[Federal Register Volume 79, Number 93 (Wednesday, May 14, 2014)]
[Rules and Regulations]
[Pages 27483-27487]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2014-10789]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2013-0602; Directorate Identifier 2012-CE-010-AD; 
Amendment 39-17848; AD 2014-10-01]
RIN 2120-AA64


Airworthiness Directives; Vulcanair S.p.A. Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of 
Transportation (DOT).

ACTION: Final rule.

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SUMMARY: We are superseding airworthiness directive (AD) 2008-24-11 for 
Vulcanair S.p.A. Model P68 airplanes. This AD results from mandatory 
continuing airworthiness information (MCAI) originated by an aviation 
authority of another country to identify and correct an unsafe 
condition on an aviation product. The MCAI describes the unsafe 
condition as cracking and/or corrosion of the wing spar. We are issuing 
this AD to require actions to address the unsafe condition on these 
products.

DATES: This AD is effective June 18, 2014.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in the AD as of June 18, 
2014.
    The Director of the Federal Register approved the incorporation by 
reference of certain other publications listed in this AD as of January 
2, 2009 (73 FR 72314, November 28, 2008).

ADDRESSES: You may examine the AD docket on the Internet at http://www.regulations.gov by searching for and locating it in Docket No. FAA-
2013-0602; or in person at 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 service information identified in this proposed AD, contact 
Vulcanair Airworthiness Office, Via G Pascoli, 7, 80026 Casoria, Italy; 
phone: +39 081 59 18 135; fax: +39 081 59 18 172; email: 
[email protected]; Internet: http://www.vulcanair.com/page-view.php?pagename=Service Bulletins. 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 (816) 329-4148.

[[Page 27484]]

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-2013-
0602; 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: Mike Kiesov, Aerospace Engineer, FAA, 
Small Airplane Directorate, 901 Locust, Room 301, Kansas City, Missouri 
64106; telephone: (816) 329-4144; fax: (816) 329-4090; email: 
[email protected].

SUPPLEMENTARY INFORMATION:

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 to add an AD that would apply to Vulcanair S.p.A. Model P68 
airplanes. That NPRM was published in the Federal Register on July 9, 
2013 (78 FR 41005), and proposed to supersede AD 2008-24-11, Amendment 
39-15751 (73 FR 72314, November 28, 2008).
    Since we issued AD 2008-24-11, Amendment 39-15751 (73 FR 72314, 
November 28, 2008), Vulcanair S.p.A. developed modification kits to 
repair certain lower spar caps. They also developed a maintenance 
manual supplement with special inspections of the wing and stabilator 
structures and new limitations for the wing structure.
    The FAA also realized that the Models AP68TP300 ``SPARTACUS'' and 
AP68TP 600 ``VIATOR'' were inadvertently included in AD 2008-24-11.
    The European Aviation Safety Agency (EASA), which is the Technical 
Agent for the Member States of the European Community, has issued AD 
No.: 2010-0051, dated March 25, 2010 (referred to after this as ``the 
MCAI''), to correct an unsafe condition for the specified products. The 
MCAI states:

    Safe Life Limits of the wing structure of P.68 Series aeroplanes 
have now been extended up to a maximum of 23 900 Flight Hours (FH), 
depending on the condition of the spar lower cap angles and on the 
embodiment of some modification kits. Furthermore, special 
inspections of the wing and stabilator structures, different from 
those previously required by EASA AD 2007-0027, have also been 
introduced. This change has been developed by Vulcanair under change 
No. MOD. P68/144 approved by EASA with approval No. 10028661on 02 
February 2010.
    Consequently this AD, which supersedes EASA AD 2007-0027, allows 
the implementation of the extended Safe Life Limits, in accordance 
with the instructions of Vulcanair SB 162, and requires the 
accomplishment of special inspections for the wing and stabilator 
structures, in accordance with the Aircraft Maintenance Manual (AMM) 
Supplement part number (P/N) NOR 10.771-52.

