Airworthiness Directives; Raytheon Aircraft Company Beech 100, 200, and 300 Series Airplanes, 2941-2944 [05-716]
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Federal Register / Vol. 70, No. 12 / Wednesday, January 19, 2005 / Rules and Regulations
this service bulletin in accordance with 5
U.S.C. 552(a) and 1 CFR part 51. To get a
copy of this service information, contact
GARMIN International Inc. 1200 East 151st
Street, Olathe, KS 66062; telephone: 913–
397–8200. To review copies of this service
information, go to the National Archives and
Records Administration (NARA). For
information on the availability of this
material at NARA, go to: https://
www.archives.gov/federal_register/
code_of_federal_regulations/
ibr_locations.html or call (202) 741–6030. To
view the AD docket, go to the Docket
Management Facility; U.S. Department of
Transportation, 400 Seventh Street, SW.,
Nassif Building, Room PL–401, Washington,
DC 20590–001 or on the Internet at https://
dms.dot.gov. The docket number is FAA–
2004–18743.
Issued in Kansas City, Missouri, on January
7, 2005.
James E. Jackson,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 05–832 Filed 1–18–05; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 2004–CE–01–AD; Amendment
39–13943; AD 2005–01–18]
RIN 2120–AA64
Airworthiness Directives; Raytheon
Aircraft Company Beech 100, 200, and
300 Series Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
SUMMARY: The FAA adopts a new
airworthiness directive (AD) to
supersede AD 93–25–07, which applies
to Raytheon Aircraft Company
(Raytheon) Beech 100, 200, and 300
series airplanes. AD 93–25–07 currently
requires you to repetitively inspect the
fuselage stringers for cracks and modify
at certain times depending on the
number of cracked stringers. This AD is
the result of FAA’s policy (since 1996)
to not allow airplane operation when
known cracks exist in primary structure.
The fuselage structure is considered
primary structure and operation is
currently allowed for a certain period of
time if less than five fuselage stringers
are cracked. Consequently, this AD
retains the inspection and modification
requirements of AD 93–25–07, but
requires you to repair any cracked
fuselage stringers. We are issuing this
AD to detect and correct any cracked
fuselage stringers in the rear pressure
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Jkt 205001
bulkhead area, which could result in
structural damage to the fuselage. This
damage could lead to failure of the
fuselage with potential loss of control of
the airplane.
DATES: This AD becomes effective on
March 1, 2005.
As of March 1, 2005, the Director of
the Federal Register approved the
incorporation by reference of certain
publications listed in the regulation.
ADDRESSES: You may get the service
information identified in this AD from
Raytheon Aircraft Company, 9709 E.
Central, Wichita, Kansas 67201–0085;
telephone: (800) 429–5372 or (316) 676–
3140.
You may view the AD docket at FAA,
Central Region, Office of the Regional
Counsel, Attention: Rules Docket No.
2004–CE–01–AD, 901 Locust, Room
506, Kansas City, Missouri 64106. Office
hours are 8 a.m. to 4 p.m., Monday
through Friday, except Federal holidays.
FOR FURTHER INFORMATION CONTACT:
Steven E. Potter, Aerospace Engineer,
Wichita Aircraft Certification Office
(ACO), FAA, 1801 Airport Road,
Wichita, Kansas 67209; telephone: (316)
946–4124; facsimile: (316) 946–4107.
SUPPLEMENTARY INFORMATION:
Discussion
What events have caused this AD?
Reports of cracks on the fuselage
stringers in the rear pressure bulkhead
area on Raytheon Beech 100, 200, and
300 series airplanes caused us to issue
AD 93–25–07, Amendment 39–8773.
AD 93–25–07 currently requires the
following on Raytheon Beech Models
200, A200, B200, A100–1, 200C, A200C,
B200C, 200CT, A200CT, B200CT, 200T,
B200T, 300, B300, and B300C airplanes:
—Repetitive inspections of the fuselage
stringers for cracks; and
—Modification at certain times
depending on the number of cracked
stringers.
What has happened since AD 93–25–
07 to initiate this action? As currently
written, AD 93–25–07 allows continued
flight if cracks are found in less than
five fuselage stringers in the area of the
rear pressure bulkhead. In 1996, FAA
developed policy to not allow airplane
operation when known cracks exist in
primary structure, unless the ability to
sustain limit and ultimate load with
these cracks is proven. The fuselage
stringers in the area of the rear pressure
bulkhead are considered primary
structure.
This AD brings the actions of AD 93–
25–07 in compliance with FAA policy.
Therefore, FAA has determined:
—That airplane operation on the
affected airplanes should not be
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2941
allowed for more than 25 hours timein-service (TIS) if less than five
fuselage stringers (Stringer Nos. 5
through 11) in the rear pressure
bulkhead are cracked; and
—That no operation should be allowed
until modification for any airplane
with five or more cracked fuselage
stringers (Stringer Nos. 5 through 11)
in the rear pressure bulkhead.
