Airworthiness Directives; Cessna Aircraft Company (Cessna) Models 336, 337, 337A (USAF 02B), 337B, M337B (USAF 02A), T337B, 337C, T337C, 337D, T337D, 337E, T337E, 337F, T337F, 337G, T337G, 337H, P337H, T337H, T337H-SP, F337E, FT337E, F337F, FT337F, F337G, FT337GP, F337H, and FT337HP Airplanes, 64111-64120 [2010-25434]
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64111
Rules and Regulations
Federal Register
Vol. 75, No. 201
Tuesday, October 19, 2010
This section of the FEDERAL REGISTER
contains regulatory documents having general
applicability and legal effect, most of which
are keyed to and codified in the Code of
Federal Regulations, which is published under
50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by
the Superintendent of Documents. Prices of
new books are listed in the first FEDERAL
REGISTER issue of each week.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2010–1013; Directorate
Identifier 2010–CE–048–AD; Amendment
39–16478; AD 2010–21–18]
RIN 2120–AA64
Airworthiness Directives; Cessna
Aircraft Company (Cessna) Models
336, 337, 337A (USAF 02B), 337B,
M337B (USAF 02A), T337B, 337C,
T337C, 337D, T337D, 337E, T337E,
337F, T337F, 337G, T337G, 337H,
P337H, T337H, T337H–SP, F337E,
FT337E, F337F, FT337F, F337G,
FT337GP, F337H, and FT337HP
Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule; request for
comments.
AGENCY:
We are adopting a new
airworthiness directive (AD) for the
products listed above. This AD requires
inspecting the wings for internal and
external damage, repairing any damage
found, installing an operational
limitation placard in the cockpit, adding
limitations to the flight manual
supplement, and reporting the results of
the inspection to the FAA if damage is
found. This AD was prompted by a wing
overload failure and by reports of cracks
in the upper wing skins on certain
Cessna airplanes that are or have ever
been modified by Aviation Enterprises
Supplemental Type Certificate (STC)
SA02055AT, SA02056AT, SA02307AT,
or SA02308AT. We are issuing this AD
to detect and correct damage in the
wings and to prevent overload failure of
the wing due to the installation of the
STCs. Damage in the wing or overload
failure of the wing could result in
structural failure of the wing, which
could result in loss of control.
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SUMMARY:
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This AD is effective November 3,
2010.
We must receive comments on this
AD by December 3, 2010.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Portal: Go to
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.
DATES:
Examining the AD Docket
You may examine the AD docket 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 AD
docket contains this AD, the regulatory
evaluation, any comments received, and
other information. The street address for
the Docket Office (phone: 800–647–
5527) is in the ADDRESSES section.
Comments will be available in the AD
docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT:
William O. Herderich, Aerospace
Engineer, FAA, Atlanta Aircraft
Certification Office, 1701 Columbia
Avenue, College Park, Georgia 30337;
phone: (404) 474–5547; fax: (404) 474–
5605; e-mail:
William.O.Herderich@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
In September 2000, we were notified
of structural wing damage to a Cessna
Model T337G airplane equipped with
Aviation Enterprises wing extensions
STC SA02055AT. The damage was
described as starting with loose and
working (smoking) rivets in the upper
surface of the wing, progressing to
buckling of the skins just outboard of
the fuel tank access covers, loose wing
extensions, and finally cracking in the
wing skins. Based on discussions with
the STC holder at that time, we believed
that the damage to the airplane was the
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result of operation from unimproved
airstrips and was an isolated event. In
response to this event, Aviation
Enterprises issued Wing Extension
Service Letter AE 01–11–00. This letter
recommended installing a placard on
the instrument panel advising the pilot
of weight and airspeed limitations and
notes that landing on unpaved runways
is not recommended. No further action
was taken at this time.
About ten years later, in February
2010, we received a report of an
accident involving a Cessna Model 337
airplane modified with Aviation
Enterprises wing extensions STC
SA02055AT (along with Aviation
Enterprises STC SA01094AT winglets).
Investigation of the incident revealed
cracks in the upper wing skins just
outboard of the fuel tank access covers
near wing station (WSTA) 150. The
cracks were on both wings of the
airplane and covered by repair patches.
The wing skin cracks matched the
description of those found in the
September 2000 incident.
In response to these problems and
without determining that there was an
unsafe condition under 14 CFR part 39,
we issued Special Airworthiness
Information Bulletin (SAIB) CE–10–20.
This SAIB recommended that Cessna
Model 336 and 337 series airplanes
equipped with wingtip extensions have
a one-time inspection for internal and
external damage from WSTA 23 to the
wing tip within the next 100 hours timein-service. The SAIB listed focused
inspection areas based on the previously
reported damage. The SAIB also
contained a request for the inspection
results to be sent to the FAA if damage
was found.
As a result of the inspection report
request in the SAIB, one report was
received. In this report, it was stated
that the damage to the airplane included
loose and working (smoking) rivets in
the upper surface of the wing, buckling
of the upper surface skins and stringers
just outboard of the fuel tanks access
covers, and cracking in the wing skins.
There was also an upper surface skin
buckle near WSTA 60 near the boom.
The cracks on this airplane match those
found from both previously referenced
incidents. In all reported cases, the skin
cracks occurred in the wing skin under
and just outboard of the wing tank
access cover. However, the location of
the cracks on this aircraft was at WSTA
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177, further outboard than the
previously noted airplanes, because this
airplane had additional extended range
fuel tanks.
