[Federal Register Volume 79, Number 164 (Monday, August 25, 2014)]
[Rules and Regulations]
[Pages 50542-50549]
[FR Doc No: 2014-20098]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2014-0077; Directorate Identifier 2013-CE-021-AD;
Amendment 39-17941; AD 2014-16-17]
RIN 2120-AA64

Airworthiness Directives; Air Tractor, Inc. Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: We are superseding Airworthiness Directive (AD) 2010-17-18 R1,
which applies to certain Air Tractor, Inc. Models AT-802 and AT-802A
airplanes. AD 2010-17-18 R1 required repetitively inspecting (using the
eddy current method) the two outboard fastener holes in both of the
wing main spar lower caps at the center splice joint for cracks;
repairing or replacing any cracked spar; changing the safe life for
certain serial number ranges; and sending the inspection results, only
if cracks are found, to the FAA. This new AD retains all actions of AD
2010-17-18 R1 and expands the applicability to include all serial
numbers regardless of configuration or operational use. This AD was
prompted by our determination that the safe life for the wing main spar
lower caps should apply to all Models AT-802 and AT-802A airplanes
regardless of configuration or operational use. We are issuing this AD
to correct the unsafe condition on these products.

DATES: This AD is effective September 29, 2014.
    The Director of the Federal Register approved the incorporation by
reference of certain publications listed in this AD as of September 9,
2010 (75 FR 52255, August 25, 2010).
    The Director of the Federal Register approved the incorporation by
reference of certain other publications listed in this AD as of April
21, 2006 (71 FR 19994, April 19, 2006).

ADDRESSES: For service information identified in this AD, contact Air
Tractor, Inc., P.O. Box 485, Olney, Texas 76374; telephone: (940) 564-
5616; fax:<PHONE_NUMBER>; email<EMAIL_ADDRESS>Internet:
www.airtractor.com. You may review copies of the referenced service
information at the FAA, Small Airplane Directorate, 901 Locust, Kansas
City, Missouri 64106. For information on the availability of this
material at the FAA, call<PHONE_NUMBER>.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2014-
0077; 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 address for the Docket Office (phone: 800-647-
5527) is Document Management Facility, U.S. Department of
Transportation, Docket Operations, M-30, West Building Ground Floor,
Room W12-140, 1200 New Jersey Avenue SE., Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: Andrew McAnaul, Aerospace Engineer,
ASW-150 (c/o San Antonio MIDO), 10100 Reunion Place, Suite 650, San
Antonio, Texas 78216; phone:<PHONE_NUMBER>; fax:<PHONE_NUMBER>;
email<EMAIL_ADDRESS>
SUPPLEMENTARY INFORMATION:

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 2010-17-18 R1, Amendment 39-16552 (75 FR 82219,
December 30, 2010) (``AD 2010-17-18 R1''), for certain Air Tractor,
Inc. Models AT-802 and AT-802A airplanes. The NPRM published in the
Federal Register on February 12, 2014 (79 FR 8350). The NPRM was
prompted by our determination that the safe life for the wing main spar
lower caps should apply to all Models AT-802 and AT-802A airplanes
regardless of configuration or operational use. The NPRM proposed to
continue to require repetitively inspecting (using the eddy current
method) the two outboard fastener holes in both of the wing main spar
lower caps at the center splice joint for cracks; repairing or
replacing any cracked spar; changing the safe life for certain serial
number ranges; and sending the inspection results, only if cracks are
found, to the FAA. The NPRM also proposed to expand the applicability
to include all serial numbers regardless of configuration or
operational use. We are issuing this AD to correct the unsafe condition
on these products.

Comments

    We gave the public the opportunity to participate in developing
this AD. The following presents the comment received on the NPRM (79 FR
8350, February 12, 2014) and the FAA's response to that comment.

Request To Withdraw Proposed Rulemaking

    David Ligon of Air Tractor, Inc. requested the FAA to withdraw the
proposed AD.
    David Ligon stated that he (Air Tractor, Inc.) believes the FAA
does not have relevant information or objective evidence to establish
that an unsafe condition is likely to exist or develop in Models AT-802
and AT-802A air tanker (fire-fighting) airplanes. Air Tractor, Inc.
stated that the safe life of the wing on the land-based Models AT-802
and AT-802A air tanker airplanes far exceeds that of their agricultural
application counterparts and will continue to work to establish an
appropriate wing safe life.
    Included with the comment from Air Tractor, Inc. were two graphs
showing firebomber and agricultural airplane exceedance curves from a
single Model AT-802 air tanker airplane, their validated Model AT-802
agricultural application airplane spectrum, and one set of generic air
tanker and agricultural application exceedance curves from Report No.
DOT/FAA/AR-05/035, Consolidation and Analysis of Loading Data in
Firefighting Operations: Analysis of Existing Data and Definition of
Preliminary Air Tanker and Lead Aircraft Spectra, which can be found on
the Internet at http://www.tc.faa.gov/its/worldpac/techrpt/ar05-35.pdf,
and FAA Advisory Circular 23-13A, which can be found on the internet at
http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/CCAE8A15127D66408625708C00710BA4?OpenDocument&Highlight=23-13a,
respectively.
    Air Tractor, Inc. does not disagree that there is a need to
establish a safe life for the wing main spar lower caps on all
airplanes regardless of configuration or operational use. Air Tractor,
Inc. also stated that they are concerned that issuing this AD will
result in unneeded additional cost to the industry that could possibly
hinder the establishment of an appropriate wing safe life in the
future.
    We do not agree with the commenter. The wing main spar centerline
joint is a design detail that has demonstrated in-

