[Federal Register Volume 65, Number 110 (Wednesday, June 7, 2000)]
[Rules and Regulations]
[Pages 36055-36059]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 00-14016]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98-CE-56-AD; Amendment 39-11764; AD 2000-11-16]
RIN 2120-AA64


Airworthiness Directives; Ayres Corporation S2R Series and Model 
600 S2D Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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

SUMMARY: This amendment supersedes Airworthiness Directive (AD) 97-17-
03, which currently requires you to accomplish the following on Ayres 
Corporation (Ayres) S2R Series and Model 600 S2D airplanes: inspect the 
\1/4\-inch and \5/16\-inch bolt hole areas on the lower spar caps for 
fatigue cracking; replace any lower spar cap where fatigue cracking is 
found; and report any fatigue cracking. This AD retains the inspection 
and replacement (if necessary) requirements of the lower spar caps that 
are currently required in AD 97-17-03. This AD also makes these 
inspections repetitive, adds additional airplanes to the Applicability 
of the AD, changes the initial compliance time for all airplanes, and 
arranges the affected airplanes into groups (six) based on usage and 
configurations. The existing AD was the result of an accident of an 
Ayres S2R series airplane where the wing separated from the airplane in 
flight. The actions specified by this AD are intended to detect and 
correct fatigue cracking of the lower spar caps, which could result in 
the wing separating from the airplane with consequent loss of control 
of the airplane.

DATES: This AD becomes effective on July 25, 2000.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in the regulations as of July 
25, 2000.

ADDRESSES: You may get the service information referenced in this AD 
from the Ayres Corporation, P.O. Box 3090, One Rockwell Avenue, Albany, 
Georgia 31706-3090. You may examine this information at the Federal 
Aviation Administration (FAA), Central Region, Office of the Regional 
Counsel, Attention: Rules Docket No. 98-CE-56-AD, 901 Locust, Room 506, 
Kansas City, Missouri 64106; or at the Office of the Federal Register, 
800 North Capitol Street, NW, suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: Satish Lall, Aerospace Engineer, FAA, 
Atlanta Aircraft Certification Office, One Crown Center, 1895 Phoenix 
Boulevard, Suite 450, Atlanta, Georgia 30349; telephone: (770) 7036082; 
facsimile: (770) 703-6097.

SUPPLEMENTARY INFORMATION:

Events Leading to the Issuance of This AD

    Has FAA taken any action to this point? An accident on an Ayres S2R 
series airplane where the wing separated from the airplane in flight 
caused FAA to issue AD 9717-03, Amendment 39-10195 (62 FR 43296, August 
18, 1997). AD 97-17-03 currently requires you to accomplish the 
following:
     Inspect the 1/4-inch and 5/16-inch bolt hole areas on the 
lower spar caps for fatigue cracking;
     Replace any lower spar cap where fatigue cracking is 
found; and
     Report any fatigue cracking to FAA.
    Investigation of all resources available to FAA at the time of the 
accident showed nine occurrences of fatigue cracking in the lower spar 
caps of Ayres S2R airplanes, specifically emanating from the \1/4\-inch 
and \5/16\-inch bolt holes. Investigation of the above-referenced 
accident revealed that the cause can be attributed to fatigue cracks 
emanating from the \1/2\-inch and \5/16\-inch bolt holes in the lower 
spar caps. Because the Ayres Model 600 S2D airplanes have a similar 
type design to that of the S2R series airplanes, they were included in 
the Applicability of AD 97-17-03.
    Data indicates that the fatigue cracks on these Ayres S2R series 
airplanes become detectable at different times based upon the type of 
engines and design of the airplane. With this in mind, FAA categorized 
these airplanes into three groups for the Applicability of AD 97-17-03.
    Since issuing AD 97-17-03, we received data specifying 29 
additional occurrences of fatigue cracks found in the lower spar caps 
of Ayres S2R and Model 600 S2D airplanes. The data from these 
occurrences indicate the following:
     Several of these occurrences involved airplanes that had 
not accumulated enough hours to require the initial inspection of AD 
97-17-03;
     Detectable cracks could still develop after the initial 
inspection on the affected airplanes; and
     Ayres has manufactured additional airplanes that have a 
similar type design to that of the airplanes affected by AD 97-17-03. 
The existing AD should also cover these airplanes.
    To address the above areas, FAA issued a notice of proposed 
rulemaking (NPRM) to supersede AD 97-17-03. This NPRM was published in 
the Federal Register on January 13, 1999 (64 FR 2157). The NPRM 
proposed to supersede AD 97-17-03 with a new AD that would:
     Retain the inspection and replacement (if necessary) 
requirements of the lower spar caps that are currently required in AD 
97-17-03;
     Make these inspections repetitive;
     Add additional airplanes to the Applicability of the AD;
     Change the initial compliance time for all airplanes; and
     Arrange the affected airplanes into four groups instead of 
three based on usage and configurations.