Further inspection revealed
additional damage on the airplane that
appeared to be a result of the
installation of the wing extension
modification. There was damage to the
left and right WSTA 222 ribs, which had
been torn, from the aft lightening hole
to the lower surface and was bent down
to allow installation of the wing
extension fuel line. The fuel line
appeared to be chafing on the torn
metal. Also, extra holes drilled through
the spar cap were found at several spanwise locations that were consistent with
the stall fence attachments. These holes
had been tapped (threaded) and were
left open with no fastener installed. One
of the holes was located so close to the
edge of the spar cap, it was breaking out
of the edge and was also located
immediately adjacent to a fastener for
the fuel tank access cover. Also found
was the lack of nuts used for the wing
extension attaching screws. It appeared
that the holes in the substructure (skins,
ribs, and spars) were tapped (threaded)
to accept screws, rather than use nuts.
Several access holes were also found cut
into the lower surface of the skin that
had no reinforcement.
The FAA reviewed information from
the accident investigation, a number of
service difficulty reports (SDRs), and
data submitted by Aviation Enterprises
for demonstrating compliance to the
airworthiness standards. Based on the
investigation, the FAA determined that
Aviation Enterprises may not have
adequately substantiated the wing
structure for the increased limit and
ultimate loads resulting from the wing
extension. We also determined that
weight, airspeed, ballast, and ‘‘g’’ limit
restrictions need to be placed on these
airplanes to allow them to operate
within the minimum margins of safety.
These conditions, if not corrected,
could result in structural failure of the
wing, which could result in loss of
control.
FAA’s Determination
We are issuing this AD because we
evaluated all the relevant information
and determined the unsafe condition
described previously is likely to exist or
develop in other products of the same
type design.
AD Requirements
This AD requires inspecting the wings
for internal and external damage,
repairing any damage found, installing
an operational limitation placard in the
cockpit, and adding limitations to the
flight manual supplement. The AD also
requires reporting the results of the
inspection to the FAA if damage is
found.
FAA’s Justification and Determination
of the Effective Date
An unsafe condition exists that
requires the immediate adoption of this
AD. The FAA has found that the risk to
the flying public justifies waiving notice
and comment prior to adoption of this
rule because cracks in the wings and
potential for wing overload could result
in structural failure of the wing, which
could result in loss of control.
Therefore, we find that notice and
opportunity for prior public comment
are impracticable and that good cause
exists for making this amendment
effective in less than 30 days.
Comments Invited
This AD is a final rule that involves
requirements affecting flight safety and
was not preceded by notice and an
opportunity for public comment.
However, we invite you to send any
written data, views, or arguments about
this AD. Send your comments to an
address listed under the ADDRESSES
section. Include the docket number
FAA–2010–1013 and Directorate
Identifier 2010–CE–048–AD at the
beginning of your comments. We
specifically invite comments on the
overall regulatory, economic,
environmental, and energy aspects of
this AD. We will consider all comments
received by the closing date and may
amend this AD because of those
comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact we receive
about this AD.
Costs of Compliance
We estimate that this AD affects 12
airplanes of U.S. registry.
We estimate the following costs to
comply with this AD:
ESTIMATED COSTS
Action
Labor cost
Parts cost
Cost per product
Inspection of the wing for damage .......
20 work-hours × $85 per hour =
$1,700 per inspection cycle.
4 work-hours × $85 per hour = $340 ..
4 work-hours × $85 per hour = $340 ..
Not applicable .......
$1,700 per inspection cycle.
$340 ......................
$340 ......................
Installing a placard in the cockpit .........
Modifying the Limitations section of the
Aviation Enterprises Aircraft Flight
Manual Supplement.
We estimate the following costs to do
any necessary repairs that will be
required based on the results of the
inspection. The cost for repair may vary
Not applicable .......
Not applicable .......
from as little as replacing a bolt to as
much as replacing a wing. We have no
way of determining the number of
aircraft that will need these repairs and
Cost on U.S.
operators
$20,400 per inspection cycle.
$4,080.
$4,080.
the extent of the repair necessary. Below
are estimates of some possible necessary
repairs:
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ON-CONDITION COSTS
Action
Labor cost
Install reinforcements around wing access holes
cutouts, 2 per hole, 6 holes per airplane.
Replace upper outboard wing skins, 13 per side, 2
sides per airplane.
Replace upper surface outboard stringers, 6 stringers per airplane.
12 work-hours × $85 per hour = $1,020 ...................
$50.
26 work-hours × $85 per hour = $2,210 ...................
$100 per side × 2 sides = $200.
2 work-hours per stringer, 6 stringers per airplane =
12 work-hours × $85 per hour = $1,020.
$100.
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64113
ON-CONDITION COSTS—Continued
Action
Labor cost
Replace screws with aviation standard fasteners
with nuts/collars in cleaned up holes, 20 screws
per side, 2 sides per airplane.
Spar repair (possible splice replacement and repairing 4 holes).
Repair torn WSTA 222 Rib ........................................
40 work-hours × $85 per hour = $3,400 ...................
$50.
20 work-hours per repair per location × $85 per
hour = $1,700.
5 work-hours per side, 2 sides per airplane = 10
work-hours × $85 per hour = $850.
$100 per location.
Authority for This Rulemaking
Adoption of the Amendment
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.
■
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Regulatory Findings
This AD will not have federalism
implications under Executive Order
13132. This AD will not have a
substantial direct effect on the States, on
the relationship between the national
government and the States, or on the
distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that this AD:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
(2) Is not a ‘‘significant rule’’ under
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979),
(3) Will not affect intrastate aviation
in Alaska, and
(4) Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Safety.
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Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive (AD):
■
2010–21–18 Cessna Aircraft Company:
Amendment 39–16478; Docket No.
FAA–2010–1013; Directorate Identifier
2010–CE–048–AD.