The MCAI can be found in the AD docket on the Internet at: http://www.regulations.gov/#!documentDetail;D=FAA-2013-0602-0002. EASA AD No.: 
2010-0051, dated March 25, 2010; Vulcanair S.p.A. Maintenance Manual 
Supplement NOR10.771-52, dated March 1, 2010; Vulcanair S.p.A. Service 
Bulletin No. 162, dated March 1, 2010; Vulcanair S.p.A. Service 
Instruction No. 88, dated March 1, 2010; and Vulcanair S.p.A. Service 
Instruction No. 89, dated March 1, 2010, base the extended safe life 
limits on repetitive inspections and other required preventive and 
corrective actions that under certain conditions allow flight with 
known cracks in critical structure. The FAA's Small Airplane 
Directorate does not allow further flight with known cracks in critical 
structure without additional substantiating data. Advisory Circular 
(AC) 23-13A, Chapter 6, dated September 29, 2005, describes what 
additional data is required to allow flight with known cracks (found on 
the Internet at http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf).

Comments

    We gave the public the opportunity to participate in developing 
this AD. We have considered the comment received. James Staley supports 
the NPRM (78 FR 41005, July 9, 2013).

Conclusion

    We reviewed the relevant data, considered the comments received, 
and determined that air safety and the public interest require adopting 
the 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 (78 FR 41005, July 9, 2013) for correcting the unsafe condition; 
and
     Do not add any additional burden upon the public than was 
already proposed in the NPRM (78 FR 41005, July 9, 2013).

Costs of Compliance

    We estimate that this AD will affect 67 products of U.S. registry. 
We also estimate that it will take about 60 work-hours per product to 
comply with the basic requirements of this AD. The average labor rate 
is $85 per work-hour.
    Based on these figures, we estimate the cost of the AD on U.S. 
operators to be $341,700, or $5,100 per product.
    We estimate that the wing replacement will take about 300 work-
hours and require parts costing $443,406, for a cost of $468,906 per 
product. Wing replacement is only required when the wing structure 
exceeds the safe life established in this AD.
    In addition, we estimate that any necessary follow-on actions for 
kit installation would take about 120 work-hours and require parts 
costing $2,595, for a cost of $12,795 per product. We have no way of 
determining the number of products that may need these actions, but it 
would affect no more than 10 airplanes. Therefore the highest fleet 
cost for these actions would be $127,950.

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.

Introduction and Purpose of This Analysis

    The Regulatory Flexibility Act of 1980 (Pub. L. 96-354) (RFA) 
establishes ``as a principle of regulatory issuance that agencies shall 
endeavor, consistent with the objectives of the rule and of applicable 
statutes, to fit regulatory and informational requirements to the scale 
of the businesses, organizations, and governmental jurisdictions 
subject to regulation. To achieve this principle, agencies are required 
to solicit and

[[Page 27485]]

consider flexible regulatory proposals and to explain the rationale for 
their actions to assure that such proposals are given serious 
consideration.'' The RFA covers a wide-range of small entities, 
including small businesses, not-for-profit organizations, and small 
governmental jurisdictions.
    Agencies must perform a review to determine whether a rule will 
have a significant economic impact on a substantial number of small 
entities. If the agency determines that it will, the agency must 
prepare a regulatory flexibility analysis as described in the RFA.

Final Regulatory Flexibility Analysis (FRFA)

    Section 604 of the Act requires agencies to prepare a final 
regulatory flexibility analysis (FRFA) describing the impact of final 
rules on small entities.
    Section 604(a) of the Act specifies the content of an FRFA.
    Each FRFA must contain:
    1. A statement of the need for, and objectives of, the rule;
    2. A statement of the significant issues raised by the public 
comments in response to the initial regulatory flexibility analysis, a 
statement of the assessment of the agency of such issues, and a 
statement of any changes made in the proposed rule as a result of such 
comments;
    3. The response of the agency to any comments filed by the Chief 
Counsel for Advocacy of the Small Business Administration in response 
to the proposed rule, and a detailed statement of any change made to 
the proposed rule in the final rule as a result of the comments;
    4. A description of and an estimate of the number of small entities 
to which the rule will apply or an explanation of why no such estimate 
is available;
    5. A description of the projected reporting, recordkeeping and 
other compliance requirements of the rule, including an estimate of the 
classes of small entities which will be subject to the requirement and 
the type of professional skills necessary for preparation of the report 
or record; and
    6. A description of the steps the agency has taken to minimize the 
significant economic impact on small entities consistent with the 
stated objectives of applicable statutes, including a statement of the 
factual, policy, and legal reasons for selecting the alternative 
adopted in the final rule and why each one of the other significant 
alternatives to the rule considered by the agency which affect the 
impact on small entities was rejected.

