EFFECTIVE DATE
(a) This airworthiness directive (AD) is effective June 17, 2011.
AFFECTED ADS
(b) This AD supersedes AD 87-20-03 R2, Amendment 39-6669.
APPLICABILITY
(c) This AD applies to all serial numbers of the following Cessna Aircraft
Company (Cessna) Models that are certificated in any category:
______________________________________________________________________
MODELS
______________________________________________________________________
(1) 150A, 150B, 150C, 150D, 150E, 150F, 150G, 150H, 150J, 150K, 150L,
150M, A150K, A150L, A150M, F150F, F150G, F150H, F150J, F150K,
F150L, F150M, FA150K, FA150L, FA150M, FRA150L, and FRA150M.
(2) 152, A152, F152, and FA152.
(3) 170, 170A, and 170B.
(4) 172, 172A, 172B, 172C, 172D, 172E, 172F (USAF T-41A), 172G, 172H
(USAF T-41A), 172I, 172K, 172L, 172M, 172N, 172P, 172Q, 172RG,
F172D, F172E, F172F, F172G, F172H, F172K, F172L, F172M, F172N,
F172P, FR172E, FR172F, FR172G, FR172H, FR172J, FR172K, P172D,
R172E (USAF T-41B) (USAF T-41C and D), R172F (USAF T-41D), R172G
(USAF T-41C or D), R172H (USAF T-41D), R172J, and R172K.
(5) 175, 175A, 175B, and 175C.
(6) 177, 177A, 177B, 177RG, and F177RG.
(7) 180, 180A, 180B, 180C, 180D, 180E, 180F, 180G, 180H, 180J, and
180K.
(8) 182, 182A, 182B, 182C, 182D, 182E, 182F, 182G, 182H, 182J, 182K,
182L, 182M, 182N, 182P, 182Q, 182R, F182P, F182Q, FR182, R182,
T182, and TR182.
(9) 185, 185A, 185B, 185C, 185D, 185E, A185E, and A185F.
(10) 188, 188A, A188, A188A, 188B, A188B, and T188C.
(11) 190.
(12) 195, 195A, and 195B.
(13) 206, P206, P206A, P206B, P206C, P206D, P206E, TP206A, TP206B,
TP206C, TP206D, TP206E, TU206A, TU206B, TU206C, TU206D, TU206E,
TU206F, TU206G, U206, U206A, U206B, U206C, U206D, U206E, U206F,
and U206G.
(14) 207, 207A, T207, and T207A.
(15) 210, 210-5 (205), 210-5A (205A), 210A, 210B, 210C, 210D, 210E,
210F, 210G, 210H, 210J, 210K, 210L, 210M, 210N, 210R, P210N,
P210R, T210F, T210G, T210H, T210J, T210K, T210L, T210M, T210N,
and T210R.
(16) T303.
(17) 336.
(18) 337, 337A, 337B, 337C, 337D, 337E, 337F, 337G, 337H, F337E,
F337F, F337G, F337H, FT337E, FT337F, FT337GP, FT337HP, M337B,
P337H, T337B, T337C, T337D, T337E, T337F, T337G, T337H, and
T337H-SP.
______________________________________________________________________
SUBJECT
(d) Joint Aircraft System Component (JASC)/Air Transport Association (ATA)
of America Code 51; Standard Practices Structures.
UNSAFE CONDITION
(e) This AD was prompted by reports of seats slipping on the rails where
the primary latch pin for the pilot/copilot seat is not properly
engaged in the seat rail/track and reports of the seat roller housing
departing the seat rail. We are issuing this AD to prevent seat
slippage or the seat roller housing from departing the seat rail,
which may consequently cause the pilot/copilot to be unable to reach
all the controls. This failure could lead to the pilot/copilot losing
control of the airplane.
COMPLIANCE
(f) Comply with this AD within the compliance times specified, unless
already done.
ACTIONS
(g) For all airplanes, to address the unsafe condition described in
paragraph (e) of this AD, you must do the following actions on the
seat rails; seat rollers, washers, and axle bolts or bushings; seat
roller housings and the tangs; and lock pin springs, unless already
done, initially within the next 100 hours time-in-service (TIS) after
the last inspection done following AD 87-20-03 R2 or within the next
12 calendar months after the effective date of this AD, whichever
occurs first. Repetitively thereafter do the actions at intervals not
to exceed every 100 hours TIS or every 12 months, whichever occurs
first:
(1) Visually inspect the pilot and copilot seat rails for dirt and debris
that may prevent engagement of the seat locking pins. Before further
flight, after any inspection where dirt or debris is found, remove the
dirt or debris found.