Effective Date
(a) This AD is effective November 3, 2010.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Cessna Aircraft
Company (Cessna) Models 336, 337, 337A
(USAF 02B), 337B, M337B (USAF 02A),
T337B, 337C, T337C, 337D, T337D, 337E,
T337E, 337F, T337F, 337G, T337G, 337H,
P337H, T337H, T337H–SP, F 337E, FT337E,
F 337F, FT337F, F 337G, FT337GP, F337H,
and FT337HP airplanes, all serial numbers,
that:
(1) Are certificated in any category; and
(2) Are or have ever been modified by
Aviation Enterprises Supplemental Type
Certificate (STC) SA02055AT, SA02056AT,
SA02307AT, or SA02308AT.
Subject
(d) Joint Aircraft System Component
(JASC)/Air Transport Association (ATA) of
America Code 57; Wings.
Unsafe Condition
(e) This AD was prompted by a wing
overload failure and by reports of cracks in
the upper wing skins on certain Cessna
airplanes that are now or have ever been
modified by Aviation Enterprises STC
SA02055AT, SA02056AT, SA02307AT, or
SA02308AT. We are issuing this AD to detect
and correct damage in the wings and to
prevent overload failure of the wing due to
the installation of the STCs. Damage in the
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$50.
wing or overload failure of the wing could
result in structural failure of the wing, which
could result in loss of control.
Compliance
(f) Comply with this AD within the
compliance times specified, unless already
done.
Required Actions
■
§ 39.13
Parts cost
(g) Before further flight after November 3,
2010 (the effective date of this AD), do a
general and focused inspection of the wing
for internal and external damage from wing
station (WSTA) 23 to the wing tip.
Repetitively thereafter inspect every 100
hours time-in-service (TIS) or every 12
calendar months, whichever occurs first, for
as long as any of the STCs specified in
paragraph (c) of this AD are installed. If at
any time the STCs are permanently removed,
one final inspection is required following
removal. Do the inspections following
Appendix 1 of this AD.
(h) Anytime severe and/or extreme
turbulence is encountered during flight,
before the next flight, do a focused inspection
of the wing for damage following steps 1, 2,
3, 4, 7, and 10 in Appendix 1 of this AD. Also
inspect for signs of distress in the upper front
spar in the area around WSTA 177. The
definition of severe and extreme turbulence
can be found in Table 7–1–9 of the FAA
Aeronautical Information Manual (AIM). You
may obtain a copy of the FAA AIM at
https://www.faa.gov/air_traffic/publications/
atpubs/aim/.
(i) For airplanes specified in paragraph (c)
of this AD that are modified by STC
SA02055AT or SA02308AT (wing extensions
with fuel provisions), before further flight
after November 3, 2010 (the effective date of
this AD), do the following:
(1) Incorporate the information from
Appendix 2 of this AD into the Limitations
section of the Aviation Enterprises Aircraft
Manual Supplement.
(2) Fabricate a placard (using at least 1⁄8inch letters) with the following words and
install the placard on the instrument panel
within the pilot’s clear view: ‘‘MTOW=4,700
LBS. MAINTAIN AT LEAST 12 GAL OF
FUEL IN EACH WING TIP FOR AIRPLANE
WEIGHTS ABOVE 3,300 LBS.’’
(j) For airplanes specified in paragraph (c)
of this AD that are modified by STC
SA02056AT or SA02307AT (wing extensions
with no fuel provisions), before further flight
after November 3, 2010 (the effective date of
this AD), do the following:
(1) Incorporate the information from
Appendix 3 of this AD into the Limitations
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section of the Aviation Enterprises Aircraft
Manual Supplement.
(2) Fabricate a placard (using at least 1⁄8inch letters) with the following words and
install the placard on the instrument panel
within the pilot’s clear view: ‘‘MTOW=4,000
LBS, MAX MANEUVER=2.5 G, Va=100
KCAS, Vno=105 KCAS, Vne=135 KCAS.
OPERATION RESTRICTED TO VFR’’
(k) Before further flight after each
inspection required in paragraphs (g) and (h)
of this AD where damage or signs of distress
are found, repair all damaged and distressed
parts following FAA Advisory Circular (AC)
43.13–1B. You may obtain a copy of AC
43.13–1B at https://rgl.faa.gov/.
(l) Within 10 days after each inspection
required in paragraphs (g) and (h) of this AD
in which damage or distress is found, send
a report to the FAA at the address specified
in paragraph (o) of this AD. Include as much
information as possible, including the ‘‘N’’
number, model number, serial number, list of
STC modifications, TIS on the aircraft and
wing extension, description of the damage
(location, length, orientation, parts cracked,
sketches, etc.), and if possible, pictures of the
damage.
(m) For all airplanes specified in paragraph
(c) of this AD that have STC SA02055AT,
SA02056AT, SA02307AT, or SA02308AT
permanently removed, do one final
inspection as specified in paragraph (g) of
this AD, take corrective actions as specified
in paragraph (k) of this AD, report the results
as specified in paragraph (l) of this AD, and
remove the flight limitations specified in
paragraphs (i) and (j) of the AD. No further
action is required.
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Alternative Methods of Compliance
(AMOCs)
(n)(1) The Manager, FAA, Atlanta Aircraft
Certification Office (ACO) has the authority
to approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19.
In accordance with 14 CFR 39.19, send your
request to your principal inspector or local
Flight Standards District Office, as
appropriate. If sending information directly
to the manager of the ACO, send it to the
attention of the person identified in the
Related Information section of this AD.
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(2) Before using any approved AMOC,
notify your Principal Maintenance Inspector
or Principal Avionics Inspector, as
appropriate, or lacking a principal inspector,
notify your local Flight Standards District
Office.
