Airworthiness Directives; Air Tractor, Inc. Models AT-300, AT-301, AT-302, AT-400, and AT-400A Airplanes, 22795-22800 [E8-9058]
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Federal Register / Vol. 73, No. 82 / Monday, April 28, 2008 / Rules and Regulations
FAA AD Differences
Note: This AD differs from the MCAI and/
or service information as follows: No
differences.
Other FAA AD Provisions
(g) The following provisions also apply to
this AD:
(1) Alternative Methods of Compliance
(AMOCs): The Manager, Standards Staff,
FAA, has the authority to approve AMOCs
for this AD, if requested using the procedures
found in 14 CFR 39.19. Send information to
ATTN: Karl Schletzbaum, Aerospace
Engineer, FAA, Small Airplane Directorate,
901 Locust, Room 301, Kansas City, Missouri
64106; telephone: (816) 329–4146; fax: (816)
329–4090. Before using any approved AMOC
on any airplane to which the AMOC applies,
notify your appropriate principal inspector
(PI) in the FAA Flight Standards District
Office (FSDO), or lacking a PI, your local
FSDO.
(2) Airworthy Product: For any
requirement in this AD to obtain corrective
actions from a manufacturer or other source,
use these actions if they are FAA-approved.
Corrective actions are considered FAAapproved if they are approved by the State
of Design Authority (or their delegated
agent). You are required to assure the product
is airworthy before it is returned to service.
(3) Reporting Requirements: For any
reporting requirement in this AD, under the
provisions of the Paperwork Reduction Act
(44 U.S.C. 3501 et seq.), the Office of
Management and Budget (OMB) has
approved the information collection
requirements and has assigned OMB Control
Number 2120–0056.
Related Information
(h) Refer to MCAI Luftfahrt-Bundesamt
(LBA) AD No. D–2007–353, dated December
28, 2007, and RUAG Aerospace Defence
Technology Dornier 228 Alert Service
Bulletin No. ASB–228–269, dated March 23,
2007, for related information.
hsrobinson on PROD1PC76 with RULES
Material Incorporated by Reference
(i) You must use RUAG Aerospace Defence
Technology Dornier 228 Alert Service
Bulletin No. ASB–228–269, dated March 23,
2007, 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 RUAG Aerospace Services,
Customer Support, P.O. Box 1253, 82231
Wessling, Germany.
(3) You may review copies at the FAA,
Central Region, Office of the Regional
Counsel, 901 Locust, Room 506, 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/
cfr/ibr-locations.html.
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Issued in Kansas City, Missouri, on April
18, 2008.
David R. Showers,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E8–9055 Filed 4–25–08; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2008–0476; Directorate
Identifier 2008–CE–018–AD; Amendment
39–15491; AD 2008–09–10]
RIN 2120–AA64
Airworthiness Directives; Air Tractor,
Inc. Models AT–300, AT–301, AT–302,
AT–400, and AT–400A Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule; request for
comments.
AGENCY:
SUMMARY: The FAA is adopting a new
airworthiness directive (AD) to
supersede AD 2003–06–01, which
applies to all Air Tractor, Inc. (Air
Tractor) Models AT–300, AT–301, AT–
302, and AT–400A airplanes that have
aluminum spar caps; certain Air Tractor
Models AT–400 airplanes that have
aluminum spar caps; and all Models
AT–300 and AT–301 airplanes that have
aluminum spar caps and are or have
been converted to turbine power. AD
2003–06–01 requires replacing the wing
spar lower caps at a specified safe life
limit; allows extending the safe life limit
on certain airplanes if a wing lower spar
cap splice rework is done; allows a
limited time of continued operation
beyond the safe life limit provided parts
are ordered, the replacement is
scheduled, and repetitive inspections
reveal no cracks; and requires a report
of any cracks found during any
inspection to the FAA. This AD results
from a recent report of cracks found on
a Model AT–301 airplane at hours
below the modification time specified in
AD 2003–06–01. Consequently, this AD
retains the wing spar lower cap
replacement and reporting requirements
from AD 2003–06–01 and adds a
repetitive eddy-current inspection. We
are issuing this AD to detect and correct
cracks in the wing centerline splice
joint. If not detected and corrected,
these cracks could result in the wing
separating from the airplane during
flight.
This AD becomes effective on
May 8, 2008.
DATES:
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22795
On May 8, 2008, the Director of the
Federal Register approved the
incorporation by reference of Snow
Engineering Co. Service Letter #55,
revised October 4, 2004, listed in this
AD.
As of April 4, 2003, (68 FR 13221,
March 19, 2003), the Director of the
Federal Register approved the
incorporation by reference of Snow
Engineering Co. Service Letter #55,
revised October 23, 2002, and Snow
Engineering Co. Process Specification
Number 197, revised June 4, 2002, listed
in this AD.
We must receive any comments on
this AD by June 27, 2008.
ADDRESSES: Use one of the following
addresses to comment on this AD.
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: (202) 493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590.
• Hand Delivery: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590, between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays.
To get the service information
identified in this AD, contact Air
Tractor, Inc., P.O. Box 485, Olney, Texas
76374; telephone: (940) 564–5616;
facsimile: (940) 564–5612.
To view the comments to this AD, go
to https://www.regulations.gov. The
docket number is FAA–2008–0476;
Directorate Identifier 2008–CE–018–AD.
FOR FURTHER INFORMATION CONTACT: Rob
Romero, Aerospace Engineer, FAA, Fort
Worth Airplane Certification Office
(ACO), 2601 Meacham Boulevard, Fort
Worth, Texas 76193–0150; telephone:
(817) 222–5102; facsimile: (817) 222–
5960; or Andrew McAnaul, Aerospace
Engineer, FAA, Fort Worth ACO (c/o
MIDO–43), 10100 Reunion Place, Suite
650, San Antonio, Texas 78216;
telephone: (210) 308–3365; facsimile:
(210) 308–3370.