1. Need for and Objective of This Final Rule

    This AD results from MCAI originated by EASA and will supersede AD 
2008-24-11, Amendment 39-15751 (73 FR 72314, November 28, 2008). AD 
2008-24-11 established safe limits for the wing structure of Vulcanair 
P.68 series airplanes and requires repetitive inspection and repair of 
the wing and stabilator structures when the airplanes reach safe 
limits. Operation beyond existing conservative safe limits (with 
inspections and repair) is allowed pending establishment of final safe 
limits and a terminating action.
    This AD significantly increases wing structure life limits (in a 
few cases requiring kit modification of the wing structure) but 
establishes a terminating action requiring replacement of the wing 
structure and wing fuselage attachments and bolts when new established 
safe limits are reached. Prior to the wing structure safe life limit 
being reached, this AD also requires special inspections of the wing 
structure with time limits, since new, of 6,000, 12,000, and 18,000 
flight hours. After the first special inspection subsequent inspections 
must be every 6000 flight hours thereafter.

2. Response to Public Comments

    There were no public comments on the initial regulatory flexibility 
analysis (IRFA).

3. Response to Comments by the Chief Counsel for Advocacy of the Small 
Business Administration

    There were no comments made by the Chief Counsel for Advocacy.

4. A Description of and an Estimate of the Number of Small Entities to 
Which the Final Rule Will Apply

    This AD will affect 67 U.S.-registered airplanes, of which 40 are 
owned by corporations, 8 by individuals, 2 by the Federal Government, 
and 17 by state governments.
    Of the 48 airplanes owned by private entities, one trustee owns 3 
airplanes, one trustee owns 2 airplanes, and two companies each own two 
airplanes. The remaining 39 airplanes are owned by 39 corporations and 
individuals. The FAA believes that all, or nearly all, of these private 
sector owners are privately held small firms, for which we cannot 
obtain financial records. We conclude that the AD will affect a 
substantial number of small entities.

5. Reporting, Record Keeping, and Other Compliance Requirements of the 
Final Rule

    Small entities will incur no new reporting and record-keeping 
requirements as a result of this AD.
    The additional requirements of this AD compared to AD 2008-24-11, 
Amendment 39-15751 (73 FR 72314, November 28, 2008) are the special 
wing structure inspections at 6,000, 12,000, and 18,000 flight hours; 
the terminating action to replace the wing structure when the wing 
structure safe limit is reached; and, for airplanes with serial numbers 
1 through 256 for which a spar crack was found under previous Vulcanair 
SB65, replacement of the four main spar lower cap angles using 
Vulcanair Kit SB162. The costs of the required actions provided in this 
AD are as follows:

----------------------------------------------------------------------------------------------------------------
                                                                                      Cost of
                   Requirement                      Work-hours      Labor cost       materials      Total cost
----------------------------------------------------------------------------------------------------------------
Special inspections.............................              60          $5,100  ..............  ..............
Wing structure replacement......................             300          25,500         443,406         468,906
Replacement of lower spar cap angles with kit                120          10,200           2,595          12,795
 SB162 (S/N 1-256)..............................
----------------------------------------------------------------------------------------------------------------
Labor cost per hour is $85. The cost of crack repair is not provided in this AD.