Related Information
(o) For more information about this AD,
contact William O. Herderich, Aerospace
Engineer, FAA, Atlanta Aircraft Certification
Office (ACO), 1701 Columbia Avenue,
College Park, Georgia 30337; phone: (404)
474–5547; fax: (404) 474–5605; e-mail:
William.O.Herderich@faa.gov.
Appendix 1 to AD 2010–21–18—General and
Focused Inspection Procedures
Perform a general and focused inspection
of the wing for internal and external damage
from wing station (WSTA) 23 to the wing tip.
The general inspection must be performed in
accordance with 14 CFR 43.15(c), using a
checklist that includes at least the scope and
detail of the items contained in Appendix D
of 14 CFR part 43. The focused inspection
must include the items listed below. Remove
all wing access panels to conduct the
inspections. Do theses inspections following
the manufacturer’s service information
(Cessna Maintenance/Service Manuals) and
any other appropriate guidance, such as FAA
Advisory Circular (AC) 43.13–1B Acceptable
Methods, Techniques, and Practices—
Aircraft Inspection and Repair. AC 43.13–1B
can be found at https://rgl.faa.gov/.
Focused inspection items to look for:
(1) Wrinkles in upper wing skins, from the
outboard edge on the fuel tank access covers
(WSTA 150 or 177) to the WSTA 222 (See
View B, Figure 3).
(2) Wrinkles in the upper wing skins from
WSTA 55 to 66, adjacent to the booms (See
View E, Figure 6).
(3) Cracking of the upper wing skins. Pay
particular attention to any wrinkles, the
radius between stiffeners at WSTA 150
(under fuel tank covers), and unreinforced
access holes (See View B, Figure 3).
(4) Working (smoking) rivets outboard of
the wing tank access covers.
(5) Fasteners with less than two diameters
edge distance.
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(6) Fasteners with less than four diameters
center to center spacing.
(7) Looseness of attachments of the tip
extension to the wing and wing tip to wing
extension when pushing up and down on the
tip.
(8) Any signs of distress along both front
and rear spars, particularly in the area
around WSTA 177.
(9) Inspect under any repairs to the upper
skins, particularly in the area just outboard
of the fuel tank access covers as these may
be covering up existing damage.
(10) Inter-rivet buckling of the stringers
attached to the upper surface skin, outboard
of the fuel tank access covers (See View F,
Figure 7).
(11) Inspect rib at WSTA 222 for damage.
Trimming of the rib may have been done to
allow installation of fuel lines (See View A,
Figure 2). Repair in accordance with AC
43.13–1B, Chapter 4, paragraph 4–58(g) and
Figure 4–14, or by using another FAAapproved method that restores equivalent
strength of the wing rib.
Appendix 1 to AD 2010–21–18—General and
Focused Inspection Procedures (Continued)
(1) Inspect and identify screws, installed in
tapped (threaded) holes in metal
substructure, used to attach wing tips, stall
fences, fuel and electrical components, and
access doors. For tapped holes, remove
fastener and open up the diameter to provide
a smooth bore hole, for the smallest oversize
fastener, using close tolerance holes noted in
AC 43.13–1B, paragraph 7–39 or other FAAapproved scheme. Maintain minimum 2 x
fastener diameter edge distance and 4 x
fastener diameter center to center spacing.
Select and install new, equivalent strength or
stronger, fasteners with nuts/collars in
accordance with AC 43.13–1B, Chapter 7 and
AC 43.13–2B, paragraph 108 or other FAAapproved repair. New fasteners must not
have threads in bearing against the sides of
the holes.
(2) Inspect wing skins for unreinforced
cutouts. (See View C, Figure 4).
(3) Inspect the upper spar cap horizontal
flanges for open holes (See View D, Figure 5).
BILLING CODE 4910–13–P
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Federal Register / Vol. 75, No. 201 / Tuesday, October 19, 2010 / Rules and Regulations
Federal Register / Vol. 75, No. 201 / Tuesday, October 19, 2010 / Rules and Regulations
BILLING CODE 4910–13–C
Appendix 2 to AD 2010–21–18—
Airworthiness Limitations for the Aviation
Enterprises Aircraft Manual Supplement
(1) Limit the airplane MTOW to 4,700 LBS.
(2) For airplane weights above 3,300 LBS,
at least 12 gallons of fuel must be maintained
in each wing tip.
Appendix 3 to AD 2010–21–18—
Airworthiness Limitations for the Aviation
Enterprises Aircraft Manual Supplement
emcdonald on DSK2BSOYB1PROD with RULES
(1) Limit the MTOW to 4,000 LBS.
(2) Limit the max maneuver to 2.5 G.
(3) Limit Va to 100 KCAS.
(4) Vno to 105 KCAS.
(5) Limit Vne to 135 KCAS.
(6) Limit operation to VFR only.
BILLING CODE 4910–13–P
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17 CFR Parts 249 and 274
[Release Nos. 34–63087; IC–29461]
Technical Amendments to Forms N–
CSR and N–SAR in Connection With
the Comprehensive Iran Sanctions,
Accountability, and Divestment Act of
2010
Securities and Exchange
Commission.
ACTION: Final rule; technical
amendments.
AGENCY:
The Securities and Exchange
Commission is adopting technical
amendments to Forms N–CSR and N–
SAR under the Securities Exchange Act
of 1934 and the Investment Company
Act of 1940 in connection with
amendments to Section 13(c) of the
Investment Company Act that were
included in the Comprehensive Iran
Sanctions, Accountability, and
Divestment Act of 2010.
SUMMARY:
Issued in Kansas City, Missouri, on
October 4, 2010.