SUPPLEMENTARY INFORMATION:
Discussion
An incident on an Air Tractor Model
AT–400A where the wing separated
from the airplane caused us to issue AD
2002–13–02, Amendment 39–12789 (67
FR 44024, July 1, 2002). Investigation
revealed that the right-hand lower spar
cap failed due to fatigue at the 3⁄8-inch
outboard bolt, which is located 6.5
inches outboard of the fuselage
centerline.
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The airplanes affected by AD 2002–
13–02 have a similar type design to that
of the accident airplane. AD 2002–13–
02 required inspecting (one-time) the
wing centerline splice joint for cracks
and, if any crack was found, replacing
the affected wing spar lower cap;
reporting the results of the inspection to
the FAA; and replacing the wing spar
lower caps after a certain amount of
usage.
The inspection reports submitted to
the FAA (as required in AD 2002–13–
02) revealed a Model AT–400A airplane
with a cracked spar cap. The damage
was significant enough to require spar
cap replacement. Based on this damage
and the results of the inspection reports,
we determined that the mandatory
replacement time for the wing spar
lower cap on the affected turbine engine
powered airplanes should be reduced.
This prompted us to issue AD 2003–
06–01, Amendment 39–13088 (68 FR
13221, March 19, 2003) to supersede AD
2002–13–02. AD 2003–06–01 requires
replacing the wing spar lower caps at a
specified safe life limit; allows
extending the safe life limit on certain
airplanes if a wing lower spar cap splice
rework is done; allows a limited time of
continued operation beyond the safe life
limit provided parts are ordered, the
replacement is scheduled, and repetitive
inspections reveal no cracks; and
requires a report of any cracks found
during any inspection to the FAA.
The FAA recently received a report of
cracks found on a Model AT–301
airplane with less hours than the
modification time specified in AD
2003–06–01. Based on this incident, we
reevaluated the fatigue management
plan for the AT–300 and AT–400 series
airplanes that have aluminum spar caps
without part number 20990–1/–2 steel
web plate installed. We have
determined that repetitive eddy-current
inspections are needed on these
airplanes in order to detect any cracks
that may develop on the wing spar
lower cap before reaching the safe life
limit.
This condition, if not corrected, could
result in the wing separating from the
airplane during flight.
hsrobinson on PROD1PC76 with RULES
Relevant Service Information
The manufacturer has issued the
following service information to address
this situation:
• Snow Engineering Co. Service
Letter #55, revised October 23, 2002,
which includes procedures and
information for doing the wing lower
spar cap splice joint modification
rework on all AT–300 and AT–301
series airplanes;
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• Snow Engineering Co. Service
Letter #55, revised October 4, 2004,
which includes revised procedures and
information for doing the wing lower
spar cap splice joint modification
rework on all AT–300 and AT–301
series airplanes; and
• Snow Engineering Co. Process
Specification Number 197, revised June
4, 2002, which provides procedures for
accomplishing eddy current inspections
of the wing lower spar caps.
FAA’s Determination and Requirements
of This AD
We are issuing this AD because we
evaluated all the information and
determined the unsafe condition
described previously is likely to exist or
develop on other products of the same
type design. This AD supersedes AD
2003–06–01 with a new AD that:
• Requires repetitive eddy-current
inspections;
• Requires you to replace the wing
spar lower caps at specified times;
• Allows you to extend the time for
replacement on certain airplanes if a
wing lower spar cap splice rework is
done;
• Requires you to inspect the wing
lower spar cap immediately prior to
modification; and
• Requires you to report any cracks
found during the inspections to the
FAA.
We are not retaining from AD 2003–
06–01 the provision to allow a limited
time of continued operation beyond the
safe life limit.
In preparing this rule, we contacted
type clubs and aircraft operators to get
technical information and information
on operational and economic impacts.
We did not receive any information
through these contacts. If received, we
would have included a discussion of
any information that may have
influenced this action in the rulemaking
docket.
FAA’s Determination of the Effective
Date
Since an unsafe condition exists that
requires the immediate adoption of this
AD, we determined that notice and
opportunity for public comment before
issuing this AD are impracticable, and
that good cause exists for making this
amendment effective in fewer than 30
days.
Comments Invited
This AD is a final rule that involves
requirements affecting flight safety, and
we did not precede it by notice and an
opportunity for public comment. We
invite you to send any written relevant
data, views, or arguments regarding this
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AD. Send your comments to an address
listed under the ADDRESSES section.
Include the docket number ‘‘FAA–
2008–0476; Directorate Identifier 2008–
CE–018–AD’’ at the beginning of your
comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of the AD. We will consider all
comments received by the closing date
and may amend the AD in light of those
comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact we receive
concerning this AD.
Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
Section 106, describes the authority of
the FAA Administrator. Subtitle VII,
Aviation Programs, describes in more
detail the scope of the Agency’s
authority.
We are issuing this rulemaking under
the authority described in Subtitle VII,
Part A, Subpart III, Section 44701,
‘‘General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this rulemaking
action.
Regulatory Findings
We determined that this AD will not
have federalism implications under
Executive Order 13132. This AD will
not have a substantial direct effect on
the States, on the relationship between
the national government and the States,
or on the distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that this AD:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
(2) Is not a ‘‘significant rule’’ under
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979); 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.
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We prepared a regulatory evaluation
of the estimated costs to comply with
this AD and placed it in the AD docket.
Examining the AD Docket
You may examine the AD docket that
contains the AD, the regulatory
evaluation, any comments received, and
other information on the Internet at
https://www.regulations.gov; or in person
at the Docket Management Facility
between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
The Docket Office (telephone (800) 647–
5527) is located at the street address
stated in the ADDRESSES section.