service fatigue cracking on Models AT-802 and AT-802A agricultural
application airplanes. We have determined that this design detail shows
a demonstrated risk that fatigue cracking is expected to also occur on
the same type design airplanes used for other purposes such as fire-
fighting and patrolling. The guidance for addressing known safety risk
through a fatigue management program that includes establishing
appropriate inspection, modification, and/or life limits is outlined in
the appendices of FAA Advisory Circular 91-82A, which can be found on
the Internet at http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/A07DDCB245AD6B43862578F8006F82E9?OpenDocument&Highlight=91-82a. These
aspects are currently addressed for the agricultural application Models
AT-802 and AT-802A airplanes in AD 2010-17-18 R1. We believe it is
appropriate to expand the applicability of AD 2010-17-18 R1 to include
all Models AT-802 and AT-802A airplanes used in other operational roles
since they have the same type design detail and share the same
demonstrated risk.
    We have not received validated data from Air Tractor, Inc. that
provides inspection intervals, modification times, or safe life limits
for the Models AT-802 and AT-802A airplanes wing main spar for
operational usages other than for agricultural application. The
exceedance data provided by Air Tractor, Inc. does not provide those
inspection intervals, modification times, or life limit replacement
times. Report No. DOT/FAA/AR-05/035, which can be found on the Internet
at http://www.tc.faa.gov/its/worldpac/techrpt/ar05-35.pdf, includes
exceedance data for air tanker (fire-fighting) airplanes of various
weights. The data shows a trend of increasing severity in the flight
spectrum as airplane size and gross weight decrease. In Report No. DOT/
FAA/AR-05/035, the exceedance data does not include airplanes having a
gross weight as low as Models AT-802 and AT-802A airplanes; therefore,
the exceedance data may not be representative of the lighter gross
weight AT-802/802A air tanker airplane fleet. Additionally, limited
exceedance curves we received earlier from Air Tractor, Inc. include
data for one land-based and two float-equipped Model AT-802 air tanker
airplanes. The two float-equipped airplane's exceedance curves closely
match the severity of the validated Model AT-802 airplane agricultural
application exceedance curves. We question why the two float-equipped
airplanes have a more severe spectrum than the single land-based Model
AT-802 air tanker airplane. We would expect the float-equipped
airplanes to be less maneuverable, and therefore less severely flown
than their land-based counterpart.
    We agree with the need to establish life limits for the Models AT-
802 and AT-802A air tanker fleet, as well as those used in other
operations such as patrolling. Further, we evaluated the information
presented by Air Tractor and determined it is appropriate to apply the
same inspections, modification, and safe life limitations addressed in
the current AD to Models AT-802 and AT-802A airplanes engaged in other
operational roles. We arrived at this decision based on (1) the time in
service those fleets have now accumulated, and (2) because they have
the same wing main spar design feature as the agricultural applications
airplanes and share the same demonstrated safety risk.. We remain open
to working with Air Tractor, Inc. to obtain data that reflects an
adequate pilot mix and operational conditions, that appropriately
differentiates Models AT-802 and AT-802A airplane wing main spar
inspection and modification times, and includes a safe life based on
operational usage.
    We are not changing the final rule AD action based on this comment.

Conclusion

    We reviewed the relevant data, considered the comment received, and
determined that air safety and the public interest require adopting
this AD as proposed except for minor editorial changes. We have
determined that these minor changes:
     Are consistent with the intent that was proposed in the
NPRM (79 FR 8350, February 12, 2014) for correcting the unsafe
condition; and
     Do not add any additional burden upon the public than was
already proposed in the NPRM (79 FR 8350, February 12, 2014).

Costs of Compliance

    We estimate that this AD affects 154 airplanes of U.S. registry.
    We estimate the following costs to comply with this AD. However,
the only difference in the costs presented below and the costs
associated with AD 2010-17-18 R1 is the addition of 33 airplanes, from
121 to 154, and the corresponding costs associated with those 33
airplanes:

                                                                     Estimated Costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
               Action                      Labor cost              Parts cost                 Cost per product               Cost on U.S.  operators
--------------------------------------------------------------------------------------------------------------------------------------------------------
Eddy current inspection............  $500 to $800..........  Not Applicable........  $500 to $800.....................  $77,000 to $123,200.
Spar cap replacement (two spars)...  495 work-hours x $85    $39,100 (two spars)...  $81,175..........................  $12,500,950.
                                      per hour = $42,075.
--------------------------------------------------------------------------------------------------------------------------------------------------------

    We estimate the following costs to do any necessary repairs/
modifications that will be required based on the results of the
inspections. We have no way of determining the number of aircraft that
might need these repairs/modifications:

                                               On-Condition Costs
----------------------------------------------------------------------------------------------------------------
                                                                                Cost per
               Action                        Labor cost                    Parts cost                 product
----------------------------------------------------------------------------------------------------------------
Center splice plate installation....  185 work-hours x $85     $4,300...........................         $20,025
                                       per hour = $15,725.
Extended splice block installation..  70 work-hours x $85 per  3,200............................           9,150
                                       hour = $5,950.
Cold-work lower spar cap fastener     16 work-hours x $85 per  Not Applicable...................           1,360
 holes.                                hour = $1,360.
----------------------------------------------------------------------------------------------------------------

Paperwork Reduction Act

    A federal agency may not conduct or sponsor, and a person is not
required to respond to, nor shall a person be subject to penalty for
failure to comply with a collection of information subject to the
requirements of the Paperwork Reduction Act unless that collection of
information displays a current valid OMB control number. The control
number for the collection of information required by this AD is 2120-
0056. The paperwork cost associated with this AD has been detailed in
the Costs of Compliance section of this document and includes time for
reviewing instructions, as well as completing and reviewing the
collection of information. Therefore, all reporting associated with
this AD is mandatory. Comments concerning the accuracy of this burden
and suggestions for reducing the burden should be directed to the FAA
at 800 Independence Ave. SW., Washington, DC 20591. ATTN: Information
Collection Clearance Officer, AES-200.

