Airworthiness Directives; Cessna Aircraft Company Models 401, 401A, 401B, 402, 402A, 402B, 411, and 411A Airplanes, 34329-34334 [05-11612]
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Federal Register / Vol. 70, No. 113 / Tuesday, June 14, 2005 / Rules and Regulations
(h) If the wings or wing spars were
replaced with new or used wings or wing
spars during the life of the airplane and
logbook records cannot positively show the
TIS of the wings or wing, then inspect and
modify within 400 hours TIS after June 22,
2005 (the effective date of this AD), unless
already done.
(i) For all Cessna Models 402C and 414A
airplanes with Cessna Service Kit SK402–47,
SK402–47A, or SK402–47B incorporated,
inspect and repair or replace as necessary
prior to further flight after the inspection
where cracks are found. Inspect following the
procedures in Cessna Model 402C and 414A
Supplemental Inspection Document (SID),
Inspection ID 57–10–16 (compliance times in
this AD take precedence over the compliance
times in the SID): Initially upon
accumulating 12,500 hours TIS after
incorporating the applicable service kit on a
wing spar or within the next 100 hours TIS
after June 22, 2005 (the effective date of this
AD), whichever occurs later, unless already
done, and thereafter at intervals not to exceed
500 hours TIS. You may request an
alternative method of compliance to adjust
the compliance times for these inspections by
following the procedures in 14 CFR 39.19
and this AD.
(j) Wing Spar Replacement if Cracks Found
During any Inspection Required by this AD:
Prior to further flight, replace the wing spar
with a new wing spar or a used wing spar
where wing or wing spar hours TIS can be
positively identified. Do not install used
wings spars when you are not able to
positively identify total wing or wing spar
hours TIS.
(k) Reporting Requirement: Report any
cracks you find within 10 days after the
cracks are found or within 10 days after June
22, 2005 (the effective date of this AD),
whichever occurs later. Do not report if no
cracks are found. Include in your report the
aircraft serial number, aircraft TIS, wing spar
cap TIS, crack location and size, corrective
action taken, and a point of contact name and
phone number. Send your report to Paul
Nguyen, Aerospace Engineer, FAA, ACE–
118W, Wichita Aircraft Certification Office,
1801 Airport Road, Mid-Continent Airport,
Wichita, Kansas 67209; telephone: (316) 946–
4125; facsimile: (316) 946–4107.
May I Request an Alternative Method of
Compliance?
19:17 Jun 13, 2005
Jkt 205001
Issued in Kansas City, Missouri, on June 7,
2005.
Kim Smith,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 05–11613 Filed 6–13–05; 8:45 am]
BILLING CODE 4910–13–U
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–05–21176; Directorate
Identifier 2005–CE–25–AD; Amendment 39–
14128; AD 2005–12–12]
RIN 2120–AA64
Airworthiness Directives; Cessna
Aircraft Company Models 401, 401A,
401B, 402, 402A, 402B, 411, and 411A
Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule; request for
comments.
AGENCY:
(l) 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, FAA. For information on any already
approved alternative methods of compliance,
contact Paul Nguyen, Aerospace Engineer,
FAA, ACE–118W, Wichita Aircraft
Certification Office, 1801 Airport Road, MidContinent Airport, Wichita, Kansas 67209;
telephone: (316) 946–4125; facsimile: (316)
946–4107.
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Does This AD Incorporate Any Material by
Reference?
(m) You must do the actions required by
this AD following the instructions in Cessna
Multi-Engine Service Bulletin MEB02–5,
Revision 2, dated August 2, 2004, and
Service Kit SK402–47B, dated August 2,
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. To get a
copy of this service information, contact
Cessna Aircraft Company, Product Support,
P.O. Box 7706, Wichita, Kansas 67277;
telephone: (316) 517–5800; facsimile: (316)
942–9006. 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–05–21177; Directorate Identifier 2005–
CE–26–AD.
SUMMARY: The FAA is adopting a new
airworthiness directive (AD) to
supersede AD 79–10–15, which applies
to all Cessna Aircraft Company (Cessna)
Models 401, 401A, 401B, 402, 402A,
402B, 411, and 411A airplanes. AD 79–
10–15 currently requires repetitive
inspections of the right and left wing
spar lower cap areas for fatigue cracks
and requires wing spar cap repair or
replacement as necessary. This AD is
the result of fatigue and crack growth
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34329
analyses of the wings of these airplanes,
recent cracks found on similar design
Model 402C airplanes, and the FAA’s
determination that repetitive
inspections and a wing spar
modification are necessary to address
the unsafe condition. Consequently, this
AD would require repetitive inspections
and a spar strap modification on each
wing. The actions specified by this AD
are intended to prevent wing spar cap
failure caused by undetected fatigue
cracks. Such failure could result in loss
of a wing with consequent loss of
airplane control. FAA is also issuing AD
2005–12–13 to require the spar strap
modification and long-term inspections
on Models 402C and 414A airplanes.
This AD becomes effective on
June 22, 2005.
As of June 22, 2005, the Director of
the Federal Register approved the
incorporation by reference of certain
publications listed in the regulation.
We must receive any comments on
this AD by August 3, 2005.
DATES:
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.
• 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 Cessna
Aircraft Company, Product Support,
P.O. Box 7706, Wichita, Kansas 67277;
telephone: (316) 517–5800; facsimile:
(316) 942–9006.
To view the comments to this AD, go
to https://dms.dot.gov. The docket
number is FAA–05–21176; Directorate
Identifier 2005–CE–25–AD.
ADDRESSES:
Paul
Nguyen, Aerospace Engineer, FAA,
ACE–118W, Wichita Aircraft
Certification Office, 1801 Airport Road,
Mid-Continent Airport, Wichita, Kansas
67209; telephone: (316) 946–4125;
facsimile: (316) 946–4107.
FOR FURTHER INFORMATION CONTACT:
SUPPLEMENTARY INFORMATION:
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What Events Have Caused This AD?