(2) Remove the seat from the seat rail.
(i) Remove the seat stops.
(ii) Disengage seat belt/shoulder harness from the seat, if necessary.
(iii) Raise vertical adjusting seats to maximum height.
(iv) Hold seat latches disengaged and slide the seat forward and aft to
disengage rollers.
(v) Lift the seat out of the airplane.
(3) Inspect the diameter of each seat locking pin engagement hole in the
pilot and copilot seat rails for excessive wear. Due to wear on the
rail surface at the hole opening, we allow this measurement 0.020 of
an inch below the surface of the rail. You must take this measurement
somewhere between the surface of the rail or no more than 0.020 of an
inch below the surface of the rail.
(i) If the diameter of any of the holes is 0.42 of an inch or more (see
figure 1), before further flight, replace the rail.
ILLUSTRATION (Figure 1)
(ii) Rail replacement does not terminate the repetitive actions required
in paragraph (g) of this AD.
(4) Visually inspect the seat rollers for flat spots and inspect the
rollers and washers for binding. Assure all rollers and washers, which
are meant to rotate, turn freely on their axles (or bushings if
installed).
(i) Before further flight, replace any rollers with flat spots and any
worn washers.
(ii) Before further flight, remove and clean the parts if there is any
binding between the bores of the rollers, washers, or axles.
(iii) Do not lubricate the rollers, washers, or axles because the
lubricant will attract dust and other particles that may cause
binding.
(5) Inspect the thickness of the tang (see figure 2 and figure 3). Due to
wear of the tang chafing against the seat rail, measure the tang
thickness where the tang inner edges contact the seat rail.
(i) If the tang thickness measures less than 0.05 of an inch, before
further flight replace the roller housing.
(ii) Replacement of the roller housing does not terminate the repetitive
actions required in paragraph (g) of this AD.
ILLUSTRATION (Figure 2)
ILLUSTRATION (Figure 3)
(6) Due to wear or deformation of the tangs, inspect the tang length from
the inner edge of the tang to the outer edge (the bend area) of the
roller housing (see figure 4).
ILLUSTRATION (Figure 4)
(i) The minimum measurement allowed for the remaining tang length is 0.230
inches remaining on either of the tangs, from the inner edge of the
tang to the outer edge (the bend area) of the roller housing. If the
measurement is less than 0.230 inches on either of the tangs, before
further flight, replace the roller housing.
(ii) Replacement of the roller housing does not terminate the repetitive
actions required in paragraph (g) of this AD.
(7) Inspect the springs that keep the lock pins in position in the rail
holes for positive engagement action. Before further flight, replace
any spring that does not provide positive engagement.
(8) Visually inspect the seat rails for cracks.
(i) If there are seat rail cracks that exceed the crack criteria in figure
5, before further flight, replace the seat rail.
(ii) Replacement of the seat rail does not terminate the repetitive
actions required in paragraph (g) of this AD.
ILLUSTRATION (Figure 5)
(9) Reinstall the seat on the seat rail.
(i) Lift the seat into the airplane and place on the seat rail.
(ii) Hold seat latches disengaged and slide the seat aft and then forward
to re-engage rollers.
(iii) Lower vertical adjusting seats to a comfortable height.
(iv) Reattach seat belt/shoulder harness to the seat, if previously
attached to the seat.
(v) Reinstall the seat stops.
(10) Lift up the forward edge of each seat to eliminate vertical play of
the seat locking pin in the engagement hole, and from this position,
inspect the depth of engagement of each seat locking pin (see figure
2). If the rail is worn, this depth is measured from the worn
surface, not the manufactured surface.
(i) If engagement of any of the seat locking pins measures less than 0.15
of an inch, before further flight, replace or repair any seat
components necessary to achieve a seat pin engagement of a minimum of
0.15 of an inch.
(ii) Repair or replacement of necessary seat components does not terminate
the repetitive actions required in paragraph (g) of this AD.
PAPERWORK REDUCTION ACT BURDEN STATEMENT
(h) 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.
ALTERNATIVE METHODS OF COMPLIANCE (AMOCS)
(i)(1) The Manager, Wichita Aircraft Certification Office (ACO), 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 the Related Information section 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 87-20-03 R2 are approved for this AD.