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 have determined that this AD will not have federalism
implications under Executive Order 13132. This AD will not have a
substantial direct effect on the States, on the relationship between
the national government and the States, or on the distribution of power
and responsibilities among the various levels of government.
    For the reasons discussed above, I certify that this AD:
    (1) Is not a ``significant regulatory action'' under Executive
Order 12866,
    (2) Is not a ``significant rule'' under 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, Incorporation by
reference, Safety.

Adoption of the Amendment

    Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

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)
2010-17-18 R1, Amendment 39-16552 (75 FR 82219, December 30, 2010), and
adding the following new AD:

2014-16-17 Air Tractor, Inc.: Amendment 39-17941; Docket No. FAA-
2014-0077; Directorate Identifier 2013-CE-021-AD.

(a) Effective Date

    This AD is effective September 29, 2014.

(b) Affected ADs

    This AD supersedes AD 2010-17-18 R1, Amendment 39-16552 (75 FR
82219, December 30, 2010, (``AD 2010-17-18 R1'')).

(c) Applicability

    This AD applies to Air Tractor, Inc. Models AT-802 and AT-802A
airplanes, all serial numbers, that are certificated in any
category.

(d) Subject

    Joint Aircraft System Component (JASC)/Air Transport Association
(ATA) of America Code 57: Wings.

(e) Unsafe Condition

    This AD was prompted by our determination that there is a need
to establish a safe life for the wing main spar lower caps on all
airplanes regardless of configuration or operational use. We are
issuing this AD to detect and correct cracks in the wing main spar
lower cap at the center splice joint, which could result in failure
of the spar cap and lead to wing separation and loss of control of
the airplane.

(f) Compliance

    Comply with this AD within the compliance times specified in
paragraphs (g) through (l) of this AD, including all subparagraphs,
unless already done (compliance with AD 2010-17-18 R1).

(g) Actions for Airplanes Serial Numbers (SNs)-0001 Through-0091

    (1) Eddy current inspect the center splice joint outboard two
fastener holes in both the left and right wing main spar lower caps
for cracks at the compliance times specified in paragraphs (g)(1)(i)
or (g)(1)(ii) of this AD. Do the inspections following Snow
Engineering Co. Process Specification 197, page 1, revised
June 4, 2002; pages 2 through 4, dated February 23, 2001; and page
5, dated May 3, 2002.
    (i) For airplanes previously affected by AD 2010-17-18 R1:
Initially inspect upon reaching 1,700 hours time-in-service (TIS) or
within the next 50 hours TIS after April 21, 2006 (the effective
date retained from AD 2006-08-09, Amendment 39-14565 (71 FR 19994,
April 19, 2006; corrected 71 FR 27794, May 12, 2006)), whichever
occurs later. Repetitively thereafter inspect at intervals not to
exceed 800 hours TIS unless you installed the center splice plate
and extended 8-bolt splice blocks before September 9, 2010 (the
effective date retained from AD 2010-17-18, Amendment 39-16412 (75
FR 52255, August 25, 2010), ``AD 2010-17-18''), then repetitively
inspect following the compliance times in paragraphs (g)(5)(i)
through (g)(5)(iii) of this AD.
    (ii) For airplanes not previously affected by AD 2010-17-18 R1:
Initially inspect upon reaching 1,700 hours TIS or within the next
50 hours TIS after September 29, 2014 (the effective date of this
AD), whichever occurs later. Repetitively thereafter inspect at
intervals not to exceed 800 hours TIS unless you installed the
center splice plate and extended 8-bolt splice blocks before
September 29, 2014 (the effective date of this AD), then
repetitively inspect following the compliance times in paragraphs
(g)(6)(i) through (g)(6)(iii) of this AD.
    (2) If any cracks are found as a result of any inspection
required in paragraph (g)(1) of this AD, before further flight after
the inspection where a crack was found, do the actions specified in
paragraphs (g)(2)(i) or (g)(2)(ii) of this AD. If you repair your
airplane following paragraph (g)(2)(i) of this AD before the
airplane reaches a total of 3,200 hours TIS, you must do the eddy
current inspections following the compliance times in paragraphs
(g)(5) and (g)(6) of this AD, as applicable. If you repair your
airplane following paragraph (g)(2)(i) of this AD at 3,200 hours TIS
or after, this repair terminates the repetitive inspections required
in this AD.
    (i) For cracks that can be removed by repair, install center
splice plate, P/N 20997-2, and extended 8-bolt splice blocks, P/N
20985-1/-2, cold-work the lower spar cap fastener holes, and eddy
current inspect the center splice joint outboard two fastener holes
in both the left and right wing main spar lower caps for cracks.
This eddy current inspection is required as part of the modification
and is separate from the inspections required in paragraph (g)(1) of
this AD. Incorporating this repair modification extends the safe
life of the wing main spar lower cap to a total of 8,000 hours TIS.
Do the repair following Snow Engineering Co. Service Letter
284, dated October 4, 2009; Snow Engineering Co.