The FAA has also identified other
airplanes that should be affected by this
action.
What is the potential impact if FAA
took no action? Cracked fuselage
stringers in the rear pressure bulkhead
area, if not detected and corrected,
could result in structural damage to the
fuselage. This damage could lead to
failure of the fuselage with potential
loss of control of the airplane.
Has FAA taken any action to this
point? We issued a proposal to amend
part 39 of the Federal Aviation
Regulations (14 CFR part 39) to include
an AD that would apply to certain
Raytheon Beech 100, 200, and 300 series
airplanes. This proposal was published
in the Federal Register as a notice of
proposed rulemaking (NPRM) on
September 14, 2004 (69 FR 55369). The
NPRM proposed to supersede AD 93–
25–07 with a new AD that would retain
the requirement of repetitively
inspecting the fuselage stringers for
cracks, but would require the repair of
any cracked fuselage stringers. We also
proposed a grace period of 25 cycles for
all airplanes with less than five cracked
fuselage stringers. The repetitive
inspections would no longer be required
when all fuselage stringers (Nos. 5
though 11) in the rear pressure bulkhead
are modified.
Comments
Was the public invited to comment?
We provided the public the opportunity
to participate in developing this AD. We
received no comments on the proposal
or on the determination of the cost to
the public.
Conclusion
What is FAA’s final determination on
this issue? We have carefully reviewed
the available data and determined that
air safety and the public interest require
adopting the AD as proposed except for
minor editorial corrections. We have
determined that these minor
corrections:
—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.
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Federal Register / Vol. 70, No. 12 / Wednesday, January 19, 2005 / Rules and Regulations
Changes to 14 CFR Part 39—Effect on
the AD
How does the revision to 14 CFR part
39 affect this AD? On July 10, 2002, the
FAA published a new version of 14 CFR
part 39 (67 FR 47997, July 22, 2002),
which governs the FAA’s AD system.
This regulation now includes material
that relates to altered products, special
flight permits, and alternative methods
of compliance. This material previously
was included in each individual AD.
Since this material is included in 14
CFR part 39, we will not include it in
future AD actions.
Costs of Compliance
How many airplanes does this AD
impact? We estimate that this AD affects
2,300 airplanes in the U.S. registry.
What is the cost impact of this AD on
owners/operators of the affected
airplanes? We estimate the following
costs to accomplish each inspection:
Total
cost per
airplane
Labor cost
Parts cost
2 workhours × $65 per hour = $130 ...................
No special parts necessary to do the inspection.
We estimate the following costs to
incorporate the fuselage stringer repair
kit that will be required based on the
results of each inspection. We have no
$130
Total cost on
U.S. operators
$130 × 2,300 = $299,000
way to determine the number of
airplanes that may need this repair kit:
Labor cost
Parts cost
Total cost per airplane
11 workhours × $65 per hour $715 ...................
Approximately $200 per repair kit with one to
three kits necessary depending on the extent of the cracks (possible total of $600 per
airplane).
Ranging from $915 per airplane to $1,315 per
airplane.
Regulatory Findings
amends part 39 of the Federal Aviation
Regulations (14 CFR part 39) as follows:
Will this AD impact various entities?
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.
Will this AD involve a significant rule
or regulatory action? 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 the
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.
We prepared a summary of the costs
to comply with this AD and placed it in
the AD Docket. You may get a copy of
this summary by sending a request to us
at the address listed under ADDRESSES.
Include ‘‘AD Docket No. 2004–CE–01–
AD’’ in your request.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
I
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by
removing Airworthiness Directive (AD)
93–25–07, Amendment 39–8773, and by
adding a new AD to read as follows:
I
2005–01–18 Raytheon Aircraft Company:
Amendment 39–13943; Docket No.
2004–CE–01–AD.
When Does This AD Become Effective?
(a) This AD becomes effective on March 1,
2005.
What Other ADs Are Affected by This
Action?
(b) This AD supersedes AD 93–25–07,
Amendment 39–8773.
What Airplanes Are Affected by This AD?
(c) This AD affects the following Beech
airplane models and serial numbers that are
certificated in any category:
Model
Serial Nos.
(1) A100–1 (U–21J) ..
(2) 200 and B200 ......
BB–3 through BB–5
BB–2 and BB–6
through BB–1462.
BC–1 through BC–75
and BD–1 through
BD–30.
BJ–1 through BJ–66.
BP–1, BP–22, and
BP–24 through
BP–51.
(3) A200 (C–12A) and
A200 (C–12C).
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the Federal Aviation Administration
I
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(4) A200C (UC–12B)
(5) A200CT (C–12D).
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Fmt 4700
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Model
Serial Nos.
(6) A200CT (FWC–
12D).
(7) A200CT (RC–
12D).
(8) A200CT (C–12F)
BP–7 through BP–11.