Christina L. Marsh,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2010–25434 Filed 10–18–10; 8:45 am]
SECURITIES AND EXCHANGE
COMMISSION
PO 00000
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Fmt 4700
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DATES:
Effective Date: October 19, 2010.
FOR FURTHER INFORMATION CONTACT:
Kieran G. Brown, Senior Counsel, Office
of Disclosure Regulation, Division of
Investment Management, at (202) 551–
6784, Securities and Exchange
Commission, 100 F Street, NE.,
Washington, DC 20549–5720.
SUPPLEMENTARY INFORMATION: The
Securities and Exchange Commission
(‘‘Commission’’) is adopting technical
amendments to Form N–CSR 1 and Form
N–SAR 2 under the Securities Exchange
Act of 1934 (‘‘Exchange Act’’) 3 and the
Investment Company Act of 1940
(‘‘Investment Company Act’’).4
I. Discussion
On July 1, 2010, the President signed
the Comprehensive Iran Sanctions,
Accountability, and Divestment Act of
2010 (‘‘Iran Divestment Act’’) into law.5
Among other things, the Iran
1 17
CFR 249.331 and 274.128.
CFR 249.330 and 274.101.
3 15 U.S.C. 78a et seq.
4 15 U.S.C. 80a–1 et seq.
5 Pub. L. 111–195, 124 Stat. 1312 (2010).
2 17
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]]>Agencies
[Federal Register Volume 75, Number 201 (Tuesday, October 19, 2010)]
[Rules and Regulations]
[Pages 64111-64120]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2010-25434]
========================================================================
Rules and Regulations
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains regulatory documents
having general applicability and legal effect, most of which are keyed
to and codified in the Code of Federal Regulations, which is published
under 50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by the Superintendent of Documents.
Prices of new books are listed in the first FEDERAL REGISTER issue of each
week.
========================================================================
Federal Register / Vol. 75, No. 201 / Tuesday, October 19, 2010 /
Rules and Regulations
[[Page 64111]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2010-1013; Directorate Identifier 2010-CE-048-AD;
Amendment 39-16478; AD 2010-21-18]
RIN 2120-AA64
Airworthiness Directives; Cessna Aircraft Company (Cessna) Models
336, 337, 337A (USAF 02B), 337B, M337B (USAF 02A), T337B, 337C, T337C,
337D, T337D, 337E, T337E, 337F, T337F, 337G, T337G, 337H, P337H, T337H,
T337H-SP, F337E, FT337E, F337F, FT337F, F337G, FT337GP, F337H, and
FT337HP Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule; request for comments.
-----------------------------------------------------------------------
SUMMARY: We are adopting a new airworthiness directive (AD) for the
products listed above. This AD requires inspecting the wings for
internal and external damage, repairing any damage found, installing an
operational limitation placard in the cockpit, adding limitations to
the flight manual supplement, and reporting the results of the
inspection to the FAA if damage is found. This AD was prompted by a
wing overload failure and by reports of cracks in the upper wing skins
on certain Cessna airplanes that are or have ever been modified by
Aviation Enterprises Supplemental Type Certificate (STC) SA02055AT,
SA02056AT, SA02307AT, or SA02308AT. We are issuing this AD to detect
and correct damage in the wings and to prevent overload failure of the
wing due to the installation of the STCs. Damage in the wing or
overload failure of the wing could result in structural failure of the
wing, which could result in loss of control.
DATES: This AD is effective November 3, 2010.
We must receive comments on this AD by December 3, 2010.
ADDRESSES: You may send comments by any of the following methods:
Federal eRulemaking Portal: Go to 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.
Examining the AD Docket
You may examine the AD docket 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 AD docket contains this AD, the regulatory evaluation,
any comments received, and other information. The street address for
the Docket Office (phone: 800-647-5527) is in the ADDRESSES section.
Comments will be available in the AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT: William O. Herderich, Aerospace
Engineer, FAA, Atlanta Aircraft Certification Office, 1701 Columbia
Avenue, College Park, Georgia 30337; phone: (404) 474-5547; fax: (404)
474-5605; e-mail: William.O.Herderich@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
In September 2000, we were notified of structural wing damage to a
Cessna Model T337G airplane equipped with Aviation Enterprises wing
extensions STC SA02055AT. The damage was described as starting with
loose and working (smoking) rivets in the upper surface of the wing,
progressing to buckling of the skins just outboard of the fuel tank
access covers, loose wing extensions, and finally cracking in the wing
skins. Based on discussions with the STC holder at that time, we
believed that the damage to the airplane was the result of operation
from unimproved airstrips and was an isolated event. In response to
this event, Aviation Enterprises issued Wing Extension Service Letter
AE 01-11-00. This letter recommended installing a placard on the
instrument panel advising the pilot of weight and airspeed limitations
and notes that landing on unpaved runways is not recommended. No
further action was taken at this time.
About ten years later, in February 2010, we received a report of an
accident involving a Cessna Model 337 airplane modified with Aviation
Enterprises wing extensions STC SA02055AT (along with Aviation
Enterprises STC SA01094AT winglets). Investigation of the incident
revealed cracks in the upper wing skins just outboard of the fuel tank
access covers near wing station (WSTA) 150. The cracks were on both
wings of the airplane and covered by repair patches. The wing skin
cracks matched the description of those found in the September 2000
incident.
In response to these problems and without determining that there
was an unsafe condition under 14 CFR part 39, we issued Special
Airworthiness Information Bulletin (SAIB) CE-10-20. This SAIB
recommended that Cessna Model 336 and 337 series airplanes equipped
with wingtip extensions have a one-time inspection for internal and
external damage from WSTA 23 to the wing tip within the next 100 hours
time-in-service. The SAIB listed focused inspection areas based on the
previously reported damage. The SAIB also contained a request for the
inspection results to be sent to the FAA if damage was found.