Process Specification 197, page 1, revised June 4, 2002;
pages 2 through 4, dated February 23, 2001; and page 5, dated May 3,
2002; Snow Engineering Co. Drawing Number 20995, Sheet 2, Rev. D.,
dated November 25, 2005; and Snow Engineering Co. Service Letter
240, dated September 30, 2004.
    (ii) For cracks that cannot be repaired by incorporating the
repair modification specified in paragraph (g)(2)(i) of this AD,
replace the lower spar caps and associated parts listed following
paragraph (g)(3) of this AD.
    (3) Replace the wing main spar lower caps, the web plates, the
center joint splice blocks and hardware, and the wing attach angles
and hardware, and install the steel web splice plate at whichever of
the compliance times specified in paragraphs (g)(3)(i), (g)(3)(ii),
or (g)(3)(iii) of this AD that occurs first. If the wing main spar
lower cap was replaced with P/N 21118-1/-2, the new spar safe life
is 11,700 hours TIS. If the wing main spar lower cap is replaced
with P/N 21083-1/-2 before September 9, 2010 (the effective date
retained from AD 2010-17-18), the safe life for that P/N spar cap is
8,000 hours TIS until the wing main spar lower cap is replaced with
P/N 21118-1/-2. This replacement terminates the inspections required
in this AD. Do the replacement following Snow Engineering Co.
Service Letter 284, dated October 4, 2009; Snow Engineering
Co. Service Letter 80GG, revised December 21, 2005; and
Snow Engineering Co. Drawing Number 20975, Sheet 4, Rev. A, dated
January 7, 2009.
    (i) For all airplanes: Before further flight when cracks are
found that cannot be repaired by incorporating the repair
modification specified in paragraph (g)(2)(i) of this AD.
    (ii) For airplanes previously affected by AD 2010-17-18 R1:
Before or when the airplane reaches the wing main spar lower cap
safe life of a total of 4,100 hours TIS or within the next 50 hours
TIS after September 9, 2010 (the effective date retained from AD
2010-17-18), whichever occurs later.
    (iii) For airplanes not previously affected by AD 2010-17-18 R1:
Before or when the airplane reaches the wing main spar lower cap
safe life of a total of 4,100 hours TIS or within the next 50 hours
TIS after September 29, 2014 (the effective date of this AD),
whichever occurs later.
    (4) To extend the initial 4,100-hour TIS safe life of the wing
main spar lower cap to a total of 8,000 hours TIS, you may
incorporate the repair modification specified in paragraph (g)(2)(i)
of this AD between 3,200 hours TIS and 4,100 hours TIS. This
modification terminates the repetitive inspections required in
paragraphs (g)(1)(i) and (g)(1)(ii) of this AD, unless you do the
modification before the airplane reaches a total of 3,200 hours TIS
to repair cracks.
    (5) For airplanes previously affected by AD 2010-17-18 R1: If
you modified your airplane to repair cracks before the airplane
reached a total of 3,200 hours TIS, as required in paragraph
(g)(2)(i) of this AD, or you previously modified your wing to extend
the safe life but did not cold work the lower spar cap fastener
holes, you must do the eddy current inspections required in
paragraph (g)(1) of this AD following the compliance times specified
in paragraphs (g)(5)(i) through (g)(5)(iii) of this AD, as
applicable.
    (i) If the airplane already had the center splice plate and
extended 8-bolt splice blocks installed at or after 3,200 hours TIS
but the fastener holes have not been cold worked, you may cold work
the fastener holes at any time to terminate the repetitive
inspection requirements of this paragraph. Initially inspect when
the airplane reaches a total of 2,400 hours TIS after the
modification or within the next 100 days after September 9, 2010
(the effective date retained from AD 2010-17-18), whichever occurs
later. Repetitively thereafter inspect at intervals not to exceed
1,200 hours TIS until the 8,000 hours TIS spar replacement time.
    (ii) If the airplane already had the center splice plate and
extended 8-bolt splice blocks already installed before reaching
3,200 hours TIS but the fastener holes have not been cold worked,
initially inspect when the airplane reaches a total of 2,400 hours
TIS after the modification or within the next 100 days after
September 9, 2010 (the effective date retained from AD 2010-17-18),
whichever occurs later. Repetitively thereafter inspect at intervals
not to exceed 1,200 hours TIS. Upon reaching 4,800 hours TIS after
the modification, repetitively thereafter inspect at intervals not
to exceed 600 hours TIS until the 8,000 hours TIS spar replacement
time.
    (iii) If the airplane had the center splice plate and extended
8-bolt splice blocks installed before reaching 3,200 hours TIS and
the fastener holes have been cold worked, initially inspect when the
airplane reaches a total of 4,800 hours TIS after the modification
or within the next 100 days after September 9, 2010 (the effective
date retained from AD 2010-17-18), whichever occurs later.
Repetitively thereafter inspect at intervals not to exceed 600 hours
TIS until the 8,000 hours TIS spar replacement time.
    (6) For airplanes not previously affected by AD 2010-17-18 R1:
If you modified your airplane to repair cracks before the airplane
reached a total of 3,200 hours TIS, as required in paragraph
(g)(2)(i) of this AD, or you previously modified your wing to extend
the safe life but did not cold work the lower spar cap fastener
holes, and your, you must do the eddy current inspections required
in paragraph (g)(1) of this AD following the compliance times
specified in paragraphs (g)(6)(i) through (g)(6)(iii) of this AD, as
applicable.
    (i) If the airplane already had the center splice plate and
extended 8-bolt splice blocks installed at or after 3,200 hours TIS
but the fastener holes have not been cold worked, you may cold work
the fastener holes at any time to terminate the repetitive
inspection requirements of this paragraph. Initially inspect when
the airplane reaches a total of 2,400 hours TIS after the
modification or within the next 50 hours TIS after September 29,
2014 (the effective date of this AD), whichever occurs later.
Repetitively thereafter inspect at intervals not to exceed 1,200
hours TIS until the 8,000 hours TIS spar replacement time.
    (ii) If the airplane had the center splice plate and extended 8-
bolt splice blocks already installed before reaching 3,200 hours TIS
but the fastener holes have not been cold worked, initially inspect
when the airplane reaches a total of 2,400 hours TIS after the
modification or within the next 50 hours TIS after September 29,
2014 (the effective date of this AD), whichever occurs later.
Repetitively thereafter inspect at intervals not to exceed 1,200
hours TIS. Upon reaching 4,800 hours TIS after the modification,
repetitively thereafter inspect at intervals not to exceed 600 hours
TIS until the 8,000 hours TIS spar replacement time.
    (iii) If the airplane had the center splice plate and extended
8-bolt splice blocks installed before reaching 3,200 hours TIS and
the fastener holes have been cold worked, initially inspect when the
airplane reaches a total of 4,800 hours TIS after the modification
or within the next 50 hours TIS after September 29, 2014 (the
effective date of this AD), whichever occurs later. Repetitively
thereafter inspect at intervals not to exceed 600 hours TIS until
the 8,000 hours TIS spar replacement time.
    (7) If you find any cracks during any inspection required by
paragraphs (g)(5) and (g)(6) of this AD, before further flight,
replace the lower spar caps and the associated parts following the
procedures identified in paragraph (g)(3) of this AD.