(9) A200CT (RC–
12G).
(10) A200CT (RC–
12H).
(11) A200CT (RC–
12K).
(12) A200CT (RC–
12P).
(13) A200CT (RC–
12K).
(14) 200C and B200C
(15) 200CT ................
(16) 200T ..................
(17) B200C (C–12F)
(18) B200C (C–12F)
(19) B200C (UC–12F)
(20) B200C (UC–
12M).
(21) B200CT .............
(22) 300 .....................
(23) 300 .....................
(24) B300 ..................
(25) B300C ................
(26) B300C ................
GR–1 through GR–
13.
BP–52 through BP–
63.
FC–1 and FC–3.
GR–14 through GR–
19.
FE–1 through FE–9.
FE–10 through FE–
24.
FE–25 through FE–
31.
BL–1 through BL–72
and BL–124
through BL–138.
BN–1 through BN–4
and B200CT.
BT–1 through BT–38
and B200T.
BL–73 through BL–
112 and BL–118
through BL–123.
BP–64 through BP–
71.
BU–1 through BU–10.
BV–1 through BV–12.
FG–1 and FG–2.
FA–1 through FA–
228.
FF–1 through FF–19.
FL–1 through FL–
103.
FM–1 through FM–8.
FN–1.
What Is the Unsafe Condition Presented in
This AD?
(d) As currently written, AD 93–25–07
allows continued flight if cracks are found in
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Federal Register / Vol. 70, No. 12 / Wednesday, January 19, 2005 / Rules and Regulations
less than five fuselage stringers in the area of
the rear pressure bulkhead. In 1996, FAA
developed policy to not allow airplane
operation when known cracks exist in
primary structure, unless the ability to
sustain limit and ultimate load with these
cracks is proven. The fuselage stringers in the
area of the rear pressure bulkhead are
considered primary structure. This AD will
bring the actions of AD 93–25–07 in
compliance with current FAA policy. The
actions specified in this AD are intended to
detect and correct any cracked fuselage
stringers in the rear pressure bulkhead area,
which could result in structural damage to
the fuselage. This damage could lead to
2943
failure of the fuselage with potential loss of
control of the airplane.
What Must I Do To Address This Problem?
(e) To address this problem, you must do
the following:
Actions
Compliance
Procedures
(1) For airplanes that have been known cracks
that exist in any of the aft fuselage stringer
locations (No. 5 through No. 11 on both the
left-hand and right-hand sides). Either modify
or incorporate repairs as specified below.
These cracks could have been detected
through compliance with AD 93–25–07 and/
or Raytheon Mandatory Service Bulletin SB
53–2472, any revision level:
(i) Incorporate the applicable modification
kit or kits as specified in Raytheon Mandatory Service Bulletin SB 53–2472,
Rev. 4, Issued: June, 1993, Revised:
July, 2003; or
(ii) Incorporate external doubler repairs on
all aft fuselage stringer locations (No. 5
through No. 11 on both the left-hand and
right-hand sides)
If airplane has less than five known cracked
stringers: Within 25 cycles after March 1,
2005 (the effective date of this AD), unless
already done. If cycles are unknown, then
you may divide hours time-in-service (TIS)
by .75 (18.75 hours TIS ÷ .75 = 25 cycles).
If airplane has five or more known cracked
stringers: Before further flight after March 1,
2005 (the effective date of this AD), unless
already done. AD 93–35–07 already required this.
Incorporate the modification kit(s) following
the procedures in Raytheon Mandatory
Service Bulletin SB 53–2472, Rev. 4,
Issued: June, 1993, Revised: July, 2003. Incorporate the external doubler repairs following the procedures in the maintenance
manual.
(2) For all airplanes that do not have either the
modifications or repairs specified in paragraphs (e)(1)(i) and (e)(1)(ii) of this AD incorporated in all aft fuselage stringer locations
(No. 5 through No. 11 on both the left-hand
and right-hand sides): Inspect these aft fuselage stringers. If sealant covers the stringers,
you must remove it to facilitate the required
inspections and then reapplied. You may terminate the repetitive inspections when all aft
fuselage stringer locations (No. 5 through
No. 11 on both the left-hand and right-hand
sides) are modified.
For airplanes affected by AD 93–25–07: Initially inspect at the next inspection interval
required by AD 93–35–07. Repetitively inspect thereafter at intervals not to exceed
500 cycles. If cycles are unknown, then you
may divide TIS by .75 (375 hours TIS ÷ .75
= 500 cycles). For airplanes not affected by
AD 93–25–0-7: Initially inspect upon accumulating 2,500 cycles on the fuselage or
within the next 25 cycles after March 1,
2005 (the effective date of this AD), whichever occurs later, unless already done. Repetitively inspect thereafter at intervals not
to exceed 500 cycles. If cycles are unknown, then you may divide hours TIS by
.75 (1,875 hours TIS ÷ .75 = 2,500 cycles;
375 hours TIS ÷ .75 = 500 cycles; and
18.75 hours TIS ÷ .75 = 25 cycles).