    The requirement to replace the wing structure, at considerable 
cost, occurs when the airplanes are old and have low value, often less 
than the cost of wing structure replacement. Therefore, in many cases 
airplane retirement is the least cost alternative, in which case the 
effective cost of the requirement is the loss in airplane value net of 
salvage value. The requirement to replace the lower spar cap angles 
applies to at most ten U.S.-registered airplanes and only if a front 
spar crack was previously found under SB No. 65. The expected present 
value cost of this requirement is

[[Page 27486]]

minimal. The requirement for special inspections at 6,000, 12,000, and 
18,000 flight hours applies to all AD-affected airplanes.
Economic Impact on Small Entities
    Since we have no financial information of the privately held firms 
that constitute most of the operators of the affected airplanes, we 
assess the economic impact of this AD using airplane values. As the 
Vulcanair P.68 airplanes are not listed in the Aircraft Bluebook Price 
Digest, we undertook an internet search and found that the resale value 
of older P.68 airplanes, manufactured between 1975 and 1984 ranged from 
about $80,000 to $300,000. Many of these airplanes will be subject to 
the special inspection at 6,000 flight hours or even the special 
inspection at 12,000 flight hours. Using a significant economic impact 
criterion of 2 percent of airplane value, for operators of many of 
these airplanes there is a significant economic impact based on just 
one $5,100 inspection. Taking into account the present value cost of 2 
to 3 possible future inspections and possible repair, as well as the 
present value cost of forced early retirement, there is a significant 
economic impact on most if not all of these operators.
    We therefore conclude that this AD will have a significant impact 
on a substantial number of small firms.

6. Steps the Agency Has Taken To Minimize the Significant Economic 
Impact on Small Entities

    Because of an unsafe condition that is likely to exist or develop 
on the airplanes identified in this AD, there is no feasible 
significant alternative to requiring the actions of this AD. Therefore, 
there are no steps that the Agency can take to minimize the significant 
economic impact on small entities.
    Therefore, this AD will have a significant economic impact on a 
substantial number of small entities.

Regulatory Findings

    We 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 this AD:
    (1) Is not a ``significant regulatory action'' under Executive 
Order 12866,
    (2) Is not a ``significant rule'' under the DOT Regulatory Policies 
and Procedures (44 FR 11034, February 26, 1979),
    (3) Will not affect intrastate aviation in Alaska, and
    (4) Will have a significant economic impact on a substantial number 
of small entities under the criteria of the Regulatory Flexibility Act.
    We prepared a summary of the costs to comply with this AD (and 
other information as included in the Regulatory Evaluation) and placed 
it in the AD Docket, which may be found on the Internet at: http://www.regulations.gov/#!docketDetail;D=FAA-2013-0602; or in person at the 
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.

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 Amendment 39-15751 (73 FR 
72314; November 28, 2008), and adding the following new AD:

2014-10-01 Vulcanair S.p.A.: Amendment 39-17848; Docket No. FAA-
2013-0602; Directorate Identifier 2012-CE-010-AD.

(a) Effective Date

    This airworthiness directive (AD) becomes effective June 18, 
2014

(b) Affected ADs

    This AD supersedes AD 2008-24-11, Amendment 39-15751 (73 FR 
72314; November 28, 2008).

(c) Applicability

    This AD applies to Vulcanair S.p.A. Models P 68, P 68B, P 68C, P 
68C-TC, P 68 ``OBSERVER,'' P68TC ``OBSERVER,'' and P68 ``OBSERVER 
2'' airplanes, serial numbers (S/N) 01 through 429, S/Ns 431 through 
452, and S/N 454, certificated in any category.

(d) Subject

    Air Transport Association of America (ATA) Code 57: Wings.

(e) Reason

    This AD was prompted by mandatory continuing airworthiness 
information (MCAI) originated by an aviation authority of another 
country to identify and correct an unsafe condition on an aviation 
product. The MCAI describes the unsafe condition as cracking and/or 
corrosion of the wing spar. We are issuing this AD to detect and 
correct cracking and corrosion of the wing spars, which, if not 
corrected, could result in structural failure of the wing.