[[Page 36056]]

    Was the public invited to comment on the NPRM? The FAA invited 
interested persons to participate in the making of the amendment. Based 
on the comments to this NPRM, we changed the NPRM and reopened the 
comment period through a supplemental NPRM. The supplemental NPRM 
specifically proposed to organize the affected airplanes into six 
groups based on usage and configurations, adjust the repetitive 
inspection intervals, provide alternatives for inspection methods, and 
include modification alternatives to replacing the spar cap.
    The FAA again invited interested persons to participate in the 
making of this amendment. No comments were received.

The FAA's Determination

    What is FAA's final determination on this issue? After careful 
review of all available information related to the subject presented 
above, we have determined that air safety and the public interest 
require the adoption of the rule as proposed except minor editorial 
corrections.
    How do the minor editorial corrections affect the AD? We have 
determined that the minor corrections will not change the meaning of 
the AD and will not add any additional burden upon the public than was 
already proposed.

Cost Impact

    How many airplanes does this AD impact? We estimate that this AD 
will affect 1,000 airplanes in the U.S. registry.
    What is the cost impact of the initial inspection on owners/
operators of the affected airplanes? We estimate 3 workhours per 
airplane to accomplish the initial inspection, at an average labor rate 
of $60 an hour. Parts to accomplish the initial inspection cost 
approximately $417 per airplane. Based on these figures, we estimate 
the cost impact of the initial inspection of this AD on U.S. operators 
at $597,000, or $597 per airplane.
    What about the cost of repetitive inspections and possible repairs 
and replacements? The figures above only take into account the cost of 
the initial inspection and do not take into account the cost of 
repetitive inspections. We have no way of determining how many 
repetitive inspections each owner/operator of the affected airplanes 
would incur. These figures are based upon the presumption that no 
affected airplane operator has accomplished the inspection, and do not 
take into account the cost for replacement if a crack is found. We have 
no way of determining the number of wing spar caps that may need to be 
replaced based upon the results of the inspections.

Regulatory Impact

    The regulations adopted herein 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. Therefore, FAA 
determines that this final rule does not have federalism implications 
under Executive Order 13132.
    The FAA has determined that this action:
    (1) is not a ``significant regulatory action'' under Executive 
Order 12866;
    (2) is not a ``significant rule'' under DOT Regulatory Policies and 
Procedures (44 FR 11034, February 26, 1979); and
    (3) will not have a significant economic impact, positive or 
negative, on a substantial number of small entities under the criteria 
of the Regulatory Flexibility Act. The FAA has prepared a final 
evaluation and placed it in the Rules Docket. You can get a copy of 
this evaluation at the location listed under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the Federal Aviation Administration amends part 39 of 
the Federal Aviation Regulations (14 CFR part 39) as follows:

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. FAA amends Section 39.13 is amended by removing Airworthiness 
Directive (AD) 97-17-03, Amendment 39-10105 (62 FR 43926, August 18, 
1997), and by adding a new AD to read as follows:

2000-11-16 Ayres Corporation: Docket No. 98-CE-56-AD, Amendment 39-
11764; Supersedes AD 97-17-03, Amendment 39-10105.

    (a) What airplanes are affected by this AD? Airplanes with the 
following model and serial number (S/N) designations with or without 
a -DC or -X suffix, certificated in any category:

                            Group 1 Airplanes
------------------------------------------------------------------------
               Model                            Serial numbers
------------------------------------------------------------------------
S-2R...............................  5000R through 5099R, except 5010R
                                      5031R, 3038R, 5047R, and 5085R.
S2R-R1820..........................  R1820-001 through R1820-035.
S2R-T34............................  6000R through 6049R, T34-001
                                      through T34-143, T34-145, T34-147
                                      through T34-167, T34-171, T34-180,
                                      and T34-181*.
S2R-T15............................  T15-001 through T15-033**.
S2R-G1.............................  G1-101 through G1-106.
------------------------------------------------------------------------
*The serial numbers of the Model S2R-T34 airplanes could incorporate T34-
  xxx, T36-xxx, T41-xxx, or T42-xxx. This AD applies to all of these
  serial number designations as they are all Model S2R-T34 airplanes.
**The serial numbers of the Model S2R-T15 airplanes could incorporate
  T15-xxx and T27-xxx. This AD applies to both of these serial number
  designations as they are both Model S2R-T15 airplanes.