Comments will be available in the AD
docket shortly after receipt.
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]
2008–09–10 Air Tractor, Inc.: Amendment
39–15491; Docket No. FAA–2008–0476;
Directorate Identifier 2008–CE–018–AD.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
Affected ADs
(b) This AD supersedes AD 2003–06–01,
Amendment 39–13088.
Adoption of the Amendment
Applicability
(c) This AD applies to the following
airplanes that are certificated in any category:
(1) Models AT–300, AT–301, AT–302, and
AT–400A airplanes, all serial numbers, that
have aluminum spar caps;
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
(2) Models AT–400 airplanes, serial
numbers 400–0244 through 400–0415, that
have aluminum spar caps; and
(3) Models AT–300 and AT–301 airplanes,
all serial numbers that have aluminum spar
caps and are or have been converted to
turbine power.
Unsafe Condition
2. The FAA amends § 39.13 by
removing Airworthiness Directive (AD)
2003–06–01, Amendment 39–13088 (68
FR 13221, March 19, 2003), and by
adding a new AD to read as follows:
I
Effective Date
(a) This AD becomes effective on May 8,
2008.
I
22797
(d) This AD is the result of service reports
and analysis done on wing lower spar caps
of Air Tractor, Inc. airplanes. The actions
specified by this AD are intended to prevent
fatigue cracks from occurring in the wing
lower spar cap before the established safe life
is reached. Fatigue cracks in the wing lower
spar cap, if not detected and corrected, could
result in failure of the spar cap and lead to
wing separation and loss of control.
Compliance
(e) To address this problem, you must do
the following, unless already done:
(1) For all affected airplanes without steel
web plates, part numbers (P/N) 20990–1 or
20990–2, or steel spar caps installed, eddycurrent inspect the left and right wing spar
lower cap outboard holes for cracks following
Snow Engineering Co. Process Specification
#197, revised June 4, 2002. Do the
inspections at the following compliance
times:
Affected airplanes
Initial compliance time
Repetitive compliance time
(i) For all airplanes .............................................
Initially inspect upon reaching 3,500 total
hours time-in-service (TIS) on the wing spar
lower cap or within the next 10 hours TIS
after May 8, 2008 (the effective date of this
AD), whichever occurs later.
(ii) Airplanes that have had an eddy-current inspection done on the wing spar lower cap
within the last 450 hours TIS before the effective date of this AD.
You may take credit for that inspection. Continue with the required repetitive inspection
intervals.
Repetitively inspect thereafter at intervals not
to exceed 450 hours TIS until the wing spar
center splice joint modification or the required wing spar lower cap replacement.
After each replacement, initially inspect
upon reaching 3,500 total hours TIS on either wing spar lower cap, and repetitively
inspect thereafter at intervals not to exceed
450 hours TIS until the wing spar center
splice joint modification or the required wing
spar lower cap replacement.
Repetitively inspect thereafter at intervals notto-exceed 450 hours TIS from the time of
the last inspection until the wing spar center
splice joint modification or the required wing
spar lower cap replacement. After each replacement, initially inspect upon reaching
3,500 total hours TIS on either wing spar
lower cap, and repetitively inspect thereafter at intervals not to exceed 450 hours
TIS until the wing spar center splice joint
modification or the required wing spar lower
cap replacement.
hsrobinson on PROD1PC76 with RULES
(2) For all affected Models AT–300 and
AT–301 airplanes with reciprocating engines,
the 450-hour repetitive inspections required
in this AD are terminated after the wing spar
center splice joint modification is
incorporated in accordance with paragraph
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(g) of this AD or when the wing lower spar
caps are replaced. The replacement specified
in paragraph (f)(2) of this AD is still
applicable.
(3) If cracks are found during any
inspection required in paragraphs (e)(1)(i),
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(e)(1)(ii), or (g)(2) of this AD, replace the wing
lower spar cap before further flight.
(f) Replace each wing lower spar cap in
accordance with the applicable maintenance
manual, as follows:
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Affected airplanes
Initial replacement compliance time
Repetitive replacement/inspection compliance
time
(1) For all affected Models AT–300 and AT–301
airplanes with reciprocating engines and that
do not incorporate the wing spar center
splice joint modification.
Upon reaching 5,000 total hours TIS on either
wing spar lower cap or within the next 25
hours TIS after April 4, 2003 (the effective
date of AD 2003–06–01), whichever occurs
later.
(2) For all affected Models AT–300 and AT–301
airplanes with reciprocating engines that do
incorporate the wing spar center splice joint
modification done in accordance paragraph
(g) of this AD.
Upon reaching the safe life limit of 7,000 total
hours TIS on either wing spar lower cap or
within the next 25 hours TIS after April 4,
2003 (the effective date of AD 2003–06–
01), whichever occurs later.
(3) For all affected AT–302, AT–400, and AT–
400A airplanes with aluminum spar caps; and
all affected Models AT–300 and AT–301 airplanes with aluminum spar caps that are or
have ever been converted to turbine power.
Upon reaching 4,450 total hours TIS on either
wing spar lower cap or within the next 25
hours TIS after April 4, 2003 (the effective
date of AD 2003–06–01), whichever occurs
later.
Replace each time the safe life limit of 5,000
total hours TIS on either wing spar lower
cap is reached. After each replacement, inspect as specified in paragraph (e)(1) of
this AD until the wing spar center splice
joint modification or the required wing spar
lower cap replacement.
Replace each time the safe life limit of 7,000
total hours TIS on either wing spar lower
cap is reached. After each replacement, inspect as specified in paragraph (e)(1) of
this AD until the wing spar center splice
joint modification or the required wing spar
lower cap replacement.