Initial AD Action
Reports of fatigue cracks of the wing
spar lower cap areas caused FAA to
issue AD 79–10–15, Amendment 39–
3711 against Cessna Models 401, 401A,
401B, 402, 402A, 402B, 411, and 411A
airplanes. AD 79–10–15 currently
requires repetitive inspections of the
right and left wing spar lower cap areas
for fatigue cracks and wing spar cap
repair or replacement as necessary.
Accomplishment of the actions
mandated by AD 79–10–15 currently
requires following Cessna Service
Bulletin ME79–16, Revision 3, dated
February 8, 1980.
AD 79–10–15 allows for the
incorporation of Cessna Service Kit
SK402–36 or SK411–56 on the front
wing spar lower cap as terminating
action for the repetitive inspections on
the applicable wing.
In addition to AD 79–10–15, FAA
issued AD 99–11–13 (64 FR 29781, June
3, 1999), requiring inspections of the
forward, aft, and auxiliary wing spars
for cracks on Cessna Models 402C
airplanes with repair or replacement as
necessary. AD 99–11–13 also required
the operator to report the results of the
inspections to FAA. AD 99–11–13
resulted from an accident where the
right wing of a Cessna 402C failed just
inboard of the nacelle at Wing Station
(WS) 87. Investigation revealed fatigue
cracking of the forward main spar that
initiated at the edge of the front spar
forward lower spar cap. FAA
determined the spar cap cracking could
continue to develop over the life of the
affected airplanes and issued AD 2000–
23–01, Amendment 39–11971 (65 FR
70645, November 27, 2000), to require
repetitive inspections of the forward,
aft, and auxiliary wing spars for cracks
on Cessna Models 402C airplanes with
repair or replacement as necessary. The
Model 402C airplanes have a similar
type design to that of the Models 401,
401A, 401B, 402, 402A, 402B, 411,
411A, and 414A airplanes.
Wing Analysis
Cessna analyzed the wing, including
fatigue and crack growth analyses, on
the affected airplanes. Analysis
included:
—A determination of the probable
location and modes of damage based
on analytical results, available test
data, and service information;
—Classical fatigue analyses;
—Crack growth and residual strength
analyses including use of linear
elastic fracture mechanics methods;
—Full-scale ground testing to validate
analytical models; and
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—A flight strain survey to develop stress
spectra used in the analyses.
The inspections required by AD 79–
10–15 following Cessna Service Bulletin
ME79–16, Revision 3, use a
nondestructive inspection (NDI) surface
eddy current method.
Based on the analysis, Cessna found
that the eddy current method will not
find the crack until it is .03 inch longer
than the critical crack length. When the
crack reaches the critical length, it is not
reliably detectable because it is under
the head of the fastener. Once the main
spar cap is severed, the remaining
structure will no longer meet the
residual strength requirements. Wing
separation could then occur under
loading conditions less than those
established for the design limit load.
Cessna reported only one instance
where use of the NDI eddy current
procedure detected cracks. There are
other reported instances where cracks
were detected visually on the aft flange
in the wheel well area. The access
doubler flanges cover a large percentage
of the forward spar flange, hampering
the effectiveness of visual inspections.
To meet industry NDI standards,
cracks need to be found on Cessna
Models 401, 401A, 401B, 402, 402A,
402B, 411, and 411A airplanes through
NDI inspection methods with a 90percent probability of detection at a 95percent confidence level.
Cessna’s analysis indicates the
probability and confidence levels are
not being met. The FAA concurs.
Action Based on Cessna’s Analysis
We issued proposals to amend part 39
of the Federal Aviation Regulations (14
CFR part 39) to include two ADs that
would apply to Cessna Models 401,
401A, 401B, 402, 402A, 402B, 402C,
411, 411A, and 414A airplanes. The
proposals (Docket Nos. 2002–CE–05–AD
and 2002–CE–57–AD) published in the
Federal Register as notices of proposed
rulemaking (NPRMs) on May 15, 2003
(68 FR 26239 and 68 FR 26244). The
NPRMs proposed the following:
• Docket No. 2002–CE–05–AD:
applied to Cessna Models 401, 401A,
401B, 402, 402A, 402B, 411, and 411A
airplanes and proposed to supersede AD
79–10–15 with a new AD that would
require one of the following (depending
on the aircraft configuration):
For airplanes that do not incorporate
one of the specified Cessna Service
Kits: Repetitively inspect the wing
spar caps for fatigue cracks and repair
or replace the wing spar caps as
necessary and incorporate a spar strap
modification on each wing spar; or
For airplanes that incorporate one of
the specified Cessna Service Kits:
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Repetitively inspect the wing spar
caps and straps for fatigue cracks and
repair or replace the wing spar caps
and straps as necessary.
• Docket No. 2002–CE–57–AD:
applied to Cessna Models 402C and
414A airplanes and proposed to
supersede AD 2000–23–01 with a new
AD that would require you to:
Inspect the wing spar caps for fatigue
cracks;
Repair or replace the wing spar caps
as necessary; and
Incorporate a spar strap modification
on each wing spar.
The FAA invited interested persons to
participate in the development of these
amendments during the original 75-day
comment periods. We extended the
comment periods for another 30 days
and then reopened the comment periods
for another 60 days. We received
numerous comments on the NPRMs.
In addition, FAA held two public
meetings: One on March 3 and 4, 2004,
in Herndon, Virginia, and another on
August 18, 2004, in Kansas City,
Missouri. The public meetings allowed
an open flow of communication among
FAA, the public, and industry on issues
related to the NPRMs.
After analyzing all information related
to this subject, FAA decided not to issue
the ADs as proposed, and that the best
way to address the unsafe condition is
for FAA, the public, and industry to
develop alternative solutions to address
the unsafe condition.
Therefore, FAA withdrew the two
NPRMs and gathered the necessary
information to address the situation.
That information led to FAA’s
determination, at that time, to initiate
AD action against the Models 401,
401A, 401B, 402, 402A, 402B, 411, and
411A airplanes; and not against the
Models 402C and 414A airplanes. The
plan was to address the action through
the regular rulemaking process with a
notice of proposed rulemaking.
