
[Federal Register: October 19, 2010 (Volume 75, Number 201)]
[Rules and Regulations]               
[Page 64111-64120]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr19oc10-1]                         


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                                                Federal Register
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[[Page 64111]]



DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2010-1013; Directorate Identifier 2010-CE-048-AD; 
Amendment 39-16478; AD 2010-21-18]
RIN 2120-AA64

 
Airworthiness Directives; Cessna Aircraft Company (Cessna) Models 
336, 337, 337A (USAF 02B), 337B, M337B (USAF 02A), T337B, 337C, T337C, 
337D, T337D, 337E, T337E, 337F, T337F, 337G, T337G, 337H, P337H, T337H, 
T337H-SP, F337E, FT337E, F337F, FT337F, F337G, FT337GP, F337H, and 
FT337HP Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule; request for comments.

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

SUMMARY: We are adopting a new airworthiness directive (AD) for the 
products listed above. This AD requires inspecting the wings for 
internal and external damage, repairing any damage found, installing an 
operational limitation placard in the cockpit, adding limitations to 
the flight manual supplement, and reporting the results of the 
inspection to the FAA if damage is found. This AD was prompted by a 
wing overload failure and by reports of cracks in the upper wing skins 
on certain Cessna airplanes that are or have ever been modified by 
Aviation Enterprises Supplemental Type Certificate (STC) SA02055AT, 
SA02056AT, SA02307AT, or SA02308AT. We are issuing this AD to detect 
and correct damage in the wings and to prevent overload failure of the 
wing due to the installation of the STCs. Damage in the wing or 
overload failure of the wing could result in structural failure of the 
wing, which could result in loss of control.

DATES: This AD is effective November 3, 2010.
    We must receive comments on this AD by December 3, 2010.

ADDRESSES: You may send comments by any of the following methods:
     Federal eRulemaking Portal: Go to http://
www.regulations.gov. Follow the instructions for submitting comments.
     Fax: 202-493-2251.
     Mail: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue, SE., Washington, DC 20590.
     Hand Delivery: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue, SE., Washington, DC 20590, between 9 a.m. and 5 p.m., 
Monday through Friday, except Federal holidays.

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 street address for 
the Docket Office (phone: 800-647-5527) is in the ADDRESSES section. 
Comments will be available in the AD docket shortly after receipt.

FOR FURTHER INFORMATION CONTACT: William O. Herderich, Aerospace 
Engineer, FAA, Atlanta Aircraft Certification Office, 1701 Columbia 
Avenue, College Park, Georgia 30337; phone: (404) 474-5547; fax: (404) 
474-5605; e-mail: William.O.Herderich@faa.gov.

SUPPLEMENTARY INFORMATION:

Discussion

    In September 2000, we were notified of structural wing damage to a 
Cessna Model T337G airplane equipped with Aviation Enterprises wing 
extensions STC SA02055AT. The damage was described as starting with 
loose and working (smoking) rivets in the upper surface of the wing, 
progressing to buckling of the skins just outboard of the fuel tank 
access covers, loose wing extensions, and finally cracking in the wing 
skins. Based on discussions with the STC holder at that time, we 
believed that the damage to the airplane was the result of operation 
from unimproved airstrips and was an isolated event. In response to 
this event, Aviation Enterprises issued Wing Extension Service Letter 
AE 01-11-00. This letter recommended installing a placard on the 
instrument panel advising the pilot of weight and airspeed limitations 
and notes that landing on unpaved runways is not recommended. No 
further action was taken at this time.
    About ten years later, in February 2010, we received a report of an 
accident involving a Cessna Model 337 airplane modified with Aviation 
Enterprises wing extensions STC SA02055AT (along with Aviation 
Enterprises STC SA01094AT winglets). Investigation of the incident 
revealed cracks in the upper wing skins just outboard of the fuel tank 
access covers near wing station (WSTA) 150. The cracks were on both 
wings of the airplane and covered by repair patches. The wing skin 
cracks matched the description of those found in the September 2000 
incident.
    In response to these problems and without determining that there 
was an unsafe condition under 14 CFR part 39, we issued Special 
Airworthiness Information Bulletin (SAIB) CE-10-20. This SAIB 
recommended that Cessna Model 336 and 337 series airplanes equipped 
with wingtip extensions have a one-time inspection for internal and 
external damage from WSTA 23 to the wing tip within the next 100 hours 
time-in-service. The SAIB listed focused inspection areas based on the 
previously reported damage. The SAIB also contained a request for the 
inspection results to be sent to the FAA if damage was found.
    As a result of the inspection report request in the SAIB, one 
report was received. In this report, it was stated that the damage to 
the airplane included loose and working (smoking) rivets in the upper 
surface of the wing, buckling of the upper surface skins and stringers 
just outboard of the fuel tanks access covers, and cracking in the wing 
skins. There was also an upper surface skin buckle near WSTA 60 near 
the boom. The cracks on this airplane match those found from both 
previously referenced incidents. In all reported cases, the skin cracks 
occurred in the wing skin under and just outboard of the wing tank 
access cover. However, the location of the cracks on this aircraft was 
at WSTA