As a result of the inspection report request in the SAIB, one
report was received. In this report, it was stated that the damage to
the airplane included loose and working (smoking) rivets in the upper
surface of the wing, buckling of the upper surface skins and stringers
just outboard of the fuel tanks access covers, and cracking in the wing
skins. There was also an upper surface skin buckle near WSTA 60 near
the boom. The cracks on this airplane match those found from both
previously referenced incidents. In all reported cases, the skin cracks
occurred in the wing skin under and just outboard of the wing tank
access cover. However, the location of the cracks on this aircraft was
at WSTA
[[Page 64112]]
177, further outboard than the previously noted airplanes, because this
airplane had additional extended range fuel tanks.
Further inspection revealed additional damage on the airplane that
appeared to be a result of the installation of the wing extension
modification. There was damage to the left and right WSTA 222 ribs,
which had been torn, from the aft lightening hole to the lower surface
and was bent down to allow installation of the wing extension fuel
line. The fuel line appeared to be chafing on the torn metal. Also,
extra holes drilled through the spar cap were found at several span-
wise locations that were consistent with the stall fence attachments.
These holes had been tapped (threaded) and were left open with no
fastener installed. One of the holes was located so close to the edge
of the spar cap, it was breaking out of the edge and was also located
immediately adjacent to a fastener for the fuel tank access cover. Also
found was the lack of nuts used for the wing extension attaching
screws. It appeared that the holes in the substructure (skins, ribs,
and spars) were tapped (threaded) to accept screws, rather than use
nuts. Several access holes were also found cut into the lower surface
of the skin that had no reinforcement.
The FAA reviewed information from the accident investigation, a
number of service difficulty reports (SDRs), and data submitted by
Aviation Enterprises for demonstrating compliance to the airworthiness
standards. Based on the investigation, the FAA determined that Aviation
Enterprises may not have adequately substantiated the wing structure
for the increased limit and ultimate loads resulting from the wing
extension. We also determined that weight, airspeed, ballast, and ``g''
limit restrictions need to be placed on these airplanes to allow them
to operate within the minimum margins of safety.
These conditions, if not corrected, could result in structural
failure of the wing, which could result in loss of control.
FAA's Determination
We are issuing this AD because we evaluated all the relevant
information and determined the unsafe condition described previously is
likely to exist or develop in other products of the same type design.
AD Requirements
This AD requires inspecting the wings for internal and external
damage, repairing any damage found, installing an operational
limitation placard in the cockpit, and adding limitations to the flight
manual supplement. The AD also requires reporting the results of the
inspection to the FAA if damage is found.
FAA's Justification and Determination of the Effective Date
An unsafe condition exists that requires the immediate adoption of
this AD. The FAA has found that the risk to the flying public justifies
waiving notice and comment prior to adoption of this rule because
cracks in the wings and potential for wing overload could result in
structural failure of the wing, which could result in loss of control.
Therefore, we find that notice and opportunity for prior public
comment are impracticable and that good cause exists for making this
amendment effective in less than 30 days.
Comments Invited
This AD is a final rule that involves requirements affecting flight
safety and was not preceded by notice and an opportunity for public
comment. However, we invite you to send any written data, views, or
arguments about this AD. Send your comments to an address listed under
the ADDRESSES section. Include the docket number FAA-2010-1013 and
Directorate Identifier 2010-CE-048-AD at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this AD. We will
consider all comments received by the closing date and may amend this
AD because of those comments.
We will post all comments we receive, without change, to https://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this AD.
Costs of Compliance
We estimate that this AD affects 12 airplanes of U.S. registry.
We estimate the following costs to comply with this AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost on U.S.
Action Labor cost Parts cost Cost per product operators
----------------------------------------------------------------------------------------------------------------
Inspection of the wing for 20 work-hours x Not applicable.... $1,700 per $20,400 per
damage. $85 per hour = inspection cycle. inspection cycle.
$1,700 per
inspection cycle.
Installing a placard in the 4 work-hours x $85 Not applicable.... $340.............. $4,080.
cockpit. per hour = $340.
Modifying the Limitations 4 work-hours x $85 Not applicable.... $340.............. $4,080.
section of the Aviation per hour = $340.
Enterprises Aircraft Flight
Manual Supplement.
----------------------------------------------------------------------------------------------------------------
We estimate the following costs to do any necessary repairs that
will be required based on the results of the inspection. The cost for
repair may vary from as little as replacing a bolt to as much as
replacing a wing. We have no way of determining the number of aircraft
that will need these repairs and the extent of the repair necessary.
Below are estimates of some possible necessary repairs:
On-Condition Costs
----------------------------------------------------------------------------------------------------------------
Action Labor cost Parts cost
----------------------------------------------------------------------------------------------------------------
Install reinforcements around wing 12 work-hours x $85 $50.
access holes cutouts, 2 per hole, 6 per hour = $1,020.
holes per airplane.
Replace upper outboard wing skins, 26 work-hours x $85 $100 per side x 2 sides = $200.
13 per side, 2 sides per airplane. per hour = $2,210.
Replace upper surface outboard 2 work-hours per $100.
stringers, 6 stringers per airplane. stringer, 6 stringers
per airplane = 12
work-hours x $85 per
hour = $1,020.
[[Page 64113]]
Replace screws with aviation 40 work-hours x $85 $50.
standard fasteners with nuts/ per hour = $3,400.
collars in cleaned up holes, 20
screws per side, 2 sides per
airplane.
Spar repair (possible splice 20 work-hours per $100 per location.
replacement and repairing 4 holes). repair per location x
$85 per hour = $1,700.