Replace each time the safe life limit of 4,450
total hours TIS on the wing spar lower cap
is reached. After each replacement inspect
as specified in paragraph (e)(1) of this AD
until the required wing spar lower cap replacement.
hsrobinson on PROD1PC76 with RULES
(g) For airplanes specified in paragraph
(f)(1) of this AD, you may extend the safe life
limit of the wing spar lower cap to 7,000
hours TIS by incorporating the wing spar
center splice joint modification following the
procedures in Snow Engineering Co. Service
Letter #55, revised October 23, 2002; or Snow
Engineering Co. Service Letter #55, revised
October 4, 2004, with the following
requirements:
(1) This modification must be done no
earlier than 4,600 total hours TIS on the wing
spar lower cap and no later than 5,000 total
hours TIS on the wing spar lower cap.
(2) Immediately before incorporating the
modification, you must do an eddy-current
inspection for cracks following Snow
Engineering Co. Process Specification #197,
revised June 4, 2002.
(3) After each replacement, inspect as
specified in paragraph (e)(1) of this AD until
the wing spar center splice joint modification
or the required wing spar lower cap
replacement.
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(h) Eddy-current inspections required by
this AD must be done by one of the
following:
(1) A level 2 or 3 inspector certified in
eddy-current inspection using the guidelines
established by the American Society for
Nondestructive Testing or NAS 410; or
(2) A person authorized to perform AD
maintenance work and who has completed
and passed the Air Tractor, Inc. training
course on eddy-current inspection on wing
lower spar caps.
Note 1: We are not retaining from AD
2003–06–01 the provision to allow a limited
time of continued operation beyond the safe
life limit provided parts are ordered, the
replacement is scheduled, and repetitive
inspections reveal no cracks. That provision
was put in AD 2003–06–01 to prevent
airplanes from being inadvertently grounded
if parts were not available. If parts
availability were to ever become a problem
in the future, the owner/operator could
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request an alternative method of compliance
following the procedures in 14 CFR 39.19
and this AD.
(i) Report the results of any inspection
required by this AD where cracks are found
to the FAA.
(1) Submit this report within 10 days after
the inspection.
(2) Use the form (Figure 1 of this AD) and
submit it to FAA, Fort Worth Airplane
Certification Office (ACO), 2601 Meacham
Boulevard, Fort Worth, Texas 76193–0150;
telephone: (817) 222–5156; facsimile: (817)
222–5960.
(3) The Office of Management and Budget
(OMB) approved the information collection
requirements contained in this regulation
under the provisions of the Paperwork
Reduction Act of 1980 (44 U.S.C. 3501 et
seq.) and assigned OMB Control Number
2120–0056.
BILLING CODE 4910–13–P
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Alternative Methods of Compliance
(AMOCs)
(j) The Manager, Fort Worth ACO, FAA,
has the authority to approve AMOCs for this
AD, if requested using the procedures found
in 14 CFR 39.19. Send information to ATTN:
Rob Romero, Aerospace Engineer, FAA, Fort
Worth ACO, 2601 Meacham Boulevard, Fort
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Worth, Texas 76193–0150; telephone: (817)
222–5102; facsimile: (817) 222–5960; or
Andrew McAnaul, Aerospace Engineer,
ASW–150 (c/o MIDO–43), 10100 Reunion
Place, Suite 650, San Antonio, Texas 78216;
telephone: (210) 308–3365; facsimile: (210)
308–3370. Before using any approved AMOC
on any airplane to which the AMOC applies,
notify your appropriate principal inspector
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(PI) in the FAA Flight Standards District
Office (FSDO), or lacking a PI, your local
FSDO.
(k) AMOCs approved for AD 2003–06–01
are approved for this AD.
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Special Flight Permit
(l) Under 14 CFR part 39.23, we are
limiting the special flight permits for this AD
by the following conditions:
(1) Operate only in day visual flight rules
(VFR).
(2) Ensure that the hopper is empty.
(3) Limit airspeed to 135 miles per hour
(mph) indicated airspeed (IAS).
(4) Avoid any unnecessary g-forces.
(5) Avoid areas of turbulence.
(6) Plan the flight to follow the most direct
route.
Material Incorporated by Reference
(m) You must use Snow Engineering Co.
Service Letter #55, revised October 23, 2002;
Snow Engineering Co. Service Letter #55,
revised October 4, 2004; and Snow
Engineering Co. Process Specification
Number 197, revised June 4, 2002, 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
Snow Engineering Co. Service Letter #55,
revised October 4, 2004, under 5 U.S.C.
552(a) and 1 CFR part 51.
(2) On April 4, 2003, (68 FR 13221, March
19, 2003), the Director of the Federal Register
approved the incorporation by reference of
Snow Engineering Co. Service Letter #55,
revised October 23, 2002, and Snow
Engineering Process Specification Number
197, revised June 4, 2002.
(3) For service information identified in
this AD, contact Tractor, Inc., P.O. Box 485,
Olney, Texas 76374.
(4) 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 April
18, 2008.
David R. Showers,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E8–9058 Filed 4–25–08; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF HEALTH AND
HUMAN SERVICES
Food and Drug Administration
21 CFR Part 312
hsrobinson on PROD1PC76 with RULES
[Docket No. 2004N–0018]
Human Subject Protection; Foreign
Clinical Studies Not Conducted Under
an Investigational New Drug
Application
AGENCY:
Food and Drug Administration,
HHS.
ACTION:
Final rule.
VerDate Aug<31>2005
16:07 Apr 25, 2008
Jkt 214001
SUMMARY: The Food and Drug
Administration (FDA) is amending its
regulations on acceptance of foreign
clinical studies not conducted under an
investigational new drug application
(IND) (non-IND foreign clinical studies)
as support for an IND or application for
marketing approval for a drug or
biological product. The final rule
replaces the requirement that these
studies be conducted in accordance
with ethical principles stated in the
Declaration of Helsinki (Declaration)
issued by the World Medical
Association (WMA), specifically the
1989 version (1989 Declaration), with a
requirement that the studies be
conducted in accordance with good
clinical practice (GCP), including
review and approval by an independent
ethics committee (IEC). The final rule
updates the standards for the acceptance
of foreign clinical studies not conducted
under an IND and helps ensure the
protection of human subjects and the
quality and integrity of data obtained
from these studies.