Most Recent Service History
In 2005, the FAA received reports of
(and analyzed data from) cracks found
in the wings of two Cessna Model 402C
airplanes. The Model 402C airplanes
have a similar type design to that of the
Models 401, 401A, 401B, 402, 402A,
402B, 411, 411A, and 414A airplanes.
On the first airplane, information
indicated the airplane had severe
cracking on its left wing in the vicinity
of the forward spar and outboard engine
beam. The main lower spar cap had
completely failed at about WS 114. The
airplane had cracks in the lower wing
skin and the web splice doubler. Also
found were two popped rivets: One
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between the heat shield and the wing
skin and another between the factory
installed web splice doublers and web.
The airplane had 20,355 total hours
time-in-service (TIS).
During the airplane’s most recent
flights before the cracking was found,
the pilot noticed that roll trim was
required. The flights required the pilot
to use aileron trim to maintain level
flight. The airplane landed safely and
inspection revealed the cracks.
On the second airplane, fatigue cracks
were found at about WS 114 in the main
lower spar cap of another Model 402C
airplane that had over 20,000 total hours
TIS. Fatigue analysis shows that similar
fatigue cracks could also develop in the
wings of the Model 414A airplanes.
Logbook records indicated that both
airplanes with cracked spars were in
compliance with AD 2000–23–01. The
FAA received a third report of another
cracked spar found at WS 114 on one of
the two Model 402C incident airplanes.
Therefore, FAA issued Emergency AD
2005–05–51 to detect and correct
cracking in the wing spars of the Cessna
Models 402C and 414A airplanes before
the cracks could grow to failure. Such
a wing failure could result in the wing
separating from the airplane with
consequent loss of control of the
airplane.
Emergency AD 2005–05–51
superseded AD 2000–23–01 and:
• Required the visual inspections of
the forward, aft, and auxiliary wing
spars for cracks more frequently on
Model 402C airplanes including special
emphasis areas;
• Added inspection requirements for
the Model 414A airplanes; and
• Included provisions to position the
airplane to a home base, hangar,
maintenance facility, etc.
Emergency AD 2005–05–51 did not
affect those airplanes that incorporated
a spar strap modification on each wing
following the original release of (or a
later FAA-approved revision to) Cessna
Service Bulletin MEB02–5 and Cessna
Service Kit SK402–47 (currently at
MEB02–5 Revision 2 and SK402–47B).
Long-Term Continued Operational
Safety
Emergency AD 2005–05–51 was
considered an interim action to
immediately require visual inspection of
the forward, aft, and auxiliary wing
spars for cracks. The intent was to
immediately detect existing cracking
before it grew to wing failure.
Cessna developed inspection
techniques (eddy current) for the
forward spar that are more effective at
detecting cracks before the structural
integrity of the wing is compromised.
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These inspection techniques allow for
longer intervals between repetitive
inspections than in emergency AD
2005–05–51. Based on this, FAA issued
AD 2005–05–52, Amendment 39–14022
(70 FR 13362, dated March 21, 2005).
The inspection techniques addressed by
AD 2005–05–52 for the Cessna Models
402C and 414A airplanes are similar to
those required by AD 79–10–15 for the
Models 401, 401A, 401B, 402, 402A,
402B, 411, and 411A airplanes.
However, based on the analysis and
recent service history, the FAA has
determined that the long-term
operational safety of the Cessna
airplanes addressed by both AD 2005–
05–52 and AD 79–10–15 can only be
assured through the incorporation of a
spar strap modification and long-term
repetitive inspections. Since Models
402, 401A, 401B, 402, 402A, 402B, 411,
and 411A have a similar type design to
that of Models 402C and 414A
airplanes, FAA is also issuing AD 2005–
12–13 to require the spar strap
modification and long-term inspections
on those airplanes.
What is the potential impact if FAA
took no action? Wing spar cap failure
caused by undetected fatigue cracks
could result in loss of a wing with
consequent loss of airplane control.
Is there service information that
applies to this subject? Cessna has
issued the following:
—Original issue dated September 24,
2001, and Revision 1, dated December
22, 2003, of both Cessna Multi-engine
Service Bulletin MEB01–06 and
Service Kit SK402–46A; and
—Original issue dated September 24,
2001, of both Cessna Multi-engine
Service Bulletin MEB01–07 and
Service Kit SK411–59.
This service information includes
procedures for inspecting lower wing
spar caps and incorporating a spar strap
modification.
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 Cessna Aircraft Company
Models 401, 401A, 401B, 402, 402A,
402B, 411, and 411A airplanes of the
same type design, we are issuing this
AD to detect and correct wing spar cap
failure caused by undetected fatigue
cracks. Such failure could result in loss
of a wing with consequent loss of
airplane control.
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What does this AD require? This AD
supersedes AD 79–10–15 with a new
AD that incorporates the actions in the
previously referenced service bulletins.
Why do the compliance times of this
AD range between 100 hours TIS and
800 hours TIS? We have established the
compliance times based on risk analysis
that also allows for compliance
scheduling. Some of these airplanes
utilize ‘‘for hire’’ operations and could
accumulate as many as 200 hours TIS in
a month. The compliance time range is
based on total hours TIS, which will
address those high-usage airplanes first.
We are issuing this AD as a final rule;
request for comments instead of a notice
of proposed rulemaking (NPRM). We
have evaluated comments from the
previous AD actions on this subject and
the two public meetings as well as the
incidents that have occurred since (e.g.,
the actions of Emergency AD 2005–05–
52). Based on this, FAA has determined
that addressing the unsafe condition
with public comment prior to issuing
this AD action is impracticable. The
FAA will evaluate any new comments
received and amend the AD as
necessary.
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–
05–21176; Directorate Identifier 2005–
CE–25–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
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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.
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 AD.
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 other
information as included in the
Regulatory Evaluation) 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 FAA–05–21176;
Directorate Identifier 2005–CE–25–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
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:
I
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.
But less than—
(i) 18,000 hours time-in-service (TIS) on the wing or
wing spar.