[[Page 64112]]

177, further outboard than the previously noted airplanes, because this 
airplane had additional extended range fuel tanks.
    Further inspection revealed additional damage on the airplane that 
appeared to be a result of the installation of the wing extension 
modification. There was damage to the left and right WSTA 222 ribs, 
which had been torn, from the aft lightening hole to the lower surface 
and was bent down to allow installation of the wing extension fuel 
line. The fuel line appeared to be chafing on the torn metal. Also, 
extra holes drilled through the spar cap were found at several span-
wise locations that were consistent with the stall fence attachments. 
These holes had been tapped (threaded) and were left open with no 
fastener installed. One of the holes was located so close to the edge 
of the spar cap, it was breaking out of the edge and was also located 
immediately adjacent to a fastener for the fuel tank access cover. Also 
found was the lack of nuts used for the wing extension attaching 
screws. It appeared that the holes in the substructure (skins, ribs, 
and spars) were tapped (threaded) to accept screws, rather than use 
nuts. Several access holes were also found cut into the lower surface 
of the skin that had no reinforcement.
    The FAA reviewed information from the accident investigation, a 
number of service difficulty reports (SDRs), and data submitted by 
Aviation Enterprises for demonstrating compliance to the airworthiness 
standards. Based on the investigation, the FAA determined that Aviation 
Enterprises may not have adequately substantiated the wing structure 
for the increased limit and ultimate loads resulting from the wing 
extension. We also determined that weight, airspeed, ballast, and ``g'' 
limit restrictions need to be placed on these airplanes to allow them 
to operate within the minimum margins of safety.
    These conditions, if not corrected, could result in structural 
failure of the wing, which could result in loss of control.

FAA's Determination

    We are issuing this AD because we evaluated all the relevant 
information and determined the unsafe condition described previously is 
likely to exist or develop in other products of the same type design.

AD Requirements

    This AD requires inspecting the wings for internal and external 
damage, repairing any damage found, installing an operational 
limitation placard in the cockpit, and adding limitations to the flight 
manual supplement. The AD also requires reporting the results of the 
inspection to the FAA if damage is found.

FAA's Justification and Determination of the Effective Date

    An unsafe condition exists that requires the immediate adoption of 
this AD. The FAA has found that the risk to the flying public justifies 
waiving notice and comment prior to adoption of this rule because 
cracks in the wings and potential for wing overload could result in 
structural failure of the wing, which could result in loss of control.
    Therefore, we find that notice and opportunity for prior public 
comment are impracticable and that good cause exists for making this 
amendment effective in less than 30 days.

Comments Invited

    This AD is a final rule that involves requirements affecting flight 
safety and was not preceded by notice and an opportunity for public 
comment. However, we invite you to send any written data, views, or 
arguments about this AD. Send your comments to an address listed under 
the ADDRESSES section. Include the docket number FAA-2010-1013 and 
Directorate Identifier 2010-CE-048-AD at the beginning of your 
comments. We specifically invite comments on the overall regulatory, 
economic, environmental, and energy aspects of this AD. We will 
consider all comments received by the closing date and may amend this 
AD because of those comments.
    We will post all comments we receive, without change, to http://
www.regulations.gov, including any personal information you provide. We 
will also post a report summarizing each substantive verbal contact we 
receive about this AD.