DATES: This rule is effective October 27,
2008.
FOR FURTHER INFORMATION CONTACT:
Janet Norden, Office of Medical
Policy, Center for Drug Evaluation
and Research, Food and Drug
Administration, 10903 New
Hampshire Ave., Bldg. 22, rm. 4200,
Silver Spring, MD 20993–0002,
301–796–2270; and
Stephen Ripley, Center for Biologics
Evaluation and Research (HFM–17),
Food and Drug Administration,
1401 Rockville Pike, suite 200N,
Rockville, MD 20852–1448, 301–
827–6210.
SUPPLEMENTARY INFORMATION:
Table of Contacts
I. Background
II. Overview of the Final Rule, Including
Changes to the Proposed Rule
A. Acceptance of Studies
B. Supporting Information
C. Waivers
D. Records
III. Comments on the Proposed Rule
A. Replacement of the Declaration
With GCP
B. Definition of Independent Ethics
Committee
C. Local Laws and Regulations
D. Acceptance of Studies
E. Definition of Good Clinical Practice
F. IEC Review and Approval
G. Onsite Inspection
H. Data From Studies Not Conducted
in Accordance With GCP
I. Supporting Information
1. General Comments
2. Investigator Qualifications and
Description of Research Facilities
PO 00000
Frm 00016
Fmt 4700
Sfmt 4700
3. Detailed Summary of Protocol and
Results of the Study
4. Names and Qualifications of IEC
Members
5. Summary of the IEC’s Decision
6. Description of Informed Consent
Process
7. Description of Incentives to Subjects
8. Description of Study Monitoring
9. Description of Investigator Training
and Signed Written Commitments
J. Waivers
IV. Implementation
V. Legal Authority
VI. Paperwork Reduction Act of 1995
VII. Environmental Impact
VIII. Federalism
IX. Analysis of Economic Impacts
A. Objectives of the Final Rule
B. Background on Current Situation
Regarding Foreign Studies
C. The Final Rule
D. Costs of the Final Rule
E. Benefits of the Final Rule
F. Small Business Impact
1. Nature of the Impact
2. The Affected Industry
3. Alternatives to the Final Rule
4. Outreach
5. Conclusion
G. References
I. Background
In the Federal Register of June 10,
2004 (69 FR 32467), we published a
proposed rule that would revise our
regulations in part 312 (21 CFR part
312) on the conditions under which we
will accept non-IND foreign clinical
studies as support for an IND, a new
drug application (NDA), or a biologics
license application (BLA). As discussed
in section III.A of this document, we
revised the language used to refer to an
application (other than an IND) that may
be supported by non-IND foreign
clinical studies from ‘‘NDA or BLA’’ or
‘‘marketing application’’ to ‘‘application
for marketing approval,’’ which we
define as an application under section
505 of the Federal Food, Drug, and
Cosmetic Act (the act) (21 U.S.C. 355) or
section 351 of the Public Health Service
Act (the PHS Act) (42 U.S.C. 262), to
make it clear that the regulation also
applies to foreign clinical studies
supporting abbreviated new drug
applications (ANDAs). Previous
§ 312.120(a) stated that we generally
accepted for review non-IND foreign
clinical studies provided they were well
designed, well conducted, performed by
qualified clinical investigators, and
conducted in accordance with ethical
principles acceptable to the world
community. With respect to such ethical
principles, § 312.120(c)(1) stated that for
a foreign clinical study not conducted
under an IND to be used to support an
E:\FR\FM\28APR1.SGM
28APR1
]]>Agencies
[Federal Register Volume 73, Number 82 (Monday, April 28, 2008)]
[Rules and Regulations]
[Pages 22795-22800]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E8-9058]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2008-0476; Directorate Identifier 2008-CE-018-AD;
Amendment 39-15491; AD 2008-09-10]
RIN 2120-AA64
Airworthiness Directives; Air Tractor, Inc. Models AT-300, AT-
301, AT-302, AT-400, and AT-400A 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 2003-06-01, which applies to all Air Tractor, Inc. (Air
Tractor) Models AT-300, AT-301, AT-302, and AT-400A airplanes that have
aluminum spar caps; certain Air Tractor Models AT-400 airplanes that
have aluminum spar caps; and all Models AT-300 and AT-301 airplanes
that have aluminum spar caps and are or have been converted to turbine
power. AD 2003-06-01 requires replacing the wing spar lower caps at a
specified safe life limit; allows extending the safe life limit on
certain airplanes if a wing lower spar cap splice rework is done;
allows a limited time of continued operation beyond the safe life limit
provided parts are ordered, the replacement is scheduled, and
repetitive inspections reveal no cracks; and requires a report of any
cracks found during any inspection to the FAA. This AD results from a
recent report of cracks found on a Model AT-301 airplane at hours below
the modification time specified in AD 2003-06-01. Consequently, this AD
retains the wing spar lower cap replacement and reporting requirements
from AD 2003-06-01 and adds a repetitive eddy-current inspection. We
are issuing this AD to detect and correct cracks in the wing centerline
splice joint. If not detected and corrected, these cracks could result
in the wing separating from the airplane during flight.
DATES: This AD becomes effective on May 8, 2008.
On May 8, 2008, the Director of the Federal Register approved the
incorporation by reference of Snow Engineering Co. Service Letter
55, revised October 4, 2004, listed in this AD.