(h) Actions for Airplanes SNs-0092 Through -0101

    (1) Eddy current inspect the center splice joint outboard two
fastener holes in both the left and right wing main spar lower caps
for cracks at the compliance times specified in paragraphs (h)(1)(i)
or (h)(1)(ii) of this AD. Do the inspections following Snow
Engineering Co. Service Letter 284, dated October 4, 2009;
and Snow Engineering Co. Process Specification 197, page 1,
revised June 4, 2002; pages 2 through 4, dated February 23, 2001;
and page 5, dated May 3, 2002.
    (i) For airplanes previously affected by AD 2010-17-18 R1:
Initially inspect upon reaching 1,700 hours TIS or within the next
50 hours TIS after September 9, 2010 (the effective date retained
from AD 2010-17-18), whichever occurs later. Repetitively thereafter
inspect at intervals not to exceed 800 hours TIS unless the center
splice plate, P/N 20994-2, is installed, then repetitively inspect
at intervals not to exceed 2,000 hours TIS.
    (ii) For airplanes not previously affected by AD 2010-17-18 R1:
Initially inspect upon reaching 1,700 hours TIS or within the next
50 hours TIS after September 29, 2014 (the effective date of this
AD), whichever occurs later. Repetitively thereafter inspect at
intervals not to exceed 800 hours TIS unless the center splice
plate, P/N 20994-2, is installed, then repetitively inspect at
intervals not to exceed 2,000 hours TIS.
    (2) If any cracks are found as a result of any inspection
required by paragraph (h)(1) of this AD, before further flight after
the inspection where a crack was found, do the actions specified in
paragraphs (h)(2)(i) or (h)(2)(ii) of this AD.
    (i) For cracks that can be removed by repair, install the 9-bolt
splice blocks, cold-work the lower spar cap fastener holes, install
the center splice plate, P/N 20994-2,

if not already installed, and eddy current inspect the center splice
joint outboard two fastener holes in both the left and right wing
main spar lower caps for cracks. This eddy current inspection is
required as part of the repair and is separate from the inspections
required in paragraph (h)(1) of this AD. Incorporating this repair
modification extends the safe life of the wing main spar lower cap
to a total of 8,000 hours TIS and terminates the repetitive
inspections required in this AD. Do the repair following Snow
Engineering Co. Service Letter 284, dated October 4, 2009;
Snow Engineering Co. Process Specification 197, page 1,
revised June 4, 2002; pages 2 through 4, dated February 23, 2001;
and page 5, dated May 3, 2002; Snow Engineering Co. Service Letter
281, dated August 1, 2009; and Snow Engineering Co. Drawing
Number 20995, Sheet 3, dated November 25, 2005.
    (ii) For cracks that cannot be repaired by incorporating the
repair modification specified in paragraph (h)(2)(i) of this AD,
replace the lower spar caps and associated parts listed following
paragraph (h)(3) of this AD.
    (3) Replace the wing main spar lower caps, the web plates, the
center joint splice blocks and hardware, and the wing attach angles
and hardware, and install the steel web splice plate at whichever of
the compliance times specified in paragraphs (h)(3)(i), (h)(3)(ii),
or (h)(3)(iii) of this AD that occurs first. If the wing main spar
lower cap is replaced with P/N 21118-1/-2, the new spar safe life is
11,700 hours TIS. If the wing main spar lower cap was replaced with
P/N 21083-1/-2 before September 9, 2010 (the effective date retained
from AD 2010-17-18), the safe life for that P/N spar cap is 8,000
hours TIS until the wing main spar lower cap is replaced with P/N
21118-1/-2. This replacement terminates the inspections required in
this AD. Do the replacement following Snow Engineering Co. Service
Letter 284, dated October 4, 2009; Snow Engineering Co.
Service Letter 80GG, revised December 21, 2005; and Snow
Engineering Co. Drawing Number 20975, Sheet 4, Rev. A, dated January
7, 2009.
    (i) For all airplanes: Before further flight when cracks are
found that cannot be repaired by incorporating the modification
specified in paragraph (h)(2)(i) of this AD.
    (ii) For airplanes previously affected by AD 2010-17-18 R1:
Before or when the airplane reaches the wing main spar lower cap
safe life of a total of 4,100 hours TIS or within the next 50 hours
TIS after September 9, 2010 (the effective date retained from AD
2010-17-18), whichever occurs later.
    (iii) For airplanes not previously affected by AD 2010-17-18 R1:
Before or when the airplane reaches the wing main spar lower cap
safe life of a total of 4,100 hours TIS or within the next 50 hours
TIS after September 29, 2014 (the effective date of this AD),
whichever occurs later.
    (4) To extend the initial 4,100-hour TIS safe life of the wing
main spar lower cap to a total of 8,000 hours TIS, before the
airplane reaches a total of 4,100 hours TIS, as long as no cracks
are found during any inspection required in paragraph (h)(1) of this
AD, install center splice plate, P/N 20994-2, if not already
installed as part of a repair, cold-work the lower spar cap fastener
holes, and eddy current inspect the center splice joint outboard two
fastener holes in both the left and right wing main spar lower caps
for cracks. This eddy current inspection is required as part of the
modification and is separate from the inspections required in
paragraph (h)(1) of this AD. After installing P/N 20994-2, eddy
current inspect the center splice joint outboard two fastener holes
in both the left and right wing main spar lower caps for cracks
repetitively at intervals not to exceed 2,000 hours TIS following
the procedures specified in paragraph (h)(1) of this AD. Do the
modification following Snow Engineering Co. Service Letter
284, dated October 4, 2009; Snow Engineering Co. Process
Specification 197, page 1, revised June 4, 2002; pages 2
through 4, dated February 23, 2001; and page 5, dated May 3, 2002;
Snow Engineering Co. Drawing Number 20975, Sheet 4, Rev. A., dated
January 7, 2009; and Snow Engineering Co. Service Letter
245, dated April 25, 2005.
    (i) For airplanes previously affected by AD 2010-17-18 R1: As of
September 9, 2010 (the effective date retained from AD 2010-17-18),
if you have already exceeded the 4,100-hour TIS threshold for
extending the safe life to 8,000 hours TIS, you may be eligible for
an alternative method of compliance following paragraph (o) in this
AD.
    (ii) For airplanes not previously affected by AD 2010-17-18 R1:
As of September 29, 2014 (the effective date of this AD), if you
have already exceeded the 4,100-hour TIS threshold for extending the
safe life to 8,000 hours TIS, you may be eligible for an alternative
method of compliance following paragraph (o) in this AD.
    (5) If any cracks are found as a result of the eddy current
inspection required by paragraph (h)(4) of this AD, do the actions
specified in paragraphs (h)(5)(i) or (h)(5)(ii) of this AD.
    (i) For cracks that can be removed by repair, install the 9-bolt
splice blocks, cold-work the lower spar cap fastener holes, and eddy
current inspect the center splice joint outboard two fastener holes
in both the left and right wing main spar lower caps for cracks.
This eddy current inspection is required as part of the modification
and is separate from the inspections required in paragraph (h)(1) of
this AD. Incorporating this repair modification terminates the
repetitive inspections required in paragraph (h)(4) of this AD. Do
the repair following Snow Engineering Co. Service Letter
284, dated October 4, 2009; and Snow Engineering Co.
Process Specification 197, page 1, revised June 4, 2002;
pages 2 through 4, dated February 23, 2001; and page 5, dated May 3,
2002; Snow Engineering Co. Service Letter 281, dated August
1, 2009; and Snow Engineering Co. Drawing Number 20995, Sheet 3,
dated November 25, 2005.
    (ii) For cracks that cannot be repaired by incorporating the
repair modification specified in paragraph (h)(5)(i) of this AD,
replace the lower spar caps and associated parts listed following
paragraph (h)(3) of this AD.