RELATED INFORMATION
(j) For more information about this AD, contact Gary Park, Aerospace
Engineer, ACE-118W, Wichita Aircraft Certification Office (ACO), 1801
Airport Road, Room 100, Wichita, Kansas 67209; telephone: (316) 946
-4123; fax: (316) 946-4107; e-mail: gary.park@faa.gov.
Issued in Kansas City, Missouri, on April 27, 2011. John Colomy, Acting
Manager, Small Airplane Directorate, Aircraft Certification Service.
FOR FURTHER INFORMATION CONTACT: Gary Park, Aerospace Engineer, ACE-118W,
Wichita Aircraft Certification Office (ACO), 1801 Airport Road, Room 100,
Wichita, Kansas 67209; telephone: (316) 946-4123; fax: (316) 946-4107; e
-mail: gary.park@faa.gov.
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AGENCY: Federal Aviation Administration
(FAA), DOT.
ACTION: Final rule.
SUMMARY: We are superseding an existing airworthiness directive
(AD)
for Cessna Aircraft Company (Cessna) 150, 152, 170, 172, 175, 177, 180,
182, 185, 188, 190, 195, 206, 207, 210, T303, 336, and 337 series
airplanes. That AD currently requires repetitive inspections and
replacement of parts, if necessary, of the seat rail and seat rail holes;
seat pin engagement; seat rollers, washers, and axle bolts or bushings;
wall thickness of roller housing and the tang; and lock pin springs. This
new AD requires retaining all of the actions from the previous AD and
adding steps to the inspection procedures in the previous AD. This AD
was prompted by added steps to the inspection procedures, added revised
figures, and clarification of some of the existing steps. We are issuing
this AD
to prevent seat slippage or the seat roller housing from departing the
seat rail, which may consequently cause the pilot/copilot to be unable
to reach all the controls. This failure could lead to the pilot/copilot
losing control of the airplane.
DATES: This AD is effective June 17, 2011.
Examining the AD Docket
You may examine the AD docket on the Internet at http://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 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: Gary Park, Aerospace Engineer,
ACE-
118W, Wichita Aircraft Certification Office (ACO), 1801 Airport Road,
Room 100, Wichita, Kansas 67209; telephone: (316) 946-4123; fax: (316)
946-4107; e-mail: gary.park@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to supersede airworthiness directive (AD) 87-20-03 R2,
Amendment 39-6669 (55 FR 36264, September 5, 1990; published as Docket
No. 86-CE-71-AD, Amdt. 39-6669). That AD applies to the specified
products. AD 87-20-03 R2 requires repetitive inspections and
replacement of parts, if necessary, of the seat rail and seat rail
holes; seat pin engagement; seat rollers, washers, and axle bolts or
bushings; wall thickness of roller housing and the tang; and lock pin
springs. The NPRM published in the Federal Register on November 8, 2010
(75 FR 68543). That NPRM proposed to retain all of the actions from the
previous AD and add steps to the inspection procedures in the previous
AD.
The additional steps involve inspections of the tang thickness and
length on the seat roller housing. We also provided improved graphics
for inspecting seat track hole wear and for inspecting proper seat lock
pin engagement depth. We itemized the steps, in sequence, to provide
clearer guidance for the inspector to do the inspections.
Comments
We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the proposal
and the FAA's response to each comment.
Request Change to Compliance Time
D.A., Ken Anderson, Don Barley, Timothy J. Berg, Joseph Carter,
Gary W. Cleveland, Clifford Coy, Al Dyer, John M. Efinger, Greg Felton,
Berry Gablin, Howard Greenberg, Steve James, Richard Koril, Michael
Minton, Dustin J. Radford, Marc Stancy, Charles L. Trunck, and Walter
Wasowski requested we change the inspection compliance time to annual
inspections. They think that 100-hour time-in-service inspections are
an excessive burden on manpower and an added expense with little
benefit in safety. They also think the frequent inspections would be
difficult to monitor.
We disagree with this comment. The unsafe condition of excessive
wear results from usage, not calendar time. The more an airplane is
used, the more likely wear will develop, causing an unsafe condition.
Parts cost will not be incurred unless the inspection results require
parts replacement. FAA regulations require posting compliance to ADs in
the aircraft logbook. The maintainer should record compliance with this
AD, which includes the 100-hour inspections, in the aircraft logbook.
We have not changed this final rule AD action based on this
comment.
Request Change to Applicability Based on Secondary Seat Stops
Joseph Carter, Greg Felton, Donald L. Griffith, and Richard M.