(ii) 12,00 hours TIS on the wing or wing spar ..................
Not applicable ....................
(iii) 10,000 hours TIS on the wing or wing spar ...............
12,000 hours TIS ...............
(iv) 5,500 hours TIS on the wing or wing spar .................
10,000 hours TIS ...............
(v) 0 hours TIS on the wing or wing spar .........................
5,500 hours TIS .................
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18,000 hours TIS ...............
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2. The FAA amends § 39.13 by
removing Airworthiness Directive (AD)
79–10–15, Amendment 39–3711, and by
adding a new AD to read as follows:
I
2005–12–12 Cessna Aircraft Company:
Amendment 39–14128; Docket No.
FAA–05–21176; Directorate Identifier
2005–CE–25–AD.
When Does This AD Become Effective?
(a) This AD becomes effective on June 22,
2005.
Are Any Other ADs Affected by This Action?
(b) Yes. This AD supersedes AD 79–10–15;
Amendment 39–3711.
What Airplanes Are Affected by This AD?
(c) This AD affects Models 401, 401A,
401B, 402, 402A, 402B, 411, and 411A, all
serial numbers, that are certificated in any
category.
What Is the Unsafe Condition Presented in
This AD?
(d) This AD is the result of fatigue cracks
found in the lower wing spar caps. We are
issuing this AD to prevent wing spar cap
failure caused by undetected fatigue cracks.
Such failure could result in loss of a wing
with consequent loss of airplane control.
What Must I Do To Address This Problem?
(e) Repetitive Inspection and Modification
of the Wing Spars:
(1) For Cessna Models 411 and 411A
airplanes that do not incorporate Cessna
Service Kit SK411–56, SK411–56A, SK411–
56B, or SK411–59, maintain the repetitive
inspections required by AD 79–10–15,
Amendment 39–3711, and do the actions
below. You may terminate the repetitive
inspections of AD 79–10–15 after you
incorporate the modification using the
service information in paragraph (h)(2) of this
AD:
Within 1000 hours TIS after June 22, 2005 (the effective date of this AD), unless already done.
Within 200 hours TIS after June 22, 2005 (the effective
date of this AD), unless already done.
Within 400 hours TIS after June 22, 2005 (the effective
date of this AD), unless already done.
Within 800 hours TIS after June 22, 2005 (the effective
date of this AD), unless already done.
At whichever of the following occurs later:
• Upon accumulating 5,500 hours TIS on the wing or
wing spar; or
• Within 800 TIS after June 22, 2005 (the effective
date of this AD), unless already done.
wing spar times in paragraphs (e)(1)(i)
through (e)(1)(v) of this AD.
(vii) If the wings or wing spars were
replaced with new or used wings or wing
spars during the life of the airplane and
logbook records cannot positively show the
TIS of the wings or wing spars, then inspect
PO 00000
[Amended]
Then initially inspect and modify using the service information in paragraph (h)(2) of this AD, and reinspect as
specified in paragraph (e)(3) of this AD
If you have equal to or more than—
(vi) If the wings or wing spars were
replaced with new or used wings or wing
spars during the life of the airplane and
logbook records positively show the TIS of
the wings or wing spars, then initially
inspect and modify at applicable wing or
§ 39.13
and modify within 100 hours TIS after June
22, 2005 (the effective date of this AD),
unless already done.
(2) For Cessna Models 401, 401A, 401B,
402, 402A, and 402B airplanes that do not
incorporate Cessna Service Kit SK402–36,
SK402–36A, SK402–36B, SK402–36C,
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Federal Register / Vol. 70, No. 113 / Tuesday, June 14, 2005 / Rules and Regulations
SK402–46, or SK402–46A, maintain the
repetitive inspections required by AD 79–10–
15, Amendment 39–3711, and do the actions
below. You may terminate the repetitive
inspections of AD 79–10–15 after you
incorporate the modification using the
But less than—
(i) 18,000 hours TIS on the wing or wing spar .................
Not applicable ....................
(ii) 12,000 hours TIS on the wing or wing spar ................
18,000 hours TIS ...............
(iii) 10,000 hours TIS on the wing or wing spar ...............
12,000 hours TIS ...............
(iv) 6,500 hours TIS on the wing or wing spar .................
10,000 hours TIS ...............
(v) 0 hours TIS on the wing or wing spar .........................
6,500 hours TIS .................
VerDate jul<14>2003
19:17 Jun 13, 2005
Jkt 205001
Within 100 hours TIS after June 22, 2005 (the effective
date of this AD), unless already done.
Within 200 hours TIS after June 22, 2005 (the effective
date of this AD), unless already done.
Within 400 hours TIS after June 22, 2005 (the effective
date of this AD), unless already done.
Within 800 hours TIS after June 22, 2005 (the effective
date of this AD), unless already done.
At whichever of the following occurs later:
• Upon accumulating 6,500 hours TIS on the wing or
wing spar; or
• Within 800 TIS after June 22, 2005 (the effective
date of this AD), unless already done.
36B, SK402–36C, SK402–46, or SK402–46A
incorporated, inspect in the following areas
and repair or replace as necessary prior to
further flight after the inspection where
cracks are found. Inspection areas and
procedures are defined in the Cessna Models
401and 402 SID (compliance times in this AD
take precedence over the compliance times in
the SID):
(i) Area ‘‘A’’ (Inspection ID 57–10–11):
Initially upon accumulating 15,000 hours TIS
after incorporating the applicable service kit
on a wing spar or within the next 100 hours
TIS after June 22, 2005 (the effective date of
this AD), whichever occurs later, unless
already done, and thereafter at intervals not
to exceed 5,000 hours TIS.
(ii) Area ‘‘B’’ (Inspection ID 57–10–12):
Initially upon accumulating 7,500 hours TIS
after incorporating the applicable service kit
on a wing spar or within the next 100 hours
TIS after June 22, 2005 (the effective date of
this AD), whichever occurs later, unless
already done, and thereafter not to exceed
5,000 hours TIS. You may request an
alternative method of compliance to adjust
the compliance times for these inspections by
following the procedures in 14 CFR 39.19
and this AD.