Repair torn WSTA 222 Rib............ 5 work-hours per side, $50.
2 sides per airplane
= 10 work-hours x $85
per hour = $850.
----------------------------------------------------------------------------------------------------------------
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. ``Subtitle VII: Aviation Programs''
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701: ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
This AD will not have federalism implications under Executive Order
13132. This AD will not have a substantial direct effect on the States,
on the relationship between the national government and the States, or
on the distribution of power and responsibilities among the various
levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979),
(3) Will not affect intrastate aviation in Alaska, and
(4) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
Adoption of the Amendment
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 adding the following new airworthiness
directive (AD):
2010-21-18 Cessna Aircraft Company: Amendment 39-16478; Docket No.
FAA-2010-1013; Directorate Identifier 2010-CE-048-AD.
Effective Date
(a) This AD is effective November 3, 2010.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Cessna Aircraft Company (Cessna) Models
336, 337, 337A (USAF 02B), 337B, M337B (USAF 02A), T337B, 337C,
T337C, 337D, T337D, 337E, T337E, 337F, T337F, 337G, T337G, 337H,
P337H, T337H, T337H-SP, F 337E, FT337E, F 337F, FT337F, F 337G,
FT337GP, F337H, and FT337HP airplanes, all serial numbers, that:
(1) Are certificated in any category; and
(2) Are or have ever been modified by Aviation Enterprises
Supplemental Type Certificate (STC) SA02055AT, SA02056AT, SA02307AT,
or SA02308AT.
Subject
(d) Joint Aircraft System Component (JASC)/Air Transport
Association (ATA) of America Code 57; Wings.
Unsafe Condition
(e) This AD was prompted by a wing overload failure and by
reports of cracks in the upper wing skins on certain Cessna
airplanes that are now or have ever been modified by Aviation
Enterprises STC SA02055AT, SA02056AT, SA02307AT, or SA02308AT. We
are issuing this AD to detect and correct damage in the wings and to
prevent overload failure of the wing due to the installation of the
STCs. Damage in the wing or overload failure of the wing could
result in structural failure of the wing, which could result in loss
of control.
Compliance
(f) Comply with this AD within the compliance times specified,
unless already done.
Required Actions
(g) Before further flight after November 3, 2010 (the effective
date of this AD), do a general and focused inspection of the wing
for internal and external damage from wing station (WSTA) 23 to the
wing tip. Repetitively thereafter inspect every 100 hours time-in-
service (TIS) or every 12 calendar months, whichever occurs first,
for as long as any of the STCs specified in paragraph (c) of this AD
are installed. If at any time the STCs are permanently removed, one
final inspection is required following removal. Do the inspections
following Appendix 1 of this AD.
(h) Anytime severe and/or extreme turbulence is encountered
during flight, before the next flight, do a focused inspection of
the wing for damage following steps 1, 2, 3, 4, 7, and 10 in
Appendix 1 of this AD. Also inspect for signs of distress in the
upper front spar in the area around WSTA 177. The definition of
severe and extreme turbulence can be found in Table 7-1-9 of the FAA
Aeronautical Information Manual (AIM). You may obtain a copy of the
FAA AIM at https://www.faa.gov/air_traffic/publications/atpubs/aim/.
(i) For airplanes specified in paragraph (c) of this AD that are
modified by STC SA02055AT or SA02308AT (wing extensions with fuel
provisions), before further flight after November 3, 2010 (the
effective date of this AD), do the following:
(1) Incorporate the information from Appendix 2 of this AD into
the Limitations section of the Aviation Enterprises Aircraft Manual
Supplement.
(2) Fabricate a placard (using at least \1/8\-inch letters) with
the following words and install the placard on the instrument panel
within the pilot's clear view: ``MTOW=4,700 LBS. MAINTAIN AT LEAST
12 GAL OF FUEL IN EACH WING TIP FOR AIRPLANE WEIGHTS ABOVE 3,300
LBS.''
(j) For airplanes specified in paragraph (c) of this AD that are
modified by STC SA02056AT or SA02307AT (wing extensions with no fuel
provisions), before further flight after November 3, 2010 (the
effective date of this AD), do the following:
(1) Incorporate the information from Appendix 3 of this AD into
the Limitations
[[Page 64114]]
section of the Aviation Enterprises Aircraft Manual Supplement.
(2) Fabricate a placard (using at least \1/8\-inch letters) with
the following words and install the placard on the instrument panel
within the pilot's clear view: ``MTOW=4,000 LBS, MAX MANEUVER=2.5 G,
Va=100 KCAS, Vno=105 KCAS, Vne=135 KCAS. OPERATION RESTRICTED TO
VFR''
(k) Before further flight after each inspection required in
paragraphs (g) and (h) of this AD where damage or signs of distress
are found, repair all damaged and distressed parts following FAA
Advisory Circular (AC) 43.13-1B. You may obtain a copy of AC 43.13-
1B at https://rgl.faa.gov/.
(l) Within 10 days after each inspection required in paragraphs
(g) and (h) of this AD in which damage or distress is found, send a
report to the FAA at the address specified in paragraph (o) of this
AD. Include as much information as possible, including the ``N''
number, model number, serial number, list of STC modifications, TIS
on the aircraft and wing extension, description of the damage
(location, length, orientation, parts cracked, sketches, etc.), and
if possible, pictures of the damage.
(m) For all airplanes specified in paragraph (c) of this AD that
have STC SA02055AT, SA02056AT, SA02307AT, or SA02308AT permanently
removed, do one final inspection as specified in paragraph (g) of
this AD, take corrective actions as specified in paragraph (k) of
this AD, report the results as specified in paragraph (l) of this
AD, and remove the flight limitations specified in paragraphs (i)
and (j) of the AD. No further action is required.