Inspect following the procedures in Raytheon
Mandatory Service Bulletin SB 53–2472.
Rev. 4, Issued: June, 1993, Revised: July,
2003.
(3) If any cracks are found during any inspection required by this AD, do one of the following:
(i) Incorporate the applicable modification
kit or kits as specified in Raytheon Mandatory Service Bulletin SB 53–2472,
Rev. 4, Issued: June, 1993, Revised:
July, 2003; or
(ii) Incorporate external doubler repairs on
all aft fuselage stringer locations (No. 5
through No. 22 on both the left-hand and
right-hand sides)
If less than five cracked stringers are found:
Within 25 cycles after March 1, 2005 (the
effective date of this AD), unless already
done. If cycles are unknown, then you may
divide hours TIS by .75 (18.75 hours TIS ÷
.75 = 25 cycles). If five or more cracked
stringers are found: Before further flight
after any inspection where five cracked
stringers are found, unless already done.
Incorporate the modification kit(s) following
the procedures in Raytheon Mandatory
Service Bulletin SB 53–2472, Rev. 4,
Issued: June, 1993, Revised: July, 2003. Incorporate the external doubler repairs following the procedures in the maintenance
manual.
May I Request an Alternative Method of
Compliance?
Wichita Aircraft Certification Office (ACO),
FAA, 1801 Airport Road, Wichita, Kansas
67209; telephone: (316) 946–4124; facsimile:
(316) 946–4107.
reference of this service bulletin in
accordance with 5 U.S.C. 552(a) and 1 CFR
part 51. You may get a copy from Raytheon
Aircraft Company, 9709 E. Central, Wichita,
Kansas 67201–0085; telephone: (800) 429–
5372 or (316) 676–3140. You may review
copies at FAA, Central Region, Office of the
Regional Counsel, 901 Locust, Room 506,
Kansas City, Missouri 64106; or 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: https://
(f) You may request a different method of
compliance or a different compliance time
for this AD by following the procedures in 14
CFR 39.19. Unless FAA authorizes otherwise,
send your request to your principal
inspector. The principal inspector may add
comments and will send your request to the
Manager, Wichita Aircraft Certification Office
(ACO), FAA. For information on any already
approved alternative methods of compliance,
contact Steven E. Potter, Aerospace Engineer,
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Jkt 205001
Does This AD Incorporate Any Material by
Reference?
(g) You must do the actions required by
this AD following the instructions in
Raytheon Mandatory Service Bulletin SB 53–
2472, Rev. 4, Issued: June, 1993, Revised:
July, 2003. The Director of the Federal
Register approved the incorporation by
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Federal Register / Vol. 70, No. 12 / Wednesday, January 19, 2005 / Rules and Regulations
www.archives.gov/federal_register/
code_of_federal_regulations/
ibr_locations.html.
Issued in Kansas City, Missouri, on January
7, 2005.
James E. Jackson,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 05–716 Filed 1–18–05; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2005–20048; Directorate
Identifier 2005–CE–01–AD; Amendment 39–
13945; AD 2005–02–01]
RIN 2120–AA64
Airworthiness Directives; The Lancair
Company Models LC40–550FG and
LC42–550FG Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule; request for
comments.
AGENCY:
SUMMARY: The FAA is adopting a new
airworthiness directive (AD) for certain
The Lancair Company (Lancair) Models
LC40–550FG and LC42–550FG
airplanes. This AD requires you to
incorporate additional takeoff chart
distance values information into the
Performance Section of the FAAapproved Airplane Flight Manual
(AFM). This AD results from flight
testing that revealed that the takeoff
distance values for the affected
airplanes could not be duplicated. We
are issuing this AD to prevent potential
impact with terrain or obstruction
during takeoff due to incorrect takeoff
distance values.
DATES: This AD becomes effective on
January 21, 2005. We must receive any
comments on this AD by March 18,
2005.
Use one of the following to
submit comments on this AD:
• DOT Docket Web site: Go to
https://dms.dot.gov and follow the
instructions for sending your comments
electronically.
• Government-wide rulemaking web
site: Go to https://www.regulations.gov
and follow the instructions for sending
your comments electronically.
• Mail: Docket Management Facility;
U.S. Department of Transportation, 400
Seventh Street, SW., Nassif Building,
Room PL–401, Washington, DC 20590–
001.
• Fax: 1–202–493–2251.
ADDRESSES:
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15:11 Jan 18, 2005
Jkt 205001
• Hand Delivery: Room PL–401 on
the plaza level of the Nassif Building,
400 Seventh Street, SW., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
To get the service information
identified in this AD, contact The
Lancair Company, 22550 Nelson Road,
Bend Oregon 97701; telephone: (541)
330–4191; e-mail:
product_support@lancair.com.