As of April 4, 2003, (68 FR 13221, March 19, 2003), the Director of
the Federal Register approved the incorporation by reference of Snow
Engineering Co. Service Letter 55, revised October 23, 2002,
and Snow Engineering Co. Process Specification Number 197, revised June
4, 2002, listed in this AD.
We must receive any comments on this AD by June 27, 2008.
ADDRESSES: Use one of the following addresses to comment on this AD.
Federal eRulemaking Portal: Go to https://
www.regulations.gov. Follow the instructions for submitting comments.
Fax: (202) 493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590.
Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
To get the service information identified in this AD, contact Air
Tractor, Inc., P.O. Box 485, Olney, Texas 76374; telephone: (940) 564-
5616; facsimile: (940) 564-5612.
To view the comments to this AD, go to https://www.regulations.gov.
The docket number is FAA-2008-0476; Directorate Identifier 2008-CE-018-
AD.
FOR FURTHER INFORMATION CONTACT: Rob Romero, Aerospace Engineer, FAA,
Fort Worth Airplane Certification Office (ACO), 2601 Meacham Boulevard,
Fort Worth, Texas 76193-0150; telephone: (817) 222-5102; facsimile:
(817) 222-5960; or Andrew McAnaul, Aerospace Engineer, FAA, Fort Worth
ACO (c/o MIDO-43), 10100 Reunion Place, Suite 650, San Antonio, Texas
78216; telephone: (210) 308-3365; facsimile: (210) 308-3370.
SUPPLEMENTARY INFORMATION:
Discussion
An incident on an Air Tractor Model AT-400A where the wing
separated from the airplane caused us to issue AD 2002-13-02, Amendment
39-12789 (67 FR 44024, July 1, 2002). Investigation revealed that the
right-hand lower spar cap failed due to fatigue at the \3/8\-inch
outboard bolt, which is located 6.5 inches outboard of the fuselage
centerline.
[[Page 22796]]
The airplanes affected by AD 2002-13-02 have a similar type design
to that of the accident airplane. AD 2002-13-02 required inspecting
(one-time) the wing centerline splice joint for cracks and, if any
crack was found, replacing the affected wing spar lower cap; reporting
the results of the inspection to the FAA; and replacing the wing spar
lower caps after a certain amount of usage.
The inspection reports submitted to the FAA (as required in AD
2002-13-02) revealed a Model AT-400A airplane with a cracked spar cap.
The damage was significant enough to require spar cap replacement.
Based on this damage and the results of the inspection reports, we
determined that the mandatory replacement time for the wing spar lower
cap on the affected turbine engine powered airplanes should be reduced.
This prompted us to issue AD 2003-06-01, Amendment 39-13088 (68 FR
13221, March 19, 2003) to supersede AD 2002-13-02. AD 2003-06-01
requires replacing the wing spar lower caps at a specified safe life
limit; allows extending the safe life limit on certain airplanes if a
wing lower spar cap splice rework is done; allows a limited time of
continued operation beyond the safe life limit provided parts are
ordered, the replacement is scheduled, and repetitive inspections
reveal no cracks; and requires a report of any cracks found during any
inspection to the FAA.
The FAA recently received a report of cracks found on a Model AT-
301 airplane with less hours than the modification time specified in AD
2003-06-01. Based on this incident, we reevaluated the fatigue
management plan for the AT-300 and AT-400 series airplanes that have
aluminum spar caps without part number 20990-1/-2 steel web plate
installed. We have determined that repetitive eddy-current inspections
are needed on these airplanes in order to detect any cracks that may
develop on the wing spar lower cap before reaching the safe life limit.
This condition, if not corrected, could result in the wing
separating from the airplane during flight.
Relevant Service Information
The manufacturer has issued the following service information to
address this situation:
Snow Engineering Co. Service Letter 55, revised
October 23, 2002, which includes procedures and information for doing
the wing lower spar cap splice joint modification rework on all AT-300
and AT-301 series airplanes;
Snow Engineering Co. Service Letter 55, revised
October 4, 2004, which includes revised procedures and information for
doing the wing lower spar cap splice joint modification rework on all
AT-300 and AT-301 series airplanes; and
Snow Engineering Co. Process Specification Number 197,
revised June 4, 2002, which provides procedures for accomplishing eddy
current inspections of the wing lower spar caps.
FAA's Determination and Requirements of This AD
We are issuing this AD because we evaluated all the information and
determined the unsafe condition described previously is likely to exist
or develop on other products of the same type design. This AD
supersedes AD 2003-06-01 with a new AD that:
Requires repetitive eddy-current inspections;
Requires you to replace the wing spar lower caps at
specified times;
Allows you to extend the time for replacement on certain
airplanes if a wing lower spar cap splice rework is done;
Requires you to inspect the wing lower spar cap
immediately prior to modification; and
Requires you to report any cracks found during the
inspections to the FAA.
We are not retaining from AD 2003-06-01 the provision to allow a
limited time of continued operation beyond the safe life limit.
In preparing this rule, we contacted type clubs and aircraft
operators to get technical information and information on operational
and economic impacts. We did not receive any information through these
contacts. If received, we would have included a discussion of any
information that may have influenced this action in the rulemaking
docket.
FAA's Determination of the Effective Date
Since an unsafe condition exists that requires the immediate
adoption of this AD, we determined that notice and opportunity for
public comment before issuing this AD are impracticable, and that good
cause exists for making this amendment effective in fewer than 30 days.
Comments Invited
This AD is a final rule that involves requirements affecting flight
safety, and we did not precede it by notice and an opportunity for
public comment. We invite you to send any written relevant data, views,
or arguments regarding this AD. Send your comments to an address listed
under the ADDRESSES section. Include the docket number ``FAA-2008-0476;
Directorate Identifier 2008-CE-018-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of the AD. We will consider
all comments received by the closing date and may amend the AD in light
of those comments.