(f) Actions and Compliance

    Unless already done, do the following actions specified in 
paragraphs (f)(1) through (f)(8) of this AD, to include all 
subparagraphs.
    (1) Within 10 days after June 18, 2014] (the effective date of 
this AD), incorporate Vulcanair Aircraft, P68 Variants, Maintenance 
Manual Supplement NOR10.771-52, 1st Issue, dated March 1, 2010, into 
the FAA-approved maintenance program (maintenance manual) following 
Vulcanair Aircraft, P68 Variants, Mandatory Service Bulletin No. 
162, dated March 1, 2010.
    (2) Within 10 days after June 18, 2014 (the effective date of 
this AD), determine the safe life limit of the wing structure as 
follows:
    (i) For all rows except rows (c) and (e) in table 1, of 
paragraph 1.3, of Vulcanair Aircraft, P68 Variants, Mandatory 
Service Bulletin No. 162, dated March 1, 2010, use the safe life 
limit specified in the appropriate row of the table; and
    (ii) For rows (c) and (e) in table 1, of paragraph 1.3, of 
Vulcanair Aircraft, P68 Variants, Mandatory Service Bulletin No. 
162, dated March 1, 2010, before further flight, you must modify the 
wing structure following Vulcanair Aircraft, P68 Variants, Mandatory 
Service Bulletin No. 162, dated March 1, 2010. After modification, 
use the safe life limit specified in the appropriate row of the 
table.
    (3) Before reaching the life limit as determined in paragraph 
(f)(2) of this AD, before further flight, you must replace the wing 
structure and wing fuselage attachments and bolts with new ones. Do 
the replacement following Vulcanair Aircraft, P68 Variants, 
Maintenance Manual Supplement NOR10.771-52, 1st Issue, dated March 
1, 2010, as specified in the instructions in WORK PROCEDURE, 
paragraph 2 of Vulcanair Aircraft, P68 Variants, Mandatory Service 
Bulletin No. 162, dated March 1, 2010.
    (4) Do an initial inspection of the wing structure as specified 
in the instructions in paragraph 2.1 of Vulcanair Aircraft, P68 
Variants, Mandatory Service Bulletin No. 162, dated March 1, 2010, 
at the applicable times as specified in paragraphs (f)(4)(i) and 
(f)(4)(ii). Repetitively thereafter inspect and replace the wing 
structure following the limitations in Vulcanair Aircraft, P68 
Variants, Maintenance Manual Supplement NOR10.771-52, 1st Issue, 
dated March 1, 2010.
    (i) For aircraft that have not exceeded the safe life limit 
hours time-in-service (TIS) on the wing structure as determined in 
paragraph (f)(2) of this AD: Before

[[Page 27487]]

accumulating 6,000 hours TIS on the wing structure or within 100 
hours TIS after June 18, 2014 (the effective date of this AD), 
whichever occurs later, follow Vulcanair Aircraft, P68 Variants, 
Maintenance Manual Supplement NOR10.771-52, 1st Issue, dated March 
1, 2010. You may take ``unless already done'' credit for this 
inspection if inspected in compliance with AD 2008-24-11, Amendment 
39-15751 (73 FR 72314; November 28, 2008); or
    (ii) For aircraft that have exceeded the safe life limit hours 
TIS on the wing structure as determined in paragraph (f)(2) of this 
AD: Within 100 hours TIS after June 18, 2014 (the effective date of 
this AD), follow Vulcanair Aircraft, P68 Variants, Mandatory Service 
Bulletin No. 162, dated March 1, 2010.
    (5) Before accumulating 8,500 hours TIS since new on the 
stabilator, within 500 hours TIS after January 2, 2009 (the 
effective date of AD 2008-24-11, Amendment 39-15751 (73 FR 72314; 
November 28, 2008)), or within 500 hours TIS from the last 
inspection done in compliance with AD 2008-24-11, whichever occurs 
later, do the initial inspection of the stabilator following 
paragraph 2.2 of Vulcanair Aircraft, P68 Variants, Maintenance 
Manual Supplement NOR10.771-52, 1st Issue, dated March 1, 2010, or 
Vulcanair Aircraft, P68 Variants, Mandatory Service Bulletin No. 
120, Revision 1, dated June 7, 2006. Repetitively thereafter inspect 
the stabilator following the limitations in Vulcanair Aircraft, P68 
Variants, Maintenance Manual Supplement NOR10.771-52, 1st Issue, 
dated March 1, 2010.
    (6) If any cracks are found during the inspections required in 
paragraphs (f)(4) and/or (f)(5) of this AD, before further flight, 
modify the wing structure following Vulcanair Aircraft, P68 
Variants, Mandatory Service Bulletin No. 162, dated March 1, 2010.
    (7) For certain Model P 68 airplanes, AD 2009-24-03, Amendment 
39-16090 (74 FR 62211, November 27, 2009) requires repetitive 
inspections of the front and rear wing spars for cracks and 
modification if cracks are found. The modification terminates the 
repetitive inspections required in AD 2009-24-03 and may be done 
regardless if cracks are found. The actions of AD 2009-24-03 are 
independent of this AD action and remain in effect.
    (8) EASA AD No.: 2010-0051, dated March 25, 2010; Vulcanair 
Aircraft, P68 Variants, Maintenance Manual Supplement NOR10.771-52, 
1st Issue, dated March 1, 2010; Vulcanair Aircraft, P68 Variants, 
Mandatory Service Bulletin No. 162, dated March 1, 2010; Vulcanair 
S.p.A. Service Instruction No. 88, dated March 1, 2010; and 
Vulcanair S.p.A. Service Instruction No. 89, dated March 1, 2010, 
base the required preventive and corrective actions on allowing 
flight with known cracks in critical structure. The FAA's Small 
Airplane Directorate does not allow further flight with known cracks 
in critical structure without additional substantiating data. 
Advisory Circular (AC) 23-13A, Chapter 6, dated September 29, 2005, 
describes what additional data is required to allow flight with 
known cracks (found on the Internet at http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf).