To view the comments to this AD, go
to https://dms.dot.gov. The docket
number is FAA–2005–20048.
FOR FURTHER INFORMATION CONTACT: Mr.
Jeffrey Morfitt, Program Manager, FAA,
Seattle Aircraft Certification Office
(ACO), 1601 Lind Avenue, SW., Renton,
Washington 98055–4065; telephone:
(425) 917–6405; facsimile: (425) 917–
6590.
SUPPLEMENTARY INFORMATION: What
events have caused this AD? During
flight testing for the approval of an
optional air conditioning system,
Lancair could not duplicate the takeoff
performance criteria included in the
FAA-approved Airplane Flight Manual
(AFM) for the Models LC40–550FG and
LC42–550FG airplanes. Lancair found
that the currently published information
predicts takeoff distances that are as
much as 65 percent below that actually
required.
What is the potential impact if FAA
took no action? Using this incorrect data
in certain situations could result in
potential impact with terrain or
obstruction during takeoff.
Is there service information that
applies to this subject? Lancair has
issued Mandatory Service Bulletin No.
SB–05–001, dated January 4, 2005.
What are the provisions of this service
information? The service bulletin
includes corrected takeoff chart distance
values for the Lancair Models LC40–
550FG and LC42–550FG airplanes.
FAA’s Determination and Requirements
of the AD
What has FAA decided? We have
evaluated all pertinent information and
identified an unsafe condition that is
likely to exist or develop on other
products of this same type design.
Since the unsafe condition described
previously is likely to exist or develop
on other Lancair Models LC40–550FG
and LC42–550FG airplanes of the same
type design, we are issuing this AD to
prevent potential impact with terrain or
obstruction during takeoff due to
incorrect takeoff distance values.
What does this AD require? This AD
requires you to you to incorporate
additional takeoff chart distance values
information into the Performance
Section of the FAA-approved AFM.
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In preparing of this rule, we contacted
type clubs and aircraft operators to get
technical information and information
on operational and economic impacts.
We did not receive any information
through these contacts. If received, we
would have included a discussion of
any information that may have
influenced this action in the rulemaking
docket.
How does the revision to 14 CFR part
39 affect this AD? On July 10, 2002, we
published a new version of 14 CFR part
39 (67 FR 47997, July 22, 2002), which
governs FAA’s AD system. This
regulation now includes material that
relates to altered products, special flight
permits, and alternative methods of
compliance. This material previously
was included in each individual AD.
Since this material is included in 14
CFR part 39, we will not include it in
future AD actions.
Comments Invited
Will I have the opportunity to
comment before you issue the rule? 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 submit any
written relevant data, views, or
arguments regarding this AD. Send your
comments to an address listed under
ADDRESSES. Include ‘‘Docket No. FAA–
2005–20048; Directorate Identifier
2005–CE–01-AD’’ in the subject line of
your comments. If you want us to
acknowledge receipt of your mailed
comments, send us a self-addressed,
stamped postcard with the docket
number written on it; we will datestamp your postcard and mail it back to
you. We specifically invite comments
on the overall regulatory, economic,
environmental, and energy aspects of
the rule that might suggest a need to
modify it. If a person contacts us
through a nonwritten communication,
and that contact relates to a substantive
part of this AD, we will summarize the
contact and place the summary in the
docket. We will consider all comments
received by the closing date and may
amend the AD in light of those
comments.
Authority for This Rulemaking
What authority does FAA have for
issuing this rulemaking action? 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.
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]]>Agencies
[Federal Register Volume 70, Number 12 (Wednesday, January 19, 2005)]
[Rules and Regulations]
[Pages 2941-2944]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-716]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 2004-CE-01-AD; Amendment 39-13943; AD 2005-01-18]
RIN 2120-AA64
Airworthiness Directives; Raytheon Aircraft Company Beech 100,
200, and 300 Series Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
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SUMMARY: The FAA adopts a new airworthiness directive (AD) to supersede
AD 93-25-07, which applies to Raytheon Aircraft Company (Raytheon)
Beech 100, 200, and 300 series airplanes. AD 93-25-07 currently
requires you to repetitively inspect the fuselage stringers for cracks
and modify at certain times depending on the number of cracked
stringers. This AD is the result of FAA's policy (since 1996) to not
allow airplane operation when known cracks exist in primary structure.
The fuselage structure is considered primary structure and operation is
currently allowed for a certain period of time if less than five
fuselage stringers are cracked. Consequently, this AD retains the
inspection and modification requirements of AD 93-25-07, but requires
you to repair any cracked fuselage stringers. We are issuing this AD to
detect and correct any cracked fuselage stringers in the rear pressure
bulkhead area, which could result in structural damage to the fuselage.
This damage could lead to failure of the fuselage with potential loss
of control of the airplane.
DATES: This AD becomes effective on March 1, 2005.