We will post all comments we receive, without change, to https://
www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive concerning this AD.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, Section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We determined that this AD will not have federalism implications
under Executive Order 13132. This AD will not have a substantial direct
effect on the States, on the relationship between the national
government and the States, or on the distribution of power and
responsibilities among the various levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866;
(2) Is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979); 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.
[[Page 22797]]
We prepared a regulatory evaluation of the estimated costs to
comply with this AD and placed it in the AD docket.
Examining the AD Docket
You may examine the AD docket that contains the AD, the regulatory
evaluation, any comments received, and other information on the
Internet at https://www.regulations.gov; or in person at the Docket
Management Facility between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays. The Docket Office (telephone (800) 647-5527)
is located at the street address stated in the ADDRESSES section.
Comments will be available in the AD docket shortly after receipt.
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 FAA amends 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)
2003-06-01, Amendment 39-13088 (68 FR 13221, March 19, 2003), and by
adding a new AD to read as follows:
2008-09-10 Air Tractor, Inc.: Amendment 39-15491; Docket No. FAA-
2008-0476; Directorate Identifier 2008-CE-018-AD.
Effective Date
(a) This AD becomes effective on May 8, 2008.
Affected ADs
(b) This AD supersedes AD 2003-06-01, Amendment 39-13088.
Applicability
(c) This AD applies to the following airplanes that are
certificated in any category:
(1) Models AT-300, AT-301, AT-302, and AT-400A airplanes, all
serial numbers, that have aluminum spar caps;
(2) Models AT-400 airplanes, serial numbers 400-0244 through
400-0415, that have aluminum spar caps; and
(3) Models AT-300 and AT-301 airplanes, all serial numbers that
have aluminum spar caps and are or have been converted to turbine
power.
Unsafe Condition
(d) This AD is the result of service reports and analysis done
on wing lower spar caps of Air Tractor, Inc. airplanes. The actions
specified by this AD are intended to prevent fatigue cracks from
occurring in the wing lower spar cap before the established safe
life is reached. Fatigue cracks in the wing lower spar cap, if not
detected and corrected, could result in failure of the spar cap and
lead to wing separation and loss of control.
Compliance
(e) To address this problem, you must do the following, unless
already done:
(1) For all affected airplanes without steel web plates, part
numbers (P/N) 20990-1 or 20990-2, or steel spar caps installed,
eddy-current inspect the left and right wing spar lower cap outboard
holes for cracks following Snow Engineering Co. Process
Specification 197, revised June 4, 2002. Do the inspections
at the following compliance times:
------------------------------------------------------------------------
Initial compliance Repetitive
Affected airplanes time compliance time
------------------------------------------------------------------------
(i) For all airplanes....... Initially inspect Repetitively inspect
upon reaching 3,500 thereafter at
total hours time-in- intervals not to
service (TIS) on exceed 450 hours
the wing spar lower TIS until the wing
cap or within the spar center splice
next 10 hours TIS joint modification
after May 8, 2008 or the required
(the effective date wing spar lower cap
of this AD), replacement. After
whichever occurs each replacement,
later. initially inspect
upon reaching 3,500
total hours TIS on
either wing spar
lower cap, and
repetitively
inspect thereafter
at intervals not to
exceed 450 hours
TIS until the wing
spar center splice
joint modification
or the required
wing spar lower cap
replacement.
(ii) Airplanes that have had You may take credit Repetitively inspect
an eddy-current inspection for that thereafter at
done on the wing spar lower inspection. intervals not-to-
cap within the last 450 Continue with the exceed 450 hours
hours TIS before the required repetitive TIS from the time
effective date of this AD. inspection of the last
intervals. inspection until
the wing spar
center splice joint
modification or the
required wing spar
lower cap
replacement. After
each replacement,
initially inspect
upon reaching 3,500
total hours TIS on
either wing spar
lower cap, and
repetitively
inspect thereafter
at intervals not to
exceed 450 hours
TIS until the wing
spar center splice
joint modification
or the required
wing spar lower cap
replacement.
------------------------------------------------------------------------
(2) For all affected Models AT-300 and AT-301 airplanes with
reciprocating engines, the 450-hour repetitive inspections required
in this AD are terminated after the wing spar center splice joint
modification is incorporated in accordance with paragraph (g) of
this AD or when the wing lower spar caps are replaced. The
replacement specified in paragraph (f)(2) of this AD is still
applicable.
(3) If cracks are found during any inspection required in
paragraphs (e)(1)(i), (e)(1)(ii), or (g)(2) of this AD, replace the
wing lower spar cap before further flight.
(f) Replace each wing lower spar cap in accordance with the
applicable maintenance manual, as follows:
[[Page 22798]]
------------------------------------------------------------------------
Repetitive
Initial replacement replacement/
Affected airplanes compliance time inspection
compliance time
------------------------------------------------------------------------
(1) For all affected Models Upon reaching 5,000 Replace each time
AT-300 and AT-301 airplanes total hours TIS on the safe life limit
with reciprocating engines either wing spar of 5,000 total
and that do not incorporate lower cap or within hours TIS on either
the wing spar center splice the next 25 hours wing spar lower cap
joint modification. TIS after April 4, is reached. After
2003 (the effective each replacement,
date of AD 2003-06- inspect as
01), whichever specified in
occurs later. paragraph (e)(1) of
this AD until the
wing spar center
splice joint
modification or the
required wing spar
lower cap
replacement.
(2) For all affected Models Upon reaching the Replace each time
AT-300 and AT-301 airplanes safe life limit of the safe life limit
with reciprocating engines 7,000 total hours of 7,000 total
that do incorporate the TIS on either wing hours TIS on either
wing spar center splice spar lower cap or wing spar lower cap
joint modification done in within the next 25 is reached. After
accordance paragraph (g) of hours TIS after each replacement,
this AD. April 4, 2003 (the inspect as
effective date of specified in
AD 2003-06-01), paragraph (e)(1) of
whichever occurs this AD until the
later. wing spar center
splice joint
modification or the
required wing spar
lower cap
replacement.