(i) Actions for Airplanes SNs-0102 through -0178

    (1) For airplanes previously affected by AD 2010-17-18 R1: Eddy
current inspect the center splice joint outboard two fastener holes
in both the left and right wing main spar lower caps for cracks at
the compliance times specified in paragraphs (i)(1)(i) and
(i)(1)(ii) of this AD, as applicable. Do the inspections following
Snow Engineering Co. Process Specification 197, page 1,
revised June 4, 2002; pages 2 through 4, dated February 23, 2001;
and page 5, dated May 3, 2002; Snow Engineering Co. Service Letter
245 dated April 25, 2005; Snow Engineering Co. Service
Letter 284, dated October 4, 2009.
    (i) If the center splice joint outboard two fastener holes in
both the left and right wing main spar lower caps have not been cold
worked, initially inspect when the airplane reaches a total of 5,500
hours TIS or within the next 50 hours TIS after September 9, 2010
(the effective date retained from AD 2010-17-18), whichever occurs
later. Repetitively thereafter inspect at intervals not to exceed
1,100 hours TIS until the 8,000 hours TIS spar replacement time.
    (ii) If the center splice joint outboard two fastener holes in
both the left and right wing main spar lower caps have been cold
worked, initially inspect when the airplane reaches a total of 5,500
hours TIS or within the next 50 hours TIS after September 9, 2010
(the effective date retained from AD 2010-17-18), whichever occurs
later. Repetitively thereafter inspect at intervals not to exceed
2,200 hours TIS until the 8,000 hours TIS spar replacement time.
    (2) For airplanes not previously affected by AD 2010-17-18 R1:
Eddy current inspect the center splice joint outboard two fastener
holes in both the left and right wing main spar lower caps for
cracks at the compliance times specified in paragraphs (i)(2)(i) and
(i)(2)(ii) of this AD, as applicable. Do the inspections following
Snow Engineering Co. Process Specification 197, page 1,
revised June 4, 2002; pages 2 through 4, dated February 23, 2001;
and page 5, dated May 3, 2002; Snow Engineering Co. Service Letter
245 dated April 25, 2005; Snow Engineering Co. Service
Letter 284, dated October 4, 2009.
    (i) If the center splice joint outboard two fastener holes in
both the left and right wing main spar lower caps have not been cold
worked, initially inspect when the airplane reaches a total of 5,500
hours TIS or within the next 50 hours TIS after September 29, 2014
(the effective date of this AD), whichever occurs later.
Repetitively thereafter inspect at intervals not to exceed 1,100
hours TIS until the 8,000 hours TIS spar replacement time.
    (ii) If the center splice joint outboard two fastener holes in
both the left and right wing main spar lower caps have been cold
worked initially inspect when the airplane reaches a total of 5,500
hours TIS or within the next 50 hours TIS after September 29, 2014
(the effective date of this AD), whichever occurs later.
Repetitively thereafter inspect at intervals not to exceed 2,200
hours TIS until the 8,000 hours TIS spar replacement time.
    (3) If no cracks are found during the initial inspections
required in paragraphs (i)(1)(i)