As of March 1, 2005, the Director of the Federal Register approved
the incorporation by reference of certain publications listed in the
regulation.
ADDRESSES: You may get the service information identified in this AD
from Raytheon Aircraft Company, 9709 E. Central, Wichita, Kansas 67201-
0085; telephone: (800) 429-5372 or (316) 676-3140.
You may view the AD docket at FAA, Central Region, Office of the
Regional Counsel, Attention: Rules Docket No. 2004-CE-01-AD, 901
Locust, Room 506, Kansas City, Missouri 64106. Office hours are 8 a.m.
to 4 p.m., Monday through Friday, except Federal holidays.
FOR FURTHER INFORMATION CONTACT: Steven E. Potter, Aerospace Engineer,
Wichita Aircraft Certification Office (ACO), FAA, 1801 Airport Road,
Wichita, Kansas 67209; telephone: (316) 946-4124; facsimile: (316) 946-
4107.
SUPPLEMENTARY INFORMATION:
Discussion
What events have caused this AD? Reports of cracks on the fuselage
stringers in the rear pressure bulkhead area on Raytheon Beech 100,
200, and 300 series airplanes caused us to issue AD 93-25-07, Amendment
39-8773. AD 93-25-07 currently requires the following on Raytheon Beech
Models 200, A200, B200, A100-1, 200C, A200C, B200C, 200CT, A200CT,
B200CT, 200T, B200T, 300, B300, and B300C airplanes:
--Repetitive inspections of the fuselage stringers for cracks; and
--Modification at certain times depending on the number of cracked
stringers.
What has happened since AD 93-25-07 to initiate this action? As
currently written, AD 93-25-07 allows continued flight if cracks are
found in less than five fuselage stringers in the area of the rear
pressure bulkhead. In 1996, FAA developed policy to not allow airplane
operation when known cracks exist in primary structure, unless the
ability to sustain limit and ultimate load with these cracks is proven.
The fuselage stringers in the area of the rear pressure bulkhead are
considered primary structure.
This AD brings the actions of AD 93-25-07 in compliance with FAA
policy. Therefore, FAA has determined:
--That airplane operation on the affected airplanes should not be
allowed for more than 25 hours time-in-service (TIS) if less than five
fuselage stringers (Stringer Nos. 5 through 11) in the rear pressure
bulkhead are cracked; and
--That no operation should be allowed until modification for any
airplane with five or more cracked fuselage stringers (Stringer Nos. 5
through 11) in the rear pressure bulkhead.
The FAA has also identified other airplanes that should be affected
by this action.
What is the potential impact if FAA took no action? Cracked
fuselage stringers in the rear pressure bulkhead area, if not detected
and corrected, could result in structural damage to the fuselage. This
damage could lead to failure of the fuselage with potential loss of
control of the airplane.
Has FAA taken any action to this point? We issued a proposal to
amend part 39 of the Federal Aviation Regulations (14 CFR part 39) to
include an AD that would apply to certain Raytheon Beech 100, 200, and
300 series airplanes. This proposal was published in the Federal
Register as a notice of proposed rulemaking (NPRM) on September 14,
2004 (69 FR 55369). The NPRM proposed to supersede AD 93-25-07 with a
new AD that would retain the requirement of repetitively inspecting the
fuselage stringers for cracks, but would require the repair of any
cracked fuselage stringers. We also proposed a grace period of 25
cycles for all airplanes with less than five cracked fuselage
stringers. The repetitive inspections would no longer be required when
all fuselage stringers (Nos. 5 though 11) in the rear pressure bulkhead
are modified.
Comments
Was the public invited to comment? We provided the public the
opportunity to participate in developing this AD. We received no
comments on the proposal or on the determination of the cost to the
public.
Conclusion
What is FAA's final determination on this issue? We have carefully
reviewed the available data and determined that air safety and the
public interest require adopting the AD as proposed except for minor
editorial corrections. We have determined that these minor corrections:
--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.
[[Page 2942]]
Changes to 14 CFR Part 39--Effect on the AD
How does the revision to 14 CFR part 39 affect this AD? On July 10,
2002, the FAA published a new version of 14 CFR part 39 (67 FR 47997,
July 22, 2002), which governs the FAA's AD system. This regulation now
includes material that relates to altered products, special flight
permits, and alternative methods of compliance. This material
previously was included in each individual AD. Since this material is
included in 14 CFR part 39, we will not include it in future AD
actions.
Costs of Compliance
How many airplanes does this AD impact? We estimate that this AD
affects 2,300 airplanes in the U.S. registry.
What is the cost impact of this AD on owners/operators of the
affected airplanes? We estimate the following costs to accomplish each
inspection:
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Total
Labor cost Parts cost cost per Total cost on U.S.
airplane operators
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2 workhours x $65 per hour = $130........ No special parts necessary $130 $130 x 2,300 = $299,000
to do the inspection..