(3) For all affected AT-302, Upon reaching 4,450 Replace each time
AT-400, and AT-400A total hours TIS on the safe life limit
airplanes with aluminum either wing spar of 4,450 total
spar caps; and all affected lower cap or within hours TIS on the
Models AT-300 and AT-301 the next 25 hours wing spar lower cap
airplanes with aluminum TIS after April 4, is reached. After
spar caps that are or have 2003 (the effective each replacement
ever been converted to date of AD 2003-06- inspect as
turbine power. 01), whichever specified in
occurs later. paragraph (e)(1) of
this AD until the
required wing spar
lower cap
replacement.
------------------------------------------------------------------------
(g) For airplanes specified in paragraph (f)(1) of this AD, you
may extend the safe life limit of the wing spar lower cap to 7,000
hours TIS by incorporating the wing spar center splice joint
modification following the procedures in Snow Engineering Co.
Service Letter 55, revised October 23, 2002; or Snow
Engineering Co. Service Letter 55, revised October 4, 2004,
with the following requirements:
(1) This modification must be done no earlier than 4,600 total
hours TIS on the wing spar lower cap and no later than 5,000 total
hours TIS on the wing spar lower cap.
(2) Immediately before incorporating the modification, you must
do an eddy-current inspection for cracks following Snow Engineering
Co. Process Specification 197, revised June 4, 2002.
(3) After each replacement, inspect as specified in paragraph
(e)(1) of this AD until the wing spar center splice joint
modification or the required wing spar lower cap replacement.
(h) Eddy-current inspections required by this AD must be done by
one of the following:
(1) A level 2 or 3 inspector certified in eddy-current
inspection using the guidelines established by the American Society
for Nondestructive Testing or NAS 410; or
(2) A person authorized to perform AD maintenance work and who
has completed and passed the Air Tractor, Inc. training course on
eddy-current inspection on wing lower spar caps.
Note 1: We are not retaining from AD 2003-06-01 the provision to
allow a limited time of continued operation beyond the safe life
limit provided parts are ordered, the replacement is scheduled, and
repetitive inspections reveal no cracks. That provision was put in
AD 2003-06-01 to prevent airplanes from being inadvertently grounded
if parts were not available. If parts availability were to ever
become a problem in the future, the owner/operator could request an
alternative method of compliance following the procedures in 14 CFR
39.19 and this AD.
(i) Report the results of any inspection required by this AD
where cracks are found to the FAA.
(1) Submit this report within 10 days after the inspection.
(2) Use the form (Figure 1 of this AD) and submit it to FAA,
Fort Worth Airplane Certification Office (ACO), 2601 Meacham
Boulevard, Fort Worth, Texas 76193-0150; telephone: (817) 222-5156;
facsimile: (817) 222-5960.
(3) The Office of Management and Budget (OMB) approved the
information collection requirements contained in this regulation
under the provisions of the Paperwork Reduction Act of 1980 (44
U.S.C. 3501 et seq.) and assigned OMB Control Number 2120-0056.
BILLING CODE 4910-13-P
[[Page 22799]]
[GRAPHIC] [TIFF OMITTED] TR28AP08.001
BILLING CODE 4910-13-C
Alternative Methods of Compliance (AMOCs)
(j) The Manager, Fort Worth ACO, FAA, has the authority to
approve AMOCs for this AD, if requested using the procedures found
in 14 CFR 39.19. Send information to ATTN: Rob Romero, Aerospace
Engineer, FAA, Fort Worth ACO, 2601 Meacham Boulevard, Fort Worth,
Texas 76193-0150; telephone: (817) 222-5102; facsimile: (817) 222-
5960; or Andrew McAnaul, Aerospace Engineer, ASW-150 (c/o MIDO-43),
10100 Reunion Place, Suite 650, San Antonio, Texas 78216; telephone:
(210) 308-3365; facsimile: (210) 308-3370. Before using any approved
AMOC on any airplane to which the AMOC applies, notify your
appropriate principal inspector (PI) in the FAA Flight Standards
District Office (FSDO), or lacking a PI, your local FSDO.
(k) AMOCs approved for AD 2003-06-01 are approved for this AD.
[[Page 22800]]
Special Flight Permit
(l) Under 14 CFR part 39.23, we are limiting the special flight
permits for this AD by the following conditions:
(1) Operate only in day visual flight rules (VFR).
(2) Ensure that the hopper is empty.
(3) Limit airspeed to 135 miles per hour (mph) indicated
airspeed (IAS).
(4) Avoid any unnecessary g-forces.
(5) Avoid areas of turbulence.
(6) Plan the flight to follow the most direct route.
Material Incorporated by Reference
(m) You must use Snow Engineering Co. Service Letter
55, revised October 23, 2002; Snow Engineering Co. Service
Letter 55, revised October 4, 2004; and Snow Engineering
Co. Process Specification Number 197, revised June 4, 2002, 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 Snow Engineering Co. Service Letter
55, revised October 4, 2004, under 5 U.S.C. 552(a) and 1
CFR part 51.
(2) On April 4, 2003, (68 FR 13221, March 19, 2003), the
Director of the Federal Register approved the incorporation by
reference of Snow Engineering Co. Service Letter 55,
revised October 23, 2002, and Snow Engineering Process Specification
Number 197, revised June 4, 2002.
(3) For service information identified in this AD, contact
Tractor, Inc., P.O. Box 485, Olney, Texas 76374.
(4) 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 April 18, 2008.
David R. Showers,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E8-9058 Filed 4-25-08; 8:45 am]
BILLING CODE 4910-13-P