Costs of Compliance

    We estimate that this AD affects 12 airplanes of U.S. registry.
    We estimate the following costs to comply with this AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                 Cost on U.S.
             Action                   Labor cost          Parts cost       Cost per product        operators
----------------------------------------------------------------------------------------------------------------
Inspection of the wing for        20 work-hours x     Not applicable....  $1,700 per          $20,400 per
 damage.                           $85 per hour =                          inspection cycle.   inspection cycle.
                                   $1,700 per
                                   inspection cycle.
Installing a placard in the       4 work-hours x $85  Not applicable....  $340..............  $4,080.
 cockpit.                          per hour = $340.
Modifying the Limitations         4 work-hours x $85  Not applicable....  $340..............  $4,080.
 section of the Aviation           per hour = $340.
 Enterprises Aircraft Flight
 Manual Supplement.
----------------------------------------------------------------------------------------------------------------

    We estimate the following costs to do any necessary repairs that 
will be required based on the results of the inspection. The cost for 
repair may vary from as little as replacing a bolt to as much as 
replacing a wing. We have no way of determining the number of aircraft 
that will need these repairs and the extent of the repair necessary. 
Below are estimates of some possible necessary repairs:

                                               On-Condition Costs
----------------------------------------------------------------------------------------------------------------
               Action                       Labor cost                            Parts cost
----------------------------------------------------------------------------------------------------------------
Install reinforcements around wing    12 work-hours x $85     $50.
 access holes cutouts, 2 per hole, 6   per hour = $1,020.
 holes per airplane.
Replace upper outboard wing skins,    26 work-hours x $85     $100 per side x 2 sides = $200.
 13 per side, 2 sides per airplane.    per hour = $2,210.
Replace upper surface outboard        2 work-hours per        $100.
 stringers, 6 stringers per airplane.  stringer, 6 stringers
                                       per airplane = 12
                                       work-hours x $85 per
                                       hour = $1,020.

[[Page 64113]]


Replace screws with aviation          40 work-hours x $85     $50.
 standard fasteners with nuts/         per hour = $3,400.
 collars in cleaned up holes, 20
 screws per side, 2 sides per
 airplane.
Spar repair (possible splice          20 work-hours per       $100 per location.
 replacement and repairing 4 holes).   repair per location x
                                       $85 per hour = $1,700.
Repair torn WSTA 222 Rib............  5 work-hours per side,  $50.
                                       2 sides per airplane
                                       = 10 work-hours x $85
                                       per hour = $850.
----------------------------------------------------------------------------------------------------------------

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

    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

0
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 adding the following new airworthiness 
directive (AD):

2010-21-18 Cessna Aircraft Company: Amendment 39-16478; Docket No. 
FAA-2010-1013; Directorate Identifier 2010-CE-048-AD.

Effective Date

    (a) This AD is effective November 3, 2010.

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to Cessna Aircraft Company (Cessna) Models 
336, 337, 337A (USAF 02B), 337B, M337B (USAF 02A), T337B, 337C, 
T337C, 337D, T337D, 337E, T337E, 337F, T337F, 337G, T337G, 337H, 
P337H, T337H, T337H-SP, F 337E, FT337E, F 337F, FT337F, F 337G, 
FT337GP, F337H, and FT337HP airplanes, all serial numbers, that:
    (1) Are certificated in any category; and
    (2) Are or have ever been modified by Aviation Enterprises 
Supplemental Type Certificate (STC) SA02055AT, SA02056AT, SA02307AT, 
or SA02308AT.

Subject

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

Unsafe Condition

    (e) This AD was prompted by a wing overload failure and by 
reports of cracks in the upper wing skins on certain Cessna 
airplanes that are now or have ever been modified by Aviation 
Enterprises STC SA02055AT, SA02056AT, SA02307AT, or SA02308AT. We 
are issuing this AD to detect and correct damage in the wings and to 
prevent overload failure of the wing due to the installation of the 
STCs. Damage in the wing or overload failure of the wing could 
result in structural failure of the wing, which could result in loss 
of control.

Compliance

    (f) Comply with this AD within the compliance times specified, 
unless already done.