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We estimate the following costs to incorporate the fuselage
stringer repair kit that will be required based on the results of each
inspection. We have no way to determine the number of airplanes that
may need this repair kit:
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Total cost per
Labor cost Parts cost airplane
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11 workhours x $65 per hour $715 Approximately $200 Ranging from $915
per repair kit per airplane to
with one to three $1,315 per
kits necessary airplane.
depending on the
extent of the
cracks (possible
total of $600 per
airplane).
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Regulatory Findings
Will this AD impact various entities? 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.
Will this AD involve a significant rule or regulatory action? 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 the 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.
We prepared a summary of the costs to comply with this AD and
placed it in the AD Docket. You may get a copy of this summary by
sending a request to us at the address listed under ADDRESSES. Include
``AD Docket No. 2004-CE-01-AD'' in your request.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
0
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
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)
93-25-07, Amendment 39-8773, and by adding a new AD to read as follows:
2005-01-18 Raytheon Aircraft Company: Amendment 39-13943; Docket No.
2004-CE-01-AD.
When Does This AD Become Effective?
(a) This AD becomes effective on March 1, 2005.
What Other ADs Are Affected by This Action?
(b) This AD supersedes AD 93-25-07, Amendment 39-8773.
What Airplanes Are Affected by This AD?
(c) This AD affects the following Beech airplane models and
serial numbers that are certificated in any category:
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Model Serial Nos.
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(1) A100-1 (U-21J)........................ BB-3 through BB-5
(2) 200 and B200.......................... BB-2 and BB-6 through BB-
1462.
(3) A200 (C-12A) and A200 (C-12C)......... BC-1 through BC-75 and BD-1
through BD-30.
(4) A200C (UC-12B)........................ BJ-1 through BJ-66.
(5) A200CT (C-12D)........................ BP-1, BP-22, and BP-24
through BP-51.
(6) A200CT (FWC-12D)...................... BP-7 through BP-11.
(7) A200CT (RC-12D)....................... GR-1 through GR-13.
(8) A200CT (C-12F)........................ BP-52 through BP-63.
(9) A200CT (RC-12G)....................... FC-1 and FC-3.
(10) A200CT (RC-12H)...................... GR-14 through GR-19.
(11) A200CT (RC-12K)...................... FE-1 through FE-9.
(12) A200CT (RC-12P)...................... FE-10 through FE-24.
(13) A200CT (RC-12K)...................... FE-25 through FE-31.
(14) 200C and B200C....................... BL-1 through BL-72 and BL-
124 through BL-138.
(15) 200CT................................ BN-1 through BN-4 and
B200CT.
(16) 200T................................. BT-1 through BT-38 and
B200T.
(17) B200C (C-12F)........................ BL-73 through BL-112 and BL-
118 through BL-123.
(18) B200C (C-12F)........................ BP-64 through BP-71.
(19) B200C (UC-12F)....................... BU-1 through BU-10.
(20) B200C (UC-12M)....................... BV-1 through BV-12.
(21) B200CT............................... FG-1 and FG-2.
(22) 300.................................. FA-1 through FA-228.
(23) 300.................................. FF-1 through FF-19.
(24) B300................................. FL-1 through FL-103.
(25) B300C................................ FM-1 through FM-8.
(26) B300C................................ FN-1.
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What Is the Unsafe Condition Presented in This AD?
(d) As currently written, AD 93-25-07 allows continued flight if
cracks are found in
[[Page 2943]]
less than five fuselage stringers in the area of the rear pressure
bulkhead. In 1996, FAA developed policy to not allow airplane
operation when known cracks exist in primary structure, unless the
ability to sustain limit and ultimate load with these cracks is
proven. The fuselage stringers in the area of the rear pressure
bulkhead are considered primary structure. This AD will bring the
actions of AD 93-25-07 in compliance with current FAA policy. The
actions specified in this AD are intended to detect and correct any
cracked fuselage stringers in the rear pressure bulkhead area, which
could result in structural damage to the fuselage. This damage could
lead to failure of the fuselage with potential loss of control of
the airplane.
What Must I Do To Address This Problem?
(e) To address this problem, you must do the following:
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Actions Compliance Procedures
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(1) For airplanes that have been If airplane has Incorporate the
known cracks that exist in any less than five modification
of the aft fuselage stringer known cracked kit(s) following
locations (No. 5 through No. 11 stringers: Within the procedures in
on both the left-hand and right- 25 cycles after Raytheon
hand sides). Either modify or March 1, 2005 Mandatory Service
incorporate repairs as (the effective Bulletin SB 53-
specified below. These cracks date of this AD), 2472, Rev. 4,
could have been detected unless already Issued: June,
through compliance with AD 93- done. If cycles 1993, Revised:
25-07 and/or Raytheon Mandatory are unknown, then July, 2003.