(g) Other FAA AD Provisions

    The following provisions also apply to this AD:
    (1) Alternative Methods of Compliance (AMOCs): The Manager, 
Standards Office, FAA, has the authority to approve AMOCs for this 
AD, if requested using the procedures found in 14 CFR 39.19. Send 
information to ATTN: Mike Kiesov, Aerospace Safety Engineer, FAA, 
Small Airplane Directorate, 901 Locust, Kansas City, Missouri 64106; 
telephone: (816) 329-4144; fax: (816) 329-4090; email: 
[email protected]. Before using any approved AMOC on any airplane 
to which the AMOC applies, notify your appropriate principal 
inspector (PI) in the FAA Flight Standards District Office (FSDO), 
or lacking a PI, your local FSDO.
    (2) Airworthy Product: For any requirement in this AD to obtain 
corrective actions from a manufacturer or other source, use these 
actions if they are FAA-approved. Corrective actions are considered 
FAA-approved if they are approved by the State of Design Authority 
(or their delegated agent). You are required to assure the product 
is airworthy before it is returned to service.

(h) Related Information

    Refer to MCAI European Aviation Safety Agency (EASA) AD No. 
2010-0051, dated March 25, 2010, for related information. You may 
examine the MCAI in the AD docket on the Internet at: http://www.regulations.gov/#!documentDetail;D=FAA-2013-0602-0002. You may 
also review Vulcanair S.p.A. Service Instruction No. 88, dated March 
1, 2010; and Vulcanair S.p.A. Service Instruction No. 89, dated 
March 1, 2010, for related information, which may be found using the 
information found in paragraph (i).

(i) 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 
June 18, 2014 (the effective date of this AD).
    (i) Vulcanair Aircraft, P68 Variants, Mandatory Service Bulletin 
No. 162, dated March 1, 2010.
    (ii) Vulcanair Aircraft, P68 Variants, Maintenance Manual 
Supplement NOR10.771-52, 1st Issue, dated March 1, 2010.
    (4) The following service information was approved for IBR on 
January 2, 2009.
    (i) Vulcanair Aircraft, P68 Variants, Mandatory Service Bulletin 
No. 120, Revision 1, dated June 7, 2006.
    (ii) Reserved.
    (5) For service information identified in this AD, contact 
Vulcanair Airworthiness Office, Via G Pascoli, 7, 80026 Casoria, 
Italy; phone: +39 081 59 18 135; fax: +39 081 59 18 172; email: 
[email protected]; Internet: http://www.vulcanair.com/page-view.php?pagename=Service Bulletins.
    (6) 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 (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 202-741-6030, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued in Kansas City, Missouri, on April 30, 2014.
Earl Lawrence,
Manager, Small Airplane Directorate, Aircraft Certification Service.
[FR Doc. 2014-10789 Filed 5-13-14; 8:45 am]
BILLING CODE 4910-13-P