                            Group 2 Airplanes
------------------------------------------------------------------------
               Model                            Serial numbers
------------------------------------------------------------------------
S2R-R1820..........................  R1820-036.
S2R-T65............................  T65-001 through T65-017.
S2RHG-T65..........................  T65-002 through T65-017.
S2R-T34............................  T34-144, T34-146, T34-168, T34-169,
                                      T34-172 through T34-179, and T34-
                                      189 through T34-232. And T34-234.*
S2R-T45............................  T45-001 through T45-014.
S2R-G6.............................  G6-101 through G6-147.
S2R-G10............................  G10-101 through G10-136, G10-138,
                                      G10-140, and G10-141.
S2R-G5.............................  G5-101 through G5-105.
------------------------------------------------------------------------
*The serial numbers of the Model S2R-T34 airplanes could incorporate T34-
  xxx, T36-xxx, T41-xxx, or T42-xxx. This AD applies to all of these
  serial number designations as they are all Model S2R-T34 airplanes.


                           Group 3 Airplanes*
------------------------------------------------------------------------
               Model                            Serial numbers
------------------------------------------------------------------------
600 S2D............................  All serial numbers beginning with
                                      600-1311D.
S-2R...............................  1380R and 1416R through 4999R.
S2R-R1340..........................  R1340-001 through R1340-035.
S2R-R3S............................  R3S-001 through R3S-011.
S2R-T11............................  T11-001 through T11-005.
------------------------------------------------------------------------
*Any Group 3 airplane that has been modified with a hopper of a capacity
  over 410 gallons, a piston engine greater than 600 horsepower, or any
  gas turbine engine, makes the airplane a Group 1 airplane for the
  purposes of this AD. The owner/operator must inspect the airplane at
  the Group 1 compliance time specified in this AD.


[[Page 36057]]


                            Group 4 Airplanes
------------------------------------------------------------------------
               Model                            Serial numbers
------------------------------------------------------------------------
S2R-T34............................  T34-225, T34-236, T34-237, and T34-
                                      238.*
S2R-G1.............................  G1-107, G1-108, and G1-109.
S2R-G10............................  G10-137, G10-139, and G10-142.
------------------------------------------------------------------------
The serial numbers of the Model S2R-T34 airplanes could incorporate T34-
  xxx, T36-xxx, T41-xxx, or T42-xxx. This AD applies to all of these
  serial number designations as they are all Model S2R-T34 airplanes.


                            Group 5 Airplanes
------------------------------------------------------------------------
               Model                            Serial numbers
------------------------------------------------------------------------
S2R-T34............................  T34-239 through T34-266.*
S2RHG-T34..........................  T34HG-102.
S2R-T15............................  T15-034 through T15-040.**
S2R-T45............................  T45-015.
S2R-G1.............................  G1-110 Through G1-114.
S2R-G6.............................  G6-148 through G6-151.
S2R-G10............................  G10-143 through G10-160.
------------------------------------------------------------------------
*The serial numbers of the Model S2R-T34 airplanes could incorporate T34-
  xxx, T36-xxx, T41-xxx, or T42-xxx. This AD applies to both of these
  serial designations as they are both Model S2R-T34 airplanes.
**The serial numbers of the Model S2R-T15 airplanes could incorporate
  T15-xxx and T27-xxx. This AD applies to both of these serial
  designations as they are both Model S2R-T15 airplanes.