(iii) Area ‘‘C’’ (Inspection ID 57–10–08):
Upon accumulating 20,000 hours TIS after
incorporating the applicable service kit on a
wing spar or within the next 100 hours TIS
after June 22, 2005 (the effective date of this
AD), whichever occurs later, unless already
done, and thereafter at intervals not to exceed
2,500 hours TIS.
(f) Wing Spar Replacement if Cracks Found
During any Inspection Required by this AD:
(1) Prior to further flight, replace the wing
spar with a new wing spar or a used wing
spar where wing or wing spar hours TIS can
be positively identified. Do not install used
wings spars when you are not able to
positively identify total wing or wing spar
hours TIS.
(2) After replacement, initially inspect at
the applicable time in paragraphs (e)(1)(i)
through (e)(1)(vii) or (e)(2)(i) through
(e)(2)(vii) of this AD and repetitively inspect
at the times specified in paragraphs (e)(3)(i)
through (e)(3)(iii) or (e)(4)(i) through
(e)(4)(iii) of this AD.
PO 00000
Frm 00031
Fmt 4700
Sfmt 4700
service information in paragraph (h)(1) of this
AD:
Then initially inspect and modify using the service information in paragraph (h)(1) of this AD, and reinspect as
specified in paragraph (e)(4) of this AD
If you have equal to or more than—
(vi) If the wings or wing spars were
replaced with new or used wings or wing
spars during the life of the airplane and
logbook records positively show the TIS of
the wings or wing spars, then initially
inspect and modify at applicable wing or
wing spar times in paragraphs (e)(2)(i)
through (e)(2)(v) of this AD.
(vii) If the wings or wing spars were
replaced with new or used wings or wing
spars during the life of the airplane and
logbook records cannot positively show the
TIS of the wings or wing spars, then inspect
and modify within 100 hours TIS after June
22, 2005 (the effective date of this AD),
unless already done.
(3) For all Cessna Models 411 and 411A
airplanes with Cessna Service Kit SK411–56,
SK411–56A, SK411–56B, or SK411–59
incorporated, inspect in the following areas
and repair or replace as necessary prior to
further flight after the inspection where
cracks are found. Inspection areas and
procedures are defined in the Cessna Model
411 Supplemental Inspection Document
(SID):
(i) Area ‘‘A’’ (Inspection ID 57–10–11):
Initially upon accumulating 5,500 hours TIS
after incorporating the applicable service kit
on a wing spar or within the next 100 hours
TIS after June 22, 2005 (the effective date of
this AD), whichever occurs later, unless
already done, and thereafter at intervals not
to exceed 2,500 hours TIS.
(ii) Area ‘‘B’’ (Inspection ID 57–10–12):
Initially upon accumulating 5,500 hours TIS
after incorporating the applicable service kit
on a wing spar or within the next 100 hours
TIS after June 22, 2005 (the effective date of
this AD), whichever occurs later, unless
already done, and thereafter at intervals not
to exceed 1,000 hours TIS.
(iii) Area ‘‘C’’ (Inspection ID 57–10–08):
Upon accumulating 20,000 hours TIS after
incorporating the applicable service kit on a
wing spar or within the next 100 hours TIS
after June 22, 2005 (the effective date of this
AD), whichever occurs later, unless already
done, and thereafter at intervals not to exceed
2,000 hours TIS.
(4) For all Cessna Models 401, 401A, 401B,
402, 402A, and 402B airplanes with Cessna
Service Kit SK402–36, SK402–36A, SK402–
34333
(g) Reporting Requirement: Report any
cracks you find within 10 days after the
cracks are found or within 10 days after June
22, 2005 (the effective date of this AD),
whichever occurs later. Do not report if no
cracks are found. Include in your report the
aircraft serial number, aircraft TIS, wing spar
cap TIS, crack location and size, corrective
action taken, and a point of contact name and
phone number. Send your report to Paul
Nguyen, Aerospace Engineer, FAA, ACE–
118W, Wichita Aircraft Certification Office,
1801 Airport Road, Mid-Continent Airport,
Wichita, Kansas 67209; telephone: (316) 946–
4125; facsimile: (316) 946–4107.
(h) Service Information to Perform the
Actions of this AD:
(1) Original issue dated September 24,
2001, and Revision 1, dated December 22,
2003, of both Cessna Multi-engine Service
Bulletin MEB01–06 and Service Kit SK402–
46A; and
(2) Original issue dated September 24,
2001, of both Cessna Multi-engine Service
Bulletin MEB01–07 and Service Kit SK411–
59.
May I Request an Alternative Method of
Compliance?
(i) 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, FAA. For information on any already
approved alternative methods of compliance,
contact Paul Nguyen, Aerospace Engineer,
FAA, ACE–118W, Wichita Aircraft
Certification Office, 1801 Airport Road, MidContinent Airport, Wichita, Kansas 67209;
telephone: (316) 946–4125; facsimile: (316)
946–4107.
Does This AD Incorporate Any Material by
Reference?
(j) You must do the actions required by this
AD following the instructions in Cessna
Multi-Engine Service Bulletin MEB01–6 and
Service Kit SK402–46, both dated September
24, 2001; Cessna Multi-Engine Service
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14JNR1
34334
Federal Register / Vol. 70, No. 113 / Tuesday, June 14, 2005 / Rules and Regulations
Bulletin MEB01–6, Revision 1 and Service
Kit SK402–46A, both dated December 22,
2003; and Cessna Multi-Engine Service
Bulletin MEB01–7 and Service Kit SK411–59,
both dated September 24, 2001. 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. To get a copy of this
service information, contact Cessna Aircraft
Company, Product Support, P.O. Box 7706,
Wichita, Kansas 67277; telephone: (316) 517–
5800; facsimile: (316) 942–9006. 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–05–
21176; Directorate Identifier 2005–CE–25–
AD.
Issued in Kansas City, Missouri, on June 7,
2005.