Warner requested we change the applicability based on the installation
of inertial reel secondary seat stops. They think that if the primary
seat lock fails and the seat slips, the secondary seat stops provide
additional safety.
We partially agree with this comment. We agree that the secondary
seat stop provides additional safety for seat slippage. However, we
disagree that secondary seat stops provide adequate safety for the
unsafe condition associated with this AD action. The secondary seat
stops may be installed only on one side of the airplane, so the pilot
could occupy a seat without a secondary seat stop. Also, secondary seat
stops will not prevent the seat from lifting off the seat track.
We have not changed this final rule AD action based on this
comment.
Request To Remove Models 150, 152, and 188 From Applicability
Mark Stancy requested we remove Cessna Models 150, 152, and 188
from the airplane Applicability. He thinks the seat travel for those
models is too limited to justify this AD even if the locking pin were
to slip.
We disagree with this comment. Even a limited seat travel could
affect short pilots' ability to reach the controls if the seat slips
backwards due to failure of the seat system. This AD action not only
requires inspections to prevent seat slippage but also requires
inspections to prevent the seat from lifting off the seat track.
We have not changed this final rule AD action based on this
comment.
Request Withdrawal of Proposed AD Action
David Abler, Brian A. Andrus, James Barbee, Timothy J. Berg, Al
Dyer, John M. Efinger, Berry Gamblin, Donald L. Giffith, Michael
Minton, Robert J. Pasch, Dustin J. Radford, Charles L. Trunck, and
Walter Wasowski requested we withdraw the proposed AD action because
they think it adds no additional safety than AD 87-20-03 R2.
We disagree with this comment. This AD action provides additional
measurements in the inspections, more clarity in the descriptions of
the required inspections, and provides improved graphics. Inadvertent
seat movement continues to be reported. Also, we received a report of
a
seat separating from the seat track due to wear of the seat roller
housing tangs.
We have not changed this final rule AD action based on this
comment.
Request Additional Inspection With Diagrams
One commenter requested we add an inspection of the seat stop with
diagrams showing potential damage because if the integrity of the seat
stop is retained, seat slippage will not occur. The commenter also
requested we not allow repair to the seat roller housing.
We partially agree with this comment. We agree the seat stop should
prevent seat slippage; however, other failure modes can cause seat
slippage even with a functional seat stop. Providing
diagrams of possible damage to the seat stop area will not sufficiently
eliminate the safety issue. Service history has shown that wear and
damage to the seat installation components must be addressed. This AD
action provides clarification to the inspections for those components.
We have not changed this final rule AD action based on this
comment.
Request an Additional Measurement to the Inspection
Dave McFarlane requested we add a maximum allowable incremental
0.07-inch radius dimension to figure 1 at the outside diameter
dimensions for clarification.
We disagree with this comment. The measurement dimensions in figure
1 adequately address the measurements necessary for this AD. Additional
measurements will not provide any additional benefit.
We have not changed this final rule AD action based on this
comment.
Request Changing Compliance Based on Frequency of Seat Movement
Joseph Carter requested we change the compliance time for the
inspection for seats that are moved infrequently because they would not
experience the same amount of wear on the seat components.
We disagree with this comment. Inspectors would not be able to
determine the frequency seat movement.
We have not changed this final rule AD action based on this
comment.
Request Change to the Measurement of the Tangs
Brian A. Andrus, Jim Currie, and Jerry Unruh requested we change
the tang measurement to the outside of the seat roller housing and
change the description of the tang measurement. This change would make
it easier for the inspector to take the measurement and to better
understand what is being measured.
We agree with this comment. We agree that measuring the tang length
inside of the roller housing is difficult because of the presence of
the rollers inside of the roller housing.
We have changed the callouts in figure 4 to measure the tang length
from outside of the roller housing instead of from inside of the roller
housing. We have also changed the description of the tang measurement
in figure 4 to more accurately describe the measurement.
Request Detailed Description of Changes From AD 87-20-03 R2
Robert J. Pasch requested we better describe the changes or added
steps to the inspections from AD 87-20-03 R2 so the owner/operator can
better understand the requirements of this new AD action.
We agree with this comment. We retained all of the actions from the
previous AD and added steps to the inspection. This AD action must be
complied with in its entirety, not just the added steps. This AD action
includes better descriptions and graphics for the mechanic to follow
when complying with this AD. We have added language to the Discussion
section describing in more detail the changes we made in this
superseding AD action.
Request Different Requirements for New Seat Rail Installations
Howard Greenberg requested different requirements for new seat rail
installations.