                            Group 6 Airplanes
------------------------------------------------------------------------
               Model                            Serial numbers
------------------------------------------------------------------------
S2R................................  501R, 5031R, 5038R, 5047R, and
                                      5085R.
------------------------------------------------------------------------

    (b) Who must comply with this AD? Anyone who wishes to operate 
any of the above airplanes on the U.S. Register.
    (c) What problem does this AD address? The actions specified by 
this AD are intended to detect and correct fatigue cracking of the 
lower spar caps. This could result in the wing separating from the 
airplane with consequent loss of control of the airplane.
    (d) What actions must I accomplish to address this problem? To 
address this problem, you must accomplish the following:
    (1) Repetitively inspect, using magnetic particle, ultrasonic, 
or eddy current procedures, the \1/4\-inch and \5/16\-inch bolt hole 
areas on each lower spar cap for fatigue cracking. Reference 
paragraph (e)(3) and (e)(4) of this AD (including all subparagraphs) 
to obtain the initial and repetitive inspection compliance times.
    (i) The cracks may emanate from the bolt hole on the face of the 
spar cap or they may occur in the shaft of the hole.
    (ii) You must inspect both of these areas.
    (2) If any cracking is found during any inspection required by 
this AD, you must accomplish the following:
    (i) Use the cold work process to ream out small cracks as 
defined in Ayres Service Bulletin No. SB-AG-39, dated September 17, 
1996; or replace the affected spar cap in accordance with the 
maintenance manual; or ream the \1/4\-inch bolt holes to \5/16\ 
inches diameter as defined in Part I of Ayres Custom Kit No. CK-AG-
29, dated December 23, 1997; and
    (ii) Submit a report of inspection findings to the Manager, 
Atlanta ACO, One Crown Center, 1895 Phoenix Boulevard, Suite 450, 
Atlanta, Georgia 30349; facsimile: (770) 703-6097. You must include 
the airplane serial number and engine model number; the total number 
of flight hours on the lower spar cap that is cracked; time on the 
spar cap since last inspection, if applicable; and the type of 
inspection used for the last inspection. Indicate if cold working 
has been accomplished or modifications incorporated such as 
installation of big butterfly plates. Include the time on the spar 
cap when the cold working or modifications were accomplished. 
Indicate which bolt hole is cracked and the length of the crack. 
Information collection requirements contained in this regulation 
have been approved by the Office of Management and Budget (OMB) 
under the provisions of the Paperwork Reduction Act of 1980 (44 
U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-
0056.
    (e) What is the compliance time of this AD? The compliance times 
for each of the actions of this AD are as follows:
    (1) Any required repair or replacement: Prior to further flight 
after the inspection where the crack(s) was/were found.
    (2) Reporting requirement:
    (i) Submit the report within 10 days after finding any crack(s) 
during any inspection required by this AD.
    (ii) For airplanes where cracking was found during any 
inspection accomplished in accordance with AD 97-17-03, which is 
superseded by this AD; or by AD 97-13-11, which was superseded by AD 
97-17-03, submit the report within 10 days after the effective date 
of this AD, unless already accomplished.
    (3) Initial Inspection: The following is for the initial 
inspections required by this AD. The affected airplanes are 
categorized into six different groups.
    (i) Group 1 Airplanes: Required upon the accumulation of 2,000 
hours time-in-service (TIS) on each lower spar cap or within 50 
flight hours after the effective date of this AD, whichever occurs 
later, unless already accomplished (compliance with AD 97-1703 or AD 
97-13-11).
    (ii) Group 2 Airplanes: Required upon the accumulation of 2,200 
hours TIS on each lower spar cap or within 50 flight hours after the 
effective date of this AD, whichever occur later, unless already 
accomplished (compliance with AD 97-17-03 or AD 97-13-11).
    (iii) Group 3 Airplanes: Required upon the accumulation of 6,400 
hours TIS on each lower spar cap or within 50 flight hours after the 
effective date of this AD, whichever occurs later, unless already 
accomplished (compliance with AD 97-17-03 or AD 97-13-11).
    (iv) Group 4 Airplanes: Required upon the accumulation of 2,500 
hours TIS on each lower spar cap or within 50 flight hours after the 
effective date of this AD, whichever occurs later, unless already 
accomplished (compliance with AD 97-17-03 or AD 97-13-11).
    (v) Group 5 Airplanes: Required upon the accumulation of 6,200 
hours TIS on each lower spar cap or within 50 flight hours after the 
effective date of this AD, whichever occurs later, unless already 
accomplished (compliance with AD 97-17-03 or AD 97-13-11).
    (vi) Group 6 Airplanes: As presented below.
    (A) For S/N 5010R: Required upon the accumulation of 5,530 hours 
TIS on each lower spar cap or within the next 50 hours TIS after the 
effective date of this AD, whichever occurs later.
    (B) For S/N 5038R: Required upon the accumulation of 5,900 hours 
TIS on each lower spar cap or within the next 50 hours TIS after the 
effective date of this AD, whichever occurs later.
    (C) For S/N's 5031R and 5047R: Required upon the accumulation of 
6,400 hours TIS on each lower spar cap or within the next 50 hours 
TIS after the effective date of this AD, whichever occurs later.
    (D) For S/N 5085R: Required upon the accumulation of 6,290 hours 
TIS on each lower spar cap or within the next 50 hours TIS after the 
effective date of this AD, whichever occurs later.
    (4) Repetitive Inspections: The following chart gives the 
required repetitive inspection intervals based on the work performed 
and the method of inspection utilized. Each time is hours TIS 
intervals after the last inspection:

----------------------------------------------------------------------------------------------------------------
      Work previously performed           Magnetic particle            Ultrasonic              Eddy current
----------------------------------------------------------------------------------------------------------------
(i) No cracks found previously on      500 hours TIS..........  550 hours..............  700 hours TIS.
 wing spar and no optional cold work
 or bolt hole reaming accomplished.
(ii) One of the following where the    500 hours TIS..........  550 hours TIS..........  700 hours TIS
 airplane does not have butterfly
 plates, part number (P/N) 20211-09
 and P/N 20211-11, installed per CK-
 AG-29, Part II ***.
(A) Small cracks repaired through
 cold work (or done as an option if
 never cracked) accomplished per SB-
 AG-39; or

[[Page 36058]]

 
(B) Small cracks repaired through 1/4-
 inch bolt hole reamed to 5/16 inches
 diameter (or done as an option if
 never cracked) per CK-AG-29, Part I;
 or
(C) Small cracks repaired through
 previous Alternative Methods of
 Compliance **
(iii) One of the following where the   900 hours TIS..........  950 hours TIS..........  1,250 hours TIS.
 airplane has butterfly plates, part
 number (P/N) 20211-09 and P/N 20211-
 11, installed per CK-AG-29, Part II
 ***.
(A) Small cracks repaired through
 cold work (or done as an option if
 no cracks found) accomplished per SB-
 AG-39; or
(B) Small cracks repaired through 1/4-
 inch bolt hole reamed to 5/16 inches
 diameter (or done as an option if no
 cracks found) per CK-AG-29, Part I;
 or
(C) Small cracks repaired through
 previous Alternative Methods of
 Compliance. **
(iv) Cracked wing spar found during    Time for initial and     Time for initial and     Time for initial and
 previous inspection wing spar          repetitive inspection    repetitive inspection    repetitive inspection
 replacement.                           intervals start over     intervals start over     intervals start over
                                        when wing spar is        when wing spar is        when wing spar is
                                        replaced.                replaced.                replaced.
----------------------------------------------------------------------------------------------------------------
* Aircraft S/N's T45-007DC and T45-10DC had modified splice block assemblies installed at Ayres (Ayres/Kaplan
  Assembly No. 88-251) and must still follow the repetitive inspection intervals listed here.
** If a crack is found, the reaming associated with the cold work process may remove a crack if it is small
  enough. Some aircraft owners/operators were issued alternative methods of compliance with AD 97-17-03 to ream
  the \1/4\-inch bolt hole to \5/16\ inches diameter to remove small cracks. Ayres CK-AG-29, Part I, also
  provides procedures to ream the \1/4\-inch bolt hole to \5/16\ inches diameter. If you use either of these two
  methods to remove cracks and the airplane is reinspected immediately with no cracks found, you may continue to
  follow the repetitive inspection intervals listed above.
*** Group 4 and Group 5 airplanes had the butterfly plates installed at the factory and may follow this
  repetitive inspection interval.

    (f) What procedures must I use to accomplish the actions 
required in this AD? (1) Inspections:
    (i) For the magnetic particle inspection, utilize the procedures 
contained in Ayres Service Bulletin No. SB-AG-39, dated September 
17, 1996. Use only sections titled ``Inspection Accomplishment 
Instructions'' and ``Lower Splice Fitting Removal and Installation 
Instructions.'' You must follow American Society for Testing 
Materials (ASTM) E1444-94A, using wet particles meeting the 
requirements of the Society for Automotive Engineers (SAE) AMS 3046.

Caution: You must firmly support the wings during the inspection to 
prevent movement of the spar caps when the splice blocks are 
removed. This will allow easier realignment of the splice block 
holes and the holes in the spar cap for bolt insertion.