Alternative Methods of Compliance (AMOCs)
(n)(1) The Manager, FAA, Atlanta Aircraft Certification Office
(ACO) has the authority to approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19. In accordance with 14
CFR 39.19, send your request to your principal inspector or local
Flight Standards District Office, as appropriate. If sending
information directly to the manager of the ACO, send it to the
attention of the person identified in the Related Information
section of this AD.
(2) Before using any approved AMOC, notify your Principal
Maintenance Inspector or Principal Avionics Inspector, as
appropriate, or lacking a principal inspector, notify your local
Flight Standards District Office.
Related Information
(o) For more information about this AD, contact William O.
Herderich, Aerospace Engineer, FAA, Atlanta Aircraft Certification
Office (ACO), 1701 Columbia Avenue, College Park, Georgia 30337;
phone: (404) 474-5547; fax: (404) 474-5605; e-mail:
William.O.Herderich@faa.gov.
Appendix 1 to AD 2010-21-18--General and Focused Inspection Procedures
Perform a general and focused inspection of the wing for
internal and external damage from wing station (WSTA) 23 to the wing
tip. The general inspection must be performed in accordance with 14
CFR 43.15(c), using a checklist that includes at least the scope and
detail of the items contained in Appendix D of 14 CFR part 43. The
focused inspection must include the items listed below. Remove all
wing access panels to conduct the inspections. Do theses inspections
following the manufacturer's service information (Cessna
Maintenance/Service Manuals) and any other appropriate guidance,
such as FAA Advisory Circular (AC) 43.13-1B Acceptable Methods,
Techniques, and Practices--Aircraft Inspection and Repair. AC 43.13-
1B can be found at https://rgl.faa.gov/.
Focused inspection items to look for:
(1) Wrinkles in upper wing skins, from the outboard edge on the
fuel tank access covers (WSTA 150 or 177) to the WSTA 222 (See View
B, Figure 3).
(2) Wrinkles in the upper wing skins from WSTA 55 to 66,
adjacent to the booms (See View E, Figure 6).
(3) Cracking of the upper wing skins. Pay particular attention
to any wrinkles, the radius between stiffeners at WSTA 150 (under
fuel tank covers), and unreinforced access holes (See View B, Figure
3).
(4) Working (smoking) rivets outboard of the wing tank access
covers.
(5) Fasteners with less than two diameters edge distance.
(6) Fasteners with less than four diameters center to center
spacing.
(7) Looseness of attachments of the tip extension to the wing
and wing tip to wing extension when pushing up and down on the tip.
(8) Any signs of distress along both front and rear spars,
particularly in the area around WSTA 177.
(9) Inspect under any repairs to the upper skins, particularly
in the area just outboard of the fuel tank access covers as these
may be covering up existing damage.
(10) Inter-rivet buckling of the stringers attached to the upper
surface skin, outboard of the fuel tank access covers (See View F,
Figure 7).
(11) Inspect rib at WSTA 222 for damage. Trimming of the rib may
have been done to allow installation of fuel lines (See View A,
Figure 2). Repair in accordance with AC 43.13-1B, Chapter 4,
paragraph 4-58(g) and Figure 4-14, or by using another FAA-approved
method that restores equivalent strength of the wing rib.
Appendix 1 to AD 2010-21-18--General and Focused Inspection Procedures
(Continued)
(1) Inspect and identify screws, installed in tapped (threaded)
holes in metal substructure, used to attach wing tips, stall fences,
fuel and electrical components, and access doors. For tapped holes,
remove fastener and open up the diameter to provide a smooth bore
hole, for the smallest oversize fastener, using close tolerance
holes noted in AC 43.13-1B, paragraph 7-39 or other FAA-approved
scheme. Maintain minimum 2 x fastener diameter edge distance and 4 x
fastener diameter center to center spacing. Select and install new,
equivalent strength or stronger, fasteners with nuts/collars in
accordance with AC 43.13-1B, Chapter 7 and AC 43.13-2B, paragraph
108 or other FAA-approved repair. New fasteners must not have
threads in bearing against the sides of the holes.
(2) Inspect wing skins for unreinforced cutouts. (See View C,
Figure 4).
(3) Inspect the upper spar cap horizontal flanges for open holes
(See View D, Figure 5).
BILLING CODE 4910-13-P
[[Page 64115]]
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[[Page 64116]]
[GRAPHIC] [TIFF OMITTED] TR19OC10.018
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[GRAPHIC] [TIFF OMITTED] TR19OC10.019
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[[Page 64119]]
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[[Page 64120]]
[GRAPHIC] [TIFF OMITTED] TR19OC10.022
BILLING CODE 4910-13-C
Appendix 2 to AD 2010-21-18--Airworthiness Limitations for the Aviation
Enterprises Aircraft Manual Supplement
(1) Limit the airplane MTOW to 4,700 LBS.
(2) For airplane weights above 3,300 LBS, at least 12 gallons of
fuel must be maintained in each wing tip.
Appendix 3 to AD 2010-21-18--Airworthiness Limitations for the Aviation
Enterprises Aircraft Manual Supplement
(1) Limit the MTOW to 4,000 LBS.
(2) Limit the max maneuver to 2.5 G.
(3) Limit Va to 100 KCAS.
(4) Vno to 105 KCAS.
(5) Limit Vne to 135 KCAS.
(6) Limit operation to VFR only.
Issued in Kansas City, Missouri, on October 4, 2010.
Christina L. Marsh,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2010-25434 Filed 10-18-10; 8:45 am]
BILLING CODE 4910-13-P