Kim Smith,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 05–11612 Filed 6–13–05; 8:45 am]
BILLING CODE 4910–13–U
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2005–21443; Directorate
Identifier 2005–NE–08–AD; Amendment 39–
14124; AD 2005–12–08]
Airworthiness Directives; Turbomeca
S.A. Arrius 2 B1, 2 B1A, 2 B1A–1, and
2 B2 Turboshaft Engines
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule; request for
comments.
AGENCY:
SUMMARY: The FAA is adopting a new
airworthiness directive (AD) for
Turbomeca S.A. Arrius 2 B1, 2 B1A, 2
B1A–1, and 2 B2 turboshaft engines.
This AD requires replacing the software
in the Engine Electronic Control Unit
(EECU). This AD results from a report of
simultaneous loss of automatic control
of both engines of a Eurocopter
Deutschland EC 135 helicopter, during
flight. We are issuing this AD to prevent
simultaneous loss of automatic control
of both engines and subsequent loss of
control of the helicopter.
19:17 Jun 13, 2005
Use one of the following
addresses to comment 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–
0001.
• Fax: (202) 493–2251.
• 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.
Contact Turbomeca S.A., 40220
Tarnos, France; telephone 33 05 59 74
40 00, fax 33 05 59 74 45 15, for the
service information identified in this
AD.
ADDRESSES:
FOR FURTHER INFORMATION CONTACT:
Christopher Spinney, Aerospace
Engineer, Engine Certification Office,
FAA, Engine and Propeller Directorate,
12 New England Executive Park,
Burlington, MA 01803–5299; telephone
(781) 238–7175; fax (781) 238–7199.
The
Direction Generale de L’Aviation Civile
(DGAC), which is the airworthiness
authority for France, notified us that an
unsafe condition may exist on
Turbomeca S.A. Arrius 2 B1, 2 B1A, 2
B1A–1, and 2 B2 turboshaft engines.
The DGAC advises that a case of
simultaneous loss of automatic control
of the two Arrius 2 B1 engines occurred
during a flight, on a Eurocopter
Deutschland EC 135 helicopter.
Simultaneous transition of both engines
from automatic control to manual
control could lead to subsequent loss of
control of the helicopter. The engine
control system’s intolerance to the loss
of steps on the fuel metering valve
actuator causes the loss of automatic
control. Loss of steps can lead to a
FADEC FAIL indication of the full
authority digital electronic control
(FADEC) and cause the fuel flow
metering valve to freeze up and
transition to manual fuel flow control.
SUPPLEMENTARY INFORMATION:
RIN 2120–AA64
VerDate jul<14>2003
Effective June 29, 2005. The
Director of the Federal Register
approved the incorporation by reference
of certain publications listed in the
regulations as of June 29, 2005.
We must receive any comments on
this AD by August 15, 2005.
DATES:
Jkt 205001
PO 00000
Frm 00032
Fmt 4700
Sfmt 4700
Relevant Service Information
We have reviewed and approved the
technical contents of Turbomeca
Mandatory Service Bulletin (MSB) No.
319 73 2080, Update No. 1, MSB No.
319 73 2081, Update No. 1, MSB No.
319 73 2082, Update No. 1, and MSB
No. 319 73 2090, all dated February 13,
2004. These MSBs describe procedures
for upgrading the engine control system
software. This upgrade is applied by
either replacing the EECU or by
uploading the software. This upgrade
improves the engine control system’s
ability to detect loss of pitch tolerances,
and ability to tolerate the loss of steps
on the fuel metering valve actuator. The
DGAC classified these MSBs as
mandatory and issued airworthiness
directive F–2004–017 R1, dated March
3, 2004, in order to ensure the
airworthiness of these Turbomeca
turboshaft engines in France.
Bilateral Airworthiness Agreement
These engine models are
manufactured in France and are type
certificated for operation in the United
States under the provisions of section
21.29 of the Federal Aviation
Regulations (14 CFR 21.29) and the
applicable bilateral airworthiness
agreement. Under this bilateral
airworthiness agreement, the DGAC
kept the FAA informed of the situation
described above. We have examined the
findings of the DGAC, reviewed all
available information, and determined
that AD action is necessary for products
of this type design that are certificated
for operation in the United States.
FAA’s Determination and Requirements
of This AD
The unsafe condition described
previously is likely to exist or develop
on other Turbomeca S.A. Arrius 2 B1, 2
B1A, 2 B1A–1, and 2 B2 turboshaft
engines of the same type design. We are
issuing this AD to prevent simultaneous
loss of automatic control of both engines
and subsequent loss of control of the
helicopter. This AD requires within 90
days after the effective date of the AD,
simultaneously, on both engines of the
helicopter, performing a onetime
upgrade of the software version, by
either replacing the EECU or by
uploading software. You must use the
service information described
previously to perform the actions
required by this AD.
FAA’s Determination of the Effective
Date
Since an unsafe condition exists that
requires the immediate adoption of this
AD, we have found that notice and
opportunity for public comment before
E:\FR\FM\14JNR1.SGM
14JNR1
]]>Agencies
[Federal Register Volume 70, Number 113 (Tuesday, June 14, 2005)]
[Rules and Regulations]
[Pages 34329-34334]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-11612]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-05-21176; Directorate Identifier 2005-CE-25-AD;
Amendment 39-14128; AD 2005-12-12]
RIN 2120-AA64
Airworthiness Directives; Cessna Aircraft Company Models 401,
401A, 401B, 402, 402A, 402B, 411, and 411A Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule; request for comments.
-----------------------------------------------------------------------
SUMMARY: The FAA is adopting a new airworthiness directive (AD) to
supersede AD 79-10-15, which applies to all Cessna Aircraft Company
(Cessna) Models 401, 401A, 401B, 402, 402A, 402B, 411, and 411A
airplanes. AD 79-10-15 currently requires repetitive inspections of the
right and left wing spar lower cap areas for fatigue cracks and
requires wing spar cap repair or replacement as necessary. This AD is
the result of fatigue and crack growth analyses of the wings of these
airplanes, recent cracks found on similar design Model 402C airplanes,
and the FAA's determination that repetitive inspections and a wing spar
modification are necessary to address the unsafe condition.