    (ii) The FAA must approve ultrasonic or eddy current inspection 
procedures. To obtain FAA approval, you must send your proposed 
procedure to the Manager, Atlanta Aircraft Certification (ACO), One 
Crown Center, 1895 Phoenix Boulevard, Suite 450, Atlanta, Georgia 
30349. You are not required to remove the splice block for either 
the ultrasonic or eddy current inspections, unless corrosion is 
visible.
    (iii) All inspections required by this AD must be accomplished 
by a Level 2 or Level 3 inspector certified for that inspection 
method using the guidelines established by the American Society for 
Nondestructive Testing or MIL-STD-410.
    (2) Repair: Utilize the procedures contained in Ayres Service 
Bulletin No. SB-AG-39, dated September 17, 1996; or in Part I of 
Ayres Custom Kit No. CK-AG-29, dated December 23, 1997 if necessary 
to remove small cracks. You must then immediately re-inspect and 
continue to accomplish the repetitive inspections.
    (3) Replacement: Utilize the procedures contained in the 
maintenance manual.
    (g) Can I comply with this AD in any other way? (1) You may use 
an alternative method of compliance or adjust the compliance time 
if:
    (i) Your alternative method of compliance provides an equivalent 
level of safety; and
    (ii) The Manager, Atlanta Aircraft Certification Office, 
approves your alternative. Submit your request through an FAA 
Principal Maintenance Inspector, who may add comments and then send 
it to the Manager.
    (2) This AD applies to each airplane identified in the preceding 
applicability provision, regardless of whether it has been modified, 
altered, or repaired in the area subject to the requirements of this 
AD. For airplanes that have been modified, altered, or repaired so 
that the performance of the requirements of this AD is affected, the 
owner/operator must request approval for an alternative method of 
compliance in accordance with paragraph (g)(1) of this AD. The 
request should include an assessment of the effect of the 
modification, alteration, or repair on the unsafe condition 
addressed by this AD; and, if you have not eliminated the unsafe 
condition, specific actions you propose to address it.
    (3) Alternative methods of compliance approved in accordance 
with AD 97-17-03, which is superseded by this AD; or in accordance 
with AD 97-13-11, which was superseded by AD 97-17-03, are approved 
as alternative methods of compliance with this AD, unless otherwise 
noted in this AD.
    (h) Where can I get information about any already-approved 
alternative methods of compliance? Contact the Atlanta ACO, One 
Crown Center, 1895 Phoenix Boulevard, Suite 450, Atlanta, Georgia 
303496; telephone: (770) 703-6082; facsimile: (770) 703-6097.
    (i) What if I need to fly the airplane to another location to 
comply with this AD? The FAA can issue a special flight permit under 
sections 21.197 and 21.199 of the Federal Aviation Regulations (14 
CFR 21.197 and 21.199) to operate your airplane to a location where 
you can accomplish the requirements of this AD, provided that:
    (1) The hopper is empty.
    (2) Vne is reduced to 126 miles per hour (109 knots) indicated 
airspeed (IAS).
    (3) Flight into known turbulence is prohibited.
    (j) Are any service bulletins incorporated into this AD by 
reference? You must accomplish the actions required by this AD in 
accordance with Ayres Service Bulletin No. SB-AG-39, dated September 
17, 1996, and Ayres Custom Kit No. CK-AG-29, dated December 23, 
1997. The Director of the Federal Register approved this 
incorporation by reference under 5 U.S.C. 552(a) and 1 CFR part 51. 
You can get copies from the Ayres Corporation, P.O. Box 3090, One 
Rockwell Avenue, Albany, Georgia 31706-3090. You can look at copies 
at FAA, Central Region, Office of the Regional Counsel, 901 Locust, 
Room 506, Kansas City, Missouri, or at the Office of the Federal 
Register, 800 North Capitol Street, NW, suite 700, Washington, DC.
    (k) Does this AD affect any other AD actions? This amendment 
supersedes AD 97-17-03, Amendment 39-10105.
    (l) When does this amendment become effective? This amendment 
becomes effective on July 25, 2000.


[[Page 36059]]


    Issued in Kansas City, Missouri, on May 26, 2000.
Larry E. Werth,
Acting Manager, Small Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 00-14016 Filed 6-6-00; 8:45 am]
BILLING CODE 4910-13-P