and (i)(2)(i) of this AD, to use the longer repetitive inspection
intervals specified in paragraphs (i)(1)(ii) and (i)(2)(ii) of this
AD, as applicable, you may do the optional cold-working of the lower
spar cap fastener holes following Snow Engineering Co. Service
Letter 245, dated April 25, 2005.
    (4) If any cracks are found during any inspection required in
paragraphs (i)(1) and (i)(2) of this AD, before further flight after
the inspection where a crack is found, do the actions specified in
paragraphs (i)(4)(i) or (i)(4)(ii) of this AD.
    (i) For cracks that can be removed by repair, install the 9-bolt
splice blocks, cold-work the lower spar cap fastener holes, and eddy
current inspect the center splice joint outboard two fastener holes
in both the left and right wing main spar lower caps for cracks.
This eddy current inspection is required as part of the repair
modification and is separate from the inspections required in
paragraphs (i)(1) and (i)(2) of this AD. This modification
terminates the repetitive inspections required in this AD. Do the
repair following Snow Engineering Co. Service Letter 281,
dated August 1, 2009; and Snow Engineering Co. Drawing Number 20995,
Sheet 3, dated November 25, 2005.
    (ii) For cracks that cannot be repaired by doing the actions
specified in paragraph (i)(4)(i) of this AD, replace the lower spar
caps and associated parts listed following paragraph (i)(5) of this
AD, including all subparagraphs.
    (5) Replace the wing main spar lower caps, the web plates, the
center joint splice blocks and hardware, and the wing attach angles
and hardware, and install the steel web splice plate at whichever of
the compliance times specified in paragraphs (i)(5)(i), (i)(5)(ii),
or (i)(5)(iii) of this AD that occurs first. This replacement
terminates the inspections required in this AD, including all
subparagraphs. After this replacement the new spar safe life is
11,700 hours TIS. Do the replacement following Snow Engineering Co.
Service Letter 284, dated October 4, 2009; Snow Engineering
Co. Service Letter 80GG, revised December 21, 2005; Snow
Engineering Co. Drawing Number 20975, Sheet 4, Rev. A, dated January
7, 2009.
    (i) For all airplanes: Before further flight when cracks are
found that cannot be repaired by doing the actions specified in
paragraph (i)(4)(i) of this AD.
    (ii) For airplanes previously affected by AD 2010-17-18 R1:
Before or when the airplane reaches the wing main spar lower cap
safe life of a total of 8,000 hours TIS or within the next 50 hours
TIS after September 9, 2010 (the effective date retained from AD
2010-17-18), whichever occurs later.
    (iii) For airplanes not previously affected by AD 2010-17-18 R1:
Before or when the airplane reaches the wing main spar lower cap
safe life of a total of 8,000 hours TIS or within the next 50 hours
TIS after September 29, 2014 (the effective date of this AD),
whichever occurs later.

(j) Actions for Airplanes SNs-0179 Through -0269

    Replace the wing main spar lower caps, the web plates, the
center joint splice blocks and hardware, and the wing attach angles
and hardware, and install the steel web splice plate at the
compliance times specified in paragraphs (j)(1) or (j)(2) of this
AD. Do the replacement following Snow Engineering Co. Service Letter
284, dated October 4, 2009; Snow Engineering Co. Service
Letter 80GG, revised December 21, 2005; and Snow
Engineering Co. Drawing Number 20975, Sheet 4, Rev. A, dated January
7, 2009. After this replacement the new spar safe life is 11,700
hours TIS.
    (1) For airplanes previously affected by AD 2010-17-18 R1:
Unless already done (compliance with AD 2010-17-18 R1), by the
8,000-hour TIS safe life, or within the next 50 hours TIS after
September 9, 2010 (the effective date retained from AD 2010-17-18),
whichever occurs later.
    (2) For airplanes not previously affected by AD 2010-17-18 R1:
Unless already done, by the 8,000-hour TIS safe life, or within the
next 50 hours TIS after September 29, 2014 (the effective date of
this AD), whichever occurs later.

(k) Actions for Airplanes S/Ns-0270 and Subsequent Not Affected by AD
2010-17-18 R1

    (1) As of September 29, 2014 (the effective date of this AD),
this action establishes the safe life for the wing main spar to be
11,700 hours TIS.
    (2) Upon reaching the 11,700-hour TIS safe life or within the
next 50 hours TIS after September 29, 2014 (the effective date of
this AD), whichever occurs later, replace the wing main spar lower
caps, the web plates, the center joint splice blocks and hardware,
and the wing attach angles and hardware, and install the steel web
splice plate. After this replacement the subsequent new spar safe
life is 11,700 hours TIS. Do the replacement following Snow
Engineering Co. Service Letter 284, dated October 4, 2009;
Snow Engineering Co. Service Letter 80GG, revised December
21, 2005; and Snow Engineering Co. Drawing Number 20975, Sheet 4,
Rev. A, dated January 7, 2009.

(l) Reporting Requirement for All Airplanes

    Report any crack from any inspection required in paragraphs (g)
through (i) of this AD within 30 days after any crack is found using
the form in Figure 1 of this AD. Send your report to Andrew McAnaul,
Aerospace Engineer, ASW-150 (c/o San Antonio MIDO), 10100 Reunion
Place, Suite 650, San Antonio, Texas 78216; phone:<PHONE_NUMBER>;
fax:<PHONE_NUMBER>.
BILLING CODE 4910-13-P

[GRAPHIC] [TIFF OMITTED] TR25AU14.003

BILLING CODE 4910-13-C

(m) Special Flight Permit

    Special flight permits are permitted in accordance with 14 CFR
39.23 provided the following limitations are adhered to:
    (1) Only operate 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.