Consequently, this AD would require repetitive inspections and a spar
strap modification on each wing. The actions specified by this AD are
intended to prevent wing spar cap failure caused by undetected fatigue
cracks. Such failure could result in loss of a wing with consequent
loss of airplane control. FAA is also issuing AD 2005-12-13 to require
the spar strap modification and long-term inspections on Models 402C
and 414A airplanes.
DATES: This AD becomes effective on June 22, 2005.
As of June 22, 2005, the Director of the Federal Register approved
the incorporation by reference of certain publications listed in the
regulation.
We must receive any comments on this AD by August 3, 2005.
ADDRESSES: 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.
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
Cessna Aircraft Company, Product Support, P.O. Box 7706, Wichita,
Kansas 67277; telephone: (316) 517-5800; facsimile: (316) 942-9006.
To view the comments to this AD, go to https://dms.dot.gov. The
docket number is FAA-05-21176; Directorate Identifier 2005-CE-25-AD.
FOR FURTHER INFORMATION CONTACT: Paul Nguyen, Aerospace Engineer, FAA,
ACE-118W, Wichita Aircraft Certification Office, 1801 Airport Road,
Mid-Continent Airport, Wichita, Kansas 67209; telephone: (316) 946-
4125; facsimile: (316) 946-4107.
SUPPLEMENTARY INFORMATION:
[[Page 34330]]
What Events Have Caused This AD?
Initial AD Action
Reports of fatigue cracks of the wing spar lower cap areas caused
FAA to issue AD 79-10-15, Amendment 39-3711 against Cessna Models 401,
401A, 401B, 402, 402A, 402B, 411, and 411A airplanes. AD 79-10-15
currently requires repetitive inspections of the right and left wing
spar lower cap areas for fatigue cracks and wing spar cap repair or
replacement as necessary.
Accomplishment of the actions mandated by AD 79-10-15 currently
requires following Cessna Service Bulletin ME79-16, Revision 3, dated
February 8, 1980.
AD 79-10-15 allows for the incorporation of Cessna Service Kit
SK402-36 or SK411-56 on the front wing spar lower cap as terminating
action for the repetitive inspections on the applicable wing.
In addition to AD 79-10-15, FAA issued AD 99-11-13 (64 FR 29781,
June 3, 1999), requiring inspections of the forward, aft, and auxiliary
wing spars for cracks on Cessna Models 402C airplanes with repair or
replacement as necessary. AD 99-11-13 also required the operator to
report the results of the inspections to FAA. AD 99-11-13 resulted from
an accident where the right wing of a Cessna 402C failed just inboard
of the nacelle at Wing Station (WS) 87. Investigation revealed fatigue
cracking of the forward main spar that initiated at the edge of the
front spar forward lower spar cap. FAA determined the spar cap cracking
could continue to develop over the life of the affected airplanes and
issued AD 2000-23-01, Amendment 39-11971 (65 FR 70645, November 27,
2000), to require repetitive inspections of the forward, aft, and
auxiliary wing spars for cracks on Cessna Models 402C airplanes with
repair or replacement as necessary. The Model 402C airplanes have a
similar type design to that of the Models 401, 401A, 401B, 402, 402A,
402B, 411, 411A, and 414A airplanes.
Wing Analysis
Cessna analyzed the wing, including fatigue and crack growth
analyses, on the affected airplanes. Analysis included:
--A determination of the probable location and modes of damage based on
analytical results, available test data, and service information;
--Classical fatigue analyses;
--Crack growth and residual strength analyses including use of linear
elastic fracture mechanics methods;
--Full-scale ground testing to validate analytical models; and
--A flight strain survey to develop stress spectra used in the
analyses.
The inspections required by AD 79-10-15 following Cessna Service
Bulletin ME79-16, Revision 3, use a nondestructive inspection (NDI)
surface eddy current method.
Based on the analysis, Cessna found that the eddy current method
will not find the crack until it is .03 inch longer than the critical
crack length. When the crack reaches the critical length, it is not
reliably detectable because it is under the head of the fastener. Once
the main spar cap is severed, the remaining structure will no longer
meet the residual strength requirements. Wing separation could then
occur under loading conditions less than those established for the
design limit load.
Cessna reported only one instance where use of the NDI eddy current
procedure detected cracks. There are other reported instances where
cracks were detected visually on the aft flange in the wheel well area.
The access doubler flanges cover a large percentage of the forward spar
flange, hampering the effectiveness of visual inspections.
To meet industry NDI standards, cracks need to be found on Cessna
Models 401, 401A, 401B, 402, 402A, 402B, 411, and 411A airplanes
through NDI inspection methods with a 90-percent probability of
detection at a 95-percent confidence level.
Cessna's analysis indicates the probability and confidence levels
are not being met. The FAA concurs.
Action Based on Cessna's Analysis
We issued proposals to amend part 39 of the Federal Aviation
Regulations (14 CFR part 39) to include two ADs that would apply to
Cessna Models 401, 401A, 401B, 402, 402A, 402B, 402C, 411, 411A, and
414A airplanes. The proposals (Docket Nos. 2002-CE-05-AD and 2002-CE-
57-AD) published in the Federal Register as notices of proposed
rulemaking (NPRMs) on May 15, 2003 (68 FR 26239 and 68 FR 26244). The
NPRMs proposed the following:
Docket No. 2002-CE-05-AD: applied to Cessna Models 401,
401A, 401B, 402, 402A, 402B, 411, and 411A airplanes and proposed to
supersede AD 79-10-15 with a new AD that would require one of the
following (depending on the aircraft configuration):
[] For airplanes that do not incorporate
one of the specified Cessna Service Kits: Repetitively inspect the wing
spar caps for fatigue cracks and repair or replace the wing spar caps
as necessary and incorporate a spar strap modification on each wing
spar; or
[] For airplanes that incorporate one of
the specified Cessna Service Kits: Repetitively inspect the wing spar
caps and straps for fatigue cracks and repair or replace the wing spar
caps and straps as necessary.