Service Bulletin SB 53-2472, you may divide Incorporate the
any revision level: hours time-in- external doubler
(i) Incorporate the applicable service (TIS) by repairs following
modification kit or kits as .75 (18.75 hours the procedures in
specified in Raytheon Mandatory TIS / .75 = 25 the maintenance
Service Bulletin SB 53-2472, cycles). If manual.
Rev. 4, Issued: June, 1993, airplane has five
Revised: July, 2003; or. or more known
(ii) Incorporate external cracked
doubler repairs on all aft stringers: Before
fuselage stringer locations further flight
(No. 5 through No. 11 on both after March 1,
the left-hand and right-hand 2005 (the
sides). effective date of
this AD), unless
already done. AD
93-35-07 already
required this.
---------------------------------
(2) For all airplanes that do For airplanes Inspect following
not have either the affected by AD 93- the procedures in
modifications or repairs 25-07: Initially Raytheon
specified in paragraphs inspect at the Mandatory Service
(e)(1)(i) and (e)(1)(ii) of next inspection Bulletin SB 53-
this AD incorporated in all aft interval required 2472. Rev. 4,
fuselage stringer locations by AD 93-35-07. Issued: June,
(No. 5 through No. 11 on both Repetitively 1993, Revised:
the left-hand and right-hand inspect July, 2003.
sides): Inspect these aft thereafter at
fuselage stringers. If sealant intervals not to
covers the stringers, you must exceed 500
remove it to facilitate the cycles. If cycles
required inspections and then are unknown, then
reapplied. You may terminate you may divide
the repetitive inspections when TIS by .75 (375
all aft fuselage stringer hours TIS / .75 =
locations (No. 5 through No. 11 500 cycles). For
on both the left-hand and right- airplanes not
hand sides) are modified. affected by AD 93-
25-0-7: Initially
inspect upon
accumulating
2,500 cycles on
the fuselage or
within the next
25 cycles after
March 1, 2005
(the effective
date of this AD),
whichever occurs
later, unless
already done.
Repetitively
inspect
thereafter at
intervals not to
exceed 500
cycles. If cycles
are unknown, then
you may divide
hours TIS by .75
(1,875 hours TIS /
.75 = 2,500
cycles; 375 hours
TIS / .75 = 500
cycles; and 18.75
hours TIS / .75 =
25 cycles).
---------------------------------
(3) If any cracks are found If less than five Incorporate the
during any inspection required cracked stringers modification
by this AD, do one of the are found: Within kit(s) following
following: 25 cycles after the procedures in
(i) Incorporate the applicable March 1, 2005 Raytheon
modification kit or kits as (the effective Mandatory Service
specified in Raytheon Mandatory date of this AD), Bulletin SB 53-
Service Bulletin SB 53-2472, unless already 2472, Rev. 4,
Rev. 4, Issued: June, 1993, done. If cycles Issued: June,
Revised: July, 2003; or. are unknown, then 1993, Revised:
(ii) Incorporate external you may divide July, 2003.
doubler repairs on all aft hours TIS by .75 Incorporate the
fuselage stringer locations (18.75 hours TIS / external doubler
(No. 5 through No. 22 on both .75 = 25 repairs following
the left-hand and right-hand cycles). If five the procedures in
sides). or more cracked the maintenance
stringers are manual.
found: Before
further flight
after any
inspection where
five cracked
stringers are
found, unless
already done.
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May I Request an Alternative Method of Compliance?
(f) You may request a different method of compliance or a
different compliance time for this AD by following the procedures in
14 CFR 39.19. Unless FAA authorizes otherwise, send your request to
your principal inspector. The principal inspector may add comments
and will send your request to the Manager, Wichita Aircraft
Certification Office (ACO), FAA. For information on any already
approved alternative methods of compliance, contact Steven E.
Potter, Aerospace Engineer, Wichita Aircraft Certification Office
(ACO), FAA, 1801 Airport Road, Wichita, Kansas 67209; telephone:
(316) 946-4124; facsimile: (316) 946-4107.
Does This AD Incorporate Any Material by Reference?
(g) You must do the actions required by this AD following the
instructions in Raytheon Mandatory Service Bulletin SB 53-2472, Rev.
4, Issued: June, 1993, Revised: July, 2003. The Director of the
Federal Register approved the incorporation by reference of this
service bulletin in accordance with 5 U.S.C. 552(a) and 1 CFR part
51. You may get a copy from Raytheon Aircraft Company, 9709 E.
Central, Wichita, Kansas 67201-0085; telephone: (800) 429-5372 or
(316) 676-3140. You may review copies at FAA, Central Region, Office
of the Regional Counsel, 901 Locust, Room 506, Kansas City, Missouri
64106; or 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: https://
[[Page 2944]]
www.archives.gov/federal_register/code_of_federal_regulations/
ibr_locations.html.
Issued in Kansas City, Missouri, on January 7, 2005.
James E. Jackson,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-716 Filed 1-18-05; 8:45 am]
BILLING CODE 4910-13-P