Required Actions

    (g) Before further flight after November 3, 2010 (the effective 
date of this AD), do a general and focused inspection of the wing 
for internal and external damage from wing station (WSTA) 23 to the 
wing tip. Repetitively thereafter inspect every 100 hours time-in-
service (TIS) or every 12 calendar months, whichever occurs first, 
for as long as any of the STCs specified in paragraph (c) of this AD 
are installed. If at any time the STCs are permanently removed, one 
final inspection is required following removal. Do the inspections 
following Appendix 1 of this AD.
    (h) Anytime severe and/or extreme turbulence is encountered 
during flight, before the next flight, do a focused inspection of 
the wing for damage following steps 1, 2, 3, 4, 7, and 10 in 
Appendix 1 of this AD. Also inspect for signs of distress in the 
upper front spar in the area around WSTA 177. The definition of 
severe and extreme turbulence can be found in Table 7-1-9 of the FAA 
Aeronautical Information Manual (AIM). You may obtain a copy of the 
FAA AIM at http://www.faa.gov/air_traffic/publications/atpubs/aim/.
    (i) For airplanes specified in paragraph (c) of this AD that are 
modified by STC SA02055AT or SA02308AT (wing extensions with fuel 
provisions), before further flight after November 3, 2010 (the 
effective date of this AD), do the following:
    (1) Incorporate the information from Appendix 2 of this AD into 
the Limitations section of the Aviation Enterprises Aircraft Manual 
Supplement.
    (2) Fabricate a placard (using at least \1/8\-inch letters) with 
the following words and install the placard on the instrument panel 
within the pilot's clear view: ``MTOW=4,700 LBS. MAINTAIN AT LEAST 
12 GAL OF FUEL IN EACH WING TIP FOR AIRPLANE WEIGHTS ABOVE 3,300 
LBS.''
    (j) For airplanes specified in paragraph (c) of this AD that are 
modified by STC SA02056AT or SA02307AT (wing extensions with no fuel 
provisions), before further flight after November 3, 2010 (the 
effective date of this AD), do the following:
    (1) Incorporate the information from Appendix 3 of this AD into 
the Limitations

[[Page 64114]]

section of the Aviation Enterprises Aircraft Manual Supplement.
    (2) Fabricate a placard (using at least \1/8\-inch letters) with 
the following words and install the placard on the instrument panel 
within the pilot's clear view: ``MTOW=4,000 LBS, MAX MANEUVER=2.5 G, 
Va=100 KCAS, Vno=105 KCAS, Vne=135 KCAS. OPERATION RESTRICTED TO 
VFR''
    (k) Before further flight after each inspection required in 
paragraphs (g) and (h) of this AD where damage or signs of distress 
are found, repair all damaged and distressed parts following FAA 
Advisory Circular (AC) 43.13-1B. You may obtain a copy of AC 43.13-
1B at http://rgl.faa.gov/.
    (l) Within 10 days after each inspection required in paragraphs 
(g) and (h) of this AD in which damage or distress is found, send a 
report to the FAA at the address specified in paragraph (o) of this 
AD. Include as much information as possible, including the ``N'' 
number, model number, serial number, list of STC modifications, TIS 
on the aircraft and wing extension, description of the damage 
(location, length, orientation, parts cracked, sketches, etc.), and 
if possible, pictures of the damage.
    (m) For all airplanes specified in paragraph (c) of this AD that 
have STC SA02055AT, SA02056AT, SA02307AT, or SA02308AT permanently 
removed, do one final inspection as specified in paragraph (g) of 
this AD, take corrective actions as specified in paragraph (k) of 
this AD, report the results as specified in paragraph (l) of this 
AD, and remove the flight limitations specified in paragraphs (i) 
and (j) of the AD. No further action is required.

Alternative Methods of Compliance (AMOCs)

    (n)(1) The Manager, FAA, Atlanta Aircraft Certification Office 
(ACO) 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 Principal 
Maintenance Inspector or Principal Avionics Inspector, as 
appropriate, or lacking a principal inspector, notify your local 
Flight Standards District Office.

Related Information

    (o) For more information about this AD, contact William O. 
Herderich, Aerospace Engineer, FAA, Atlanta Aircraft Certification 
Office (ACO), 1701 Columbia Avenue, College Park, Georgia 30337; 
phone: (404) 474-5547; fax: (404) 474-5605; e-mail: 
William.O.Herderich@faa.gov.