(n) Paperwork Reduction Act Burden Statement

    A federal agency may not conduct or sponsor, and a person is not
required to respond to, nor shall a person be subject to a penalty
for failure to comply with a collection of information subject to
the

requirements of the Paperwork Reduction Act unless that collection
of information displays a current valid OMB Control Number. The OMB
Control Number for this information collection is 2120-0056. Public
reporting for this collection of information is estimated to be
approximately 5 minutes per response, including the time for
reviewing instructions, completing and reviewing the collection of
information. All responses to this collection of information are
mandatory. Comments concerning the accuracy of this burden and
suggestions for reducing the burden should be directed to the FAA
at: 800 Independence Ave. SW., Washington, DC 20591, Attn:
Information Collection Clearance Officer, AES-200.

(o) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Fort Worth Airplane Certification Office, FAA,
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 paragraph (p) of this AD.
    (2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
    (3) AMOCs approved for AD 2010-17-18 R1 are approved as AMOCs
for this AD.

(p) Related Information

    For more information about this AD, contact Andrew McAnaul,
Aerospace Engineer, ASW-150 (c/o San Antonio MIDO), 10100 Reunion
Place, Suite 650, San Antonio, Texas 78216; phone:<PHONE_NUMBER>;
fax:<PHONE_NUMBER>; email<EMAIL_ADDRESS>
(q) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the
incorporation by reference (IBR) of the service information listed
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) You must use this service information as applicable to do
the actions required by this AD, unless the AD specifies otherwise.
    (3) The following service information was approved for IBR on
September 9, 2010 (75 FR 52255, August 25, 2010).
    (i) Snow Engineering Co. Service Letter 80GG, dated
December 21, 2005.
    (ii) Snow Engineering Co. Service Letter 284, dated
October 4, 2009.
    (iii) Snow Engineering Co. Service Letter 281, dated
August 1, 2009.
    (iv) Snow Engineering Co. Service Letter 245, dated
April 25, 2005.
    (v) Snow Engineering Co. Drawing Number 20995, Sheet 2, Rev. D.,
dated November 25, 2005.
    (vi) Snow Engineering Co. Drawing Number 20995, Sheet 3, dated
November 25, 2005.
    (vii) Snow Engineering Co. Drawing Number 20975, Sheet 4, Rev.
A., dated January 7, 2009
    (4) The following service information was approved for IBR on
April 21, 2006 (71 FR 19994, April 19, 2006).
    (i) Snow Engineering Co. Process Specification 197,
page 1, revised June 4, 2002; pages 2 through 4, dated February 23,
2001; and page 5, dated May 3, 2002.
    (ii) Snow Engineering Co. Service Letter 240, dated
September 30, 2004.
    (5) For Air Tractor, Inc. service information identified in this
AD, contact Air Tractor, Inc., P.O. Box 485, Olney, Texas 76374;
telephone:<PHONE_NUMBER>; fax:<PHONE_NUMBER>; email:
<EMAIL_ADDRESS>Internet: www.airtractor.com.
    (6) You may view this service information at FAA, Small Airplane
Directorate, 901 Locust, Kansas City, Missouri 64106. For
information on the availability of this material at the FAA, call
816-329-4148.
    (7) You may view this service information that is incorporated
by reference at the National Archives and Records Administration
(NARA). For information on the availability of this material at
NARA, call<PHONE_NUMBER>, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued in Kansas City, Missouri, on August 7, 2014.
Earl Lawrence,
Manager, Small Airplane Directorate, Aircraft Certification Service.
[FR Doc. 2014-20098 Filed 8-22-14; 8:45 am]
BILLING CODE 4910-13-C


[Federal Register Volume 79, Number 56 (Monday, March 24, 2014)]
[Notices]
[Page 16088]
[FR Doc No: 2014-06490]

-----------------------------------------------------------------------

SECURITIES AND EXCHANGE COMMISSION

[File No. 500-1]

 Order of Suspension of Trading; In the Matter of Network Dealer
Services Holding Corp., NextFit, Inc., Rocky Mountain Minerals, Inc.,
Titan Technologies, Inc., Trudy Corporation, UAGH, Inc., and Uranium
308 Corp.

 March 20, 2014.
    It appears to the Securities and Exchange Commission that there is
a lack of current and accurate information concerning the securities of
Network Dealer Services Holding Corp. because it has not filed any
periodic reports since the period ended September 30, 2011.
    It appears to the Securities and Exchange Commission that there is
a lack of current and accurate information concerning the securities of
NextFit, Inc. because it has not filed any periodic reports since the
period ended September 30, 2009.
    It appears to the Securities and Exchange Commission that there is
a lack of current and accurate information concerning the securities of
Rocky Mountain Minerals, Inc. because it has not filed any periodic
reports since the period ended July 31, 2009.
    It appears to the Securities and Exchange Commission that there is
a lack of current and accurate information concerning the securities of
Titan Technologies, Inc. because it has not filed any periodic reports
since the period ended April 30, 2010.
    It appears to the Securities and Exchange Commission that there is
a lack of current and accurate information concerning the securities of
Trudy Corporation because it has not filed any periodic reports since
the period ended December 31, 2010.
    It appears to the Securities and Exchange Commission that there is
a lack of current and accurate information concerning the securities of
UAGH, Inc. because it has not filed any periodic reports since the
period ended March 31, 2011.
    It appears to the Securities and Exchange Commission that there is
a lack of current and accurate information concerning the securities of
Uranium 308 Corp. because it has not filed any periodic reports since
the period ended September 30, 2010.
    The Commission is of the opinion that the public interest and the
protection of investors require a suspension of trading in the
securities of the above-listed companies. Therefore, it is ordered,
pursuant to Section 12(k) of the Securities Exchange Act of 1934, that
trading in the securities of the above-listed companies is suspended
for the period from 9:30 a.m. EDT on March 20, 2014, through 11:59 p.m.
EDT on April 2, 2014.

    By the Commission.
Jill M. Peterson,
Assistant Secretary.
[FR Doc. 2014-06490 Filed 3-20-14; 4:15 pm]
BILLING CODE 8011-01-P