Applicability
(c) This AD affects the following airplane models and serial
numbers that are certificated in any category:
------------------------------------------------------------------------
Model Serial Nos.
------------------------------------------------------------------------
172R.............................. 17280001 through 17281262.
172S.............................. 172S8001 through 172S9994.
182S.............................. 18280001 through 18280944.
182T.............................. 18280945 through 18281701.
T182T............................. T18208001 through T18208453.
206H.............................. 20608001 through 20608250.
T206H............................. T20608001 through T20608570.
------------------------------------------------------------------------
Unsafe Condition
(d) This AD results from reports of the crew seat back cylinder
lock assembly failing at the aft end area and other cylinder lock
assemblies found cracked. The actions specified in this AD are
intended to prevent the crew seat cylinder lock assembly from
bending, cracking, or failing. This failure could cause uncontrolled
movement of the seat back, resulting in possible backward collapse
during flight. Backward collapse of either crew seat back could
result in an abrupt pitch-up if the affected crew member continues
to hold on to the control yoke during this failure and could cause
difficulty in exiting the airplane from an aft passenger seat after
landing.
Compliance
(e) To address this problem, you must do the following, unless
already done:
(1) Airplanes that do not have Modification Kit MK172-25-10A or
Modification Kit MK172-25-10B installed:
[[Page 10052]]
------------------------------------------------------------------------
Actions Compliance Procedures
------------------------------------------------------------------------
For each crew seat (pilot For airplanes that Follow Cessna Single
and copilot), install have over 1,000 Engine Service
Modification Kit MK172-25- hours time-in- Bulletin SB04-25-
10C or fabricate and service (TIS) on 01, Revision 4,
install a steel lock rod/ the effective date dated December 26,
bar. of this AD: do the 2006, for
action within the installing
next 4 months after Modification Kit
April 11, 2007 (the MK172-25-10C.
effective date of Follow Cessna
this AD). Single Engine
For airplanes that Service Bulletin
have from 501 to SB04-25-02,
1,000 hours TIS on Revision 1, dated
the effective date October 17, 2005,
of this AD: do the or Revision 2,
action within the dated June 5, 2006,
next 8 months after for fabricating and
April 11, 2007 (the installing a steel
effective date of lock rod/bar.
this AD).
For airplanes that
have from 0 to 500
hours TIS on the
effective date of
this AD: do the
action within the
next 12 months
after April 11,
2007 (the effective
date of this AD).
------------------------------------------------------------------------
(2) Airplanes that have Modification Kit MK172-25-10A or
Modification Kit MK172-25-10B installed:
------------------------------------------------------------------------
Action Compliance Procedures
------------------------------------------------------------------------
(i) For each crew seat Within the next 30 Follow Cessna Single
(pilot and copilot), do an days after April Engine Service
installation inspection. 11, 2007 (the Bulletin SB04-25-
effective date of 01, Revision 4,
this AD). dated December 26,
2006.
(ii) If you do not find any Before further Follow Cessna Single
discrepancies during the flight after the Engine Service
inspection required in inspection required Bulletin SB04-25-
paragraph (e)(2)(i) of this in paragraph 01, Revision 4,
AD, make a log book entry (e)(2)(i) of this dated December 26,
showing compliance with AD. 2006.
this AD and no further
action is required.
(iii) If you find Before further Follow Cessna Single
discrepancies during the flight after the Engine Service
inspection required in inspection required Bulletin SB04-25-
paragraph (e)(2)(i) of this in paragraph 01, Revision 4,
AD, make all necessary (e)(2)(i) of this dated December 26,
corrective actions. AD. 2006.
------------------------------------------------------------------------
Note: Although not required for the airplanes affected by this
AD, you may replace the steel lock rod/bar with Modification Kit
MK172-25-10C.
Alternative Methods of Compliance (AMOCs)
(f) The Manager, Wichita Aircraft Certification Office, FAA,
ATTN: Gary Park, Aerospace Engineer, 1801 Airport Road, Mid-
Continent Airport, Wichita, Kansas 67209; telephone: (316) 946-4123;
facsimile: (316) 946-4107, has the authority to approve AMOCs for
this AD, if requested using the procedures found in 14 CFR 39.19.
Material Incorporated by Reference
(g) You must use Cessna Single Engine Service Bulletin SB04-25-
01, Revision 4, dated December 26, 2006; and Cessna Single Engine
Service Bulletin SB04-25-02, Revision 1, dated October 17, 2005, or
Revision 2, dated June 5, 2006, to do the actions required by this
AD, unless the AD specifies otherwise.
(1) The Director of the Federal Register approved the
incorporation by reference of this service information under 5
U.S.C. 552(a) and 1 CFR part 51.
(2) For service information identified in this AD, contact
Cessna Aircraft Company, Product Support, P.O. Box 7706, Wichita, KS
67277; telephone: (316) 517-5800; fax: (316) 942-9006.
(3) You may review copies at the FAA, Central Region, Office of
the Regional Counsel, 901 Locust, Kansas City, Missouri 64106; or at
the National Archives and Records Administration (NARA). For
information on the availability of this material at NARA, call 202-
741-6030, or go to: https://www.archives.gov/federal_register/code_
of_federal_regulations/ibr_locations.html.
Issued in Kansas City, Missouri, on February 26, 2007.
Kim Smith,
Manager, Small Airplane Directorate, Aircraft Certification Service.
[FR Doc. E7-3834 Filed 3-6-07; 8:45 am]
BILLING CODE 4910-13-P