Appendix 1 to AD 2010-21-18--General and Focused Inspection Procedures

    Perform a general and focused inspection of the wing for 
internal and external damage from wing station (WSTA) 23 to the wing 
tip. The general inspection must be performed in accordance with 14 
CFR 43.15(c), using a checklist that includes at least the scope and 
detail of the items contained in Appendix D of 14 CFR part 43. The 
focused inspection must include the items listed below. Remove all 
wing access panels to conduct the inspections. Do theses inspections 
following the manufacturer's service information (Cessna 
Maintenance/Service Manuals) and any other appropriate guidance, 
such as FAA Advisory Circular (AC) 43.13-1B Acceptable Methods, 
Techniques, and Practices--Aircraft Inspection and Repair. AC 43.13-
1B can be found at http://rgl.faa.gov/.
    Focused inspection items to look for:
    (1) Wrinkles in upper wing skins, from the outboard edge on the 
fuel tank access covers (WSTA 150 or 177) to the WSTA 222 (See View 
B, Figure 3).
    (2) Wrinkles in the upper wing skins from WSTA 55 to 66, 
adjacent to the booms (See View E, Figure 6).
    (3) Cracking of the upper wing skins. Pay particular attention 
to any wrinkles, the radius between stiffeners at WSTA 150 (under 
fuel tank covers), and unreinforced access holes (See View B, Figure 
3).
    (4) Working (smoking) rivets outboard of the wing tank access 
covers.
    (5) Fasteners with less than two diameters edge distance.
    (6) Fasteners with less than four diameters center to center 
spacing.
    (7) Looseness of attachments of the tip extension to the wing 
and wing tip to wing extension when pushing up and down on the tip.
    (8) Any signs of distress along both front and rear spars, 
particularly in the area around WSTA 177.
    (9) Inspect under any repairs to the upper skins, particularly 
in the area just outboard of the fuel tank access covers as these 
may be covering up existing damage.
    (10) Inter-rivet buckling of the stringers attached to the upper 
surface skin, outboard of the fuel tank access covers (See View F, 
Figure 7).
    (11) Inspect rib at WSTA 222 for damage. Trimming of the rib may 
have been done to allow installation of fuel lines (See View A, 
Figure 2). Repair in accordance with AC 43.13-1B, Chapter 4, 
paragraph 4-58(g) and Figure 4-14, or by using another FAA-approved 
method that restores equivalent strength of the wing rib.

Appendix 1 to AD 2010-21-18--General and Focused Inspection Procedures 
(Continued)

    (1) Inspect and identify screws, installed in tapped (threaded) 
holes in metal substructure, used to attach wing tips, stall fences, 
fuel and electrical components, and access doors. For tapped holes, 
remove fastener and open up the diameter to provide a smooth bore 
hole, for the smallest oversize fastener, using close tolerance 
holes noted in AC 43.13-1B, paragraph 7-39 or other FAA-approved 
scheme. Maintain minimum 2 x fastener diameter edge distance and 4 x 
fastener diameter center to center spacing. Select and install new, 
equivalent strength or stronger, fasteners with nuts/collars in 
accordance with AC 43.13-1B, Chapter 7 and AC 43.13-2B, paragraph 
108 or other FAA-approved repair. New fasteners must not have 
threads in bearing against the sides of the holes.
    (2) Inspect wing skins for unreinforced cutouts. (See View C, 
Figure 4).
    (3) Inspect the upper spar cap horizontal flanges for open holes 
(See View D, Figure 5).
BILLING CODE 4910-13-P

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BILLING CODE 4910-13-C

Appendix 2 to AD 2010-21-18--Airworthiness Limitations for the Aviation 
Enterprises Aircraft Manual Supplement

    (1) Limit the airplane MTOW to 4,700 LBS.
    (2) For airplane weights above 3,300 LBS, at least 12 gallons of 
fuel must be maintained in each wing tip.

Appendix 3 to AD 2010-21-18--Airworthiness Limitations for the Aviation 
Enterprises Aircraft Manual Supplement

    (1) Limit the MTOW to 4,000 LBS.
    (2) Limit the max maneuver to 2.5 G.
    (3) Limit Va to 100 KCAS.
    (4) Vno to 105 KCAS.
    (5) Limit Vne to 135 KCAS.
    (6) Limit operation to VFR only.

    Issued in Kansas City, Missouri, on October 4, 2010.
Christina L. Marsh,
Acting Manager, Small Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2010-25434 Filed 10-18-10; 8:45 am]
BILLING CODE 4910-13-P

