[Federal Register Volume 76, Number 93 (Friday, May 13, 2011)]
[Rules and Regulations]
[Pages 27865-27872]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2011-10988]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2010-1101; Directorate Identifier 2009-CE-013-AD; 
Amendment 39-16690; AD 2011-10-09]
RIN 2120-AA64


Airworthiness Directives; Cessna Aircraft Company Models 150, 
152, 170, 172, 175, 177, 180, 182, 185, 188, 190, 195, 206, 207, 210, 
T303, 336, and 337 Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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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,

[[Page 27866]]

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: [email protected].

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

[[Page 27867]]

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

[[Page 27868]]

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
----------------------------------------------------------------------------------------------------------------
                                                                                    Cost per       Cost on U.S.
            Action                  Labor cost              Parts cost              product         operators
----------------------------------------------------------------------------------------------------------------
Inspections of the seat roller  1 work-hour x $85  Not applicable.............             $85       $3,060,000
 housings and seat rail.         per hour = $85.
----------------------------------------------------------------------------------------------------------------

    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
----------------------------------------------------------------------------------------------------------------
                                                                                                     Cost per
               Action                        Labor cost                    Parts cost                 product
----------------------------------------------------------------------------------------------------------------
Replace seat rail...................  2 work-hours x $85 per   $225 per rail....................            $395
                                       hour = $170 per rail.
Replace seat roller kit.............  2 work-hours per seat    $110.............................             280
                                       (less per leg) x $85
                                       per hour = $170.
Replace miscellaneous parts, such as  1 work-hour per seat x   $15..............................             100
 seat rollers, washers, bushings,      $85 per hour = $85.
 bolts, lock pin springs, etc.
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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

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) 
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:

2011-10-09 Cessna Aircraft Company: Amendment 39-16690; Docket No. 
FAA-2010-1101; Directorate Identifier 2009-CE-013-AD.

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.

[[Page 27869]]

 
(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[dash]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.

[[Page 27870]]

[GRAPHIC] [TIFF OMITTED] TR13MY11.002

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    (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.

[[Page 27871]]

[GRAPHIC] [TIFF OMITTED] TR13MY11.003

    (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).
[GRAPHIC] [TIFF OMITTED] TR13MY11.004

    (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.

[[Page 27872]]

[GRAPHIC] [TIFF OMITTED] TR13MY11.005

    (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: 
[email protected].

    Issued in Kansas City, Missouri, on April 27, 2011.
John Colomy,
Acting Manager, Small Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2011-10988 Filed 5-12-11; 8:45 am]
BILLING CODE 4910-13-P