We disagree with this comment. Documentation positively identifying
that all seat assemblies and associated parts were replaced would be
difficult to obtain. If documentation positively identifying
replacement of the seat assemblies and associated parts can be found,
the FAA will consider any applications we receive for an alternative
method of compliance to extend the compliance time for the initial
inspection.
We have not changed this final rule AD action based on this
comments.
Request Training on Proper Seat Operation Instead of AD
David Abler, Ken Anderson, and Timothy J. Berg requested we provide
a means to educate the pilots on proper operation of the seats rather
than take AD action.
We disagree with this comment. Wear and damage can occur, which may
not be visibly recognizable by the pilot, and may cause the seat to
slip even after proper engagement of the locking pin. In addition, many
sources exist to educate those involved about this unsafe condition,
including Advisory Circular 43-16A, Aviation Maintenance Alerts, found
on the Internet at http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/Frameset?OpenPage;
Special Aviation
Information Bulletin, SAIB CE-09-10, Availability of Secondary Seat
Stops for Pilot and Copilot Seats found on the Internet at http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgSAIB.nsf/Frameset?OpenPage;
Safety Alerts for Operators, SAFO 10016, Missing or
Improper Seat Stops in Cessna Models found on the Internet at http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/safo/all_safos/;
and other related articles in Cessna
Pilots Association Magazine. In spite of the sources of information
regarding the necessity for proper maintenance and proper operations of
the seats, inadvertent seat movement continues to be a safety issue.
We have not changed this final rule AD action based on this
comment.
Request Requiring Reinspection After Repair or Replacement of Parts
An anonymous commenter requested we require verifying the seat stop
pin engagement still meets the 0.150 inch criteria after replacement of
parts as a result of any of the required inspections.
We disagree with this comment. The intent of this inspection is to
detect wear or deformation. Any part used as a replacement part must be
serviceable and not show signs of wear or deformation. Also, this
inspection is a repetitive inspection at intervals not to exceed every
100 hours time-in-service.
We have not changed the final rule AD action based on this comment.
Agreement With AD Action
John M. Conti agrees with this AD action. He states the added
procedures and criteria are good and must be done during annual
inspections so the extra detail is a small price to pay that will
further reduce this risk.
We have not changed this final rule AD action based on this
comment.
Conclusion
We reviewed the relevant data, considered the comments received,
and determined that air safety and the public interest require adopting
the AD with the change described previously to change the tang length
measurement location to outside of the seat roller housing and minor
editorial changes. We have determined that these minor changes:
Are consistent with the intent that was proposed in the
NPRM for correcting the unsafe condition; and
Do not add any additional burden upon the public than was
already proposed in the NPRM.
We also determined that these changes will not increase the
economic burden on any operator or increase the scope of the AD.
Costs of Compliance
We estimate that this AD will affect 36,000 airplanes in the U.S.
registry.
The estimated total cost on U.S. operators includes the cumulative
costs associated with AD 87-20-03 R2. The required actions of this AD
are the same as in AD 87-20-03 R2 with the exception of some added steps
to the
inspection, which do not increase work-hours. The increased estimated
cost of this AD is due to increased labor cost and parts cost from 1987
when AD 87-20-03 R2 was issued.
We estimate the following costs to comply with this AD:
Estimated Costs
| Action |
Labor cost |
Parts cost |
Cost per product |
Cost on U.S.
operators
|
| Inspections of the seat roller
housings and seat rail.
|
1 work-hour x $85 per
hour = $85. |
Not applicable |
$85 |
$3,060,000 |
We estimate the following costs to
do any necessary replacements
that would be required based on the results of the inspections. We have
no way of determining the number of aircraft that might need these
replacements:
On-Condition Costs
| Action |
Labor cost |
Parts cost |
Cost per product |
| Replace seat rail |
2 work-hours x $85 per hour
= $170 per rail. |
$225 per rail |
$395 |
| Replace seat roller kit |
2 work-hours per seat (less per
leg) x $85 per hour = $170. |
$110 |
280 |
| Replace miscellaneous parts,
such as seat rollers, washers,
bushings, bolts, lock pin
springs, etc. |
1 work-hour per seat x $85 per
hour = $85. |
$15 |
100 |
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, 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
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]
2. The FAA amends Sec. 39.13 by removing airworthiness directive (AD)
87-20-03 R2, Amendment 39-39-6669 (55 FR 36264, September 5, 1990;
published as Docket No. 86-CE-71-AD, Amdt. 39-6669), and adding the
following new AD:
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