Docket No. 2002-CE-57-AD: applied to Cessna Models 402C
and 414A airplanes and proposed to supersede AD 2000-23-01 with a new
AD that would require you to:
[] Inspect the wing spar caps for fatigue
cracks;
[] Repair or replace the wing spar caps as
necessary; and
[] Incorporate a spar strap modification on
each wing spar.
The FAA invited interested persons to participate in the
development of these amendments during the original 75-day comment
periods. We extended the comment periods for another 30 days and then
reopened the comment periods for another 60 days. We received numerous
comments on the NPRMs.
In addition, FAA held two public meetings: One on March 3 and 4,
2004, in Herndon, Virginia, and another on August 18, 2004, in Kansas
City, Missouri. The public meetings allowed an open flow of
communication among FAA, the public, and industry on issues related to
the NPRMs.
After analyzing all information related to this subject, FAA
decided not to issue the ADs as proposed, and that the best way to
address the unsafe condition is for FAA, the public, and industry to
develop alternative solutions to address the unsafe condition.
Therefore, FAA withdrew the two NPRMs and gathered the necessary
information to address the situation. That information led to FAA's
determination, at that time, to initiate AD action against the Models
401, 401A, 401B, 402, 402A, 402B, 411, and 411A airplanes; and not
against the Models 402C and 414A airplanes. The plan was to address the
action through the regular rulemaking process with a notice of proposed
rulemaking.
Most Recent Service History
In 2005, the FAA received reports of (and analyzed data from)
cracks found in the wings of two Cessna Model 402C airplanes. The Model
402C airplanes have a similar type design to that of the Models 401,
401A, 401B, 402, 402A, 402B, 411, 411A, and 414A airplanes.
On the first airplane, information indicated the airplane had
severe cracking on its left wing in the vicinity of the forward spar
and outboard engine beam. The main lower spar cap had completely failed
at about WS 114. The airplane had cracks in the lower wing skin and the
web splice doubler. Also found were two popped rivets: One
[[Page 34331]]
between the heat shield and the wing skin and another between the
factory installed web splice doublers and web. The airplane had 20,355
total hours time-in-service (TIS).
During the airplane's most recent flights before the cracking was
found, the pilot noticed that roll trim was required. The flights
required the pilot to use aileron trim to maintain level flight. The
airplane landed safely and inspection revealed the cracks.
On the second airplane, fatigue cracks were found at about WS 114
in the main lower spar cap of another Model 402C airplane that had over
20,000 total hours TIS. Fatigue analysis shows that similar fatigue
cracks could also develop in the wings of the Model 414A airplanes.
Logbook records indicated that both airplanes with cracked spars
were in compliance with AD 2000-23-01. The FAA received a third report
of another cracked spar found at WS 114 on one of the two Model 402C
incident airplanes.
Therefore, FAA issued Emergency AD 2005-05-51 to detect and correct
cracking in the wing spars of the Cessna Models 402C and 414A airplanes
before the cracks could grow to failure. Such a wing failure could
result in the wing separating from the airplane with consequent loss of
control of the airplane.
Emergency AD 2005-05-51 superseded AD 2000-23-01 and:
Required the visual inspections of the forward, aft, and
auxiliary wing spars for cracks more frequently on Model 402C airplanes
including special emphasis areas;
Added inspection requirements for the Model 414A
airplanes; and
Included provisions to position the airplane to a home
base, hangar, maintenance facility, etc.
Emergency AD 2005-05-51 did not affect those airplanes that
incorporated a spar strap modification on each wing following the
original release of (or a later FAA-approved revision to) Cessna
Service Bulletin MEB02-5 and Cessna Service Kit SK402-47 (currently at
MEB02-5 Revision 2 and SK402-47B).
Long-Term Continued Operational Safety
Emergency AD 2005-05-51 was considered an interim action to
immediately require visual inspection of the forward, aft, and
auxiliary wing spars for cracks. The intent was to immediately detect
existing cracking before it grew to wing failure.
Cessna developed inspection techniques (eddy current) for the
forward spar that are more effective at detecting cracks before the
structural integrity of the wing is compromised. These inspection
techniques allow for longer intervals between repetitive inspections
than in emergency AD 2005-05-51. Based on this, FAA issued AD 2005-05-
52, Amendment 39-14022 (70 FR 13362, dated March 21, 2005). The
inspection techniques addressed by AD 2005-05-52 for the Cessna Models
402C and 414A airplanes are similar to those required by AD 79-10-15
for the Models 401, 401A, 401B, 402, 402A, 402B, 411, and 411A
airplanes.
However, based on the analysis and recent service history, the FAA
has determined that the long-term operational safety of the Cessna
airplanes addressed by both AD 2005-05-52 and AD 79-10-15 can only be
assured through the incorporation of a spar strap modification and
long-term repetitive inspections. Since Models 402, 401A, 401B, 402,
402A, 402B, 411, and 411A have a similar type design to that of Models
402C and 414A airplanes, FAA is also issuing AD 2005-12-13 to require
the spar strap modification and long-term inspections on those
airplanes.
What is the potential impact if FAA took no action? Wing spar cap
failure caused by undetected fatigue cracks could result in loss of a
wing with consequent loss of airplane control.
Is there service information that applies to this subject? Cessna
has issued the following:
--Original issue dated September 24, 2001, and Revision 1, dated
December 22, 2003, of both Cessna Multi-engine Service Bulletin MEB01-
06 and Service Kit SK402-46A; and
--Original issue dated September 24, 2001, of both Cessna Multi-engine
Service Bulletin MEB01-07 and Service Kit SK411-59.
This service information includes procedures for inspecting lower
wing spar caps and incorporating a spar strap modification.
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 Cessna Aircraft Company Models 401, 401A, 401B,
402, 402A, 402B, 411, and 411A airplanes of the same type design, we
are issuing this AD to detect and correct wing spar cap failure caused
by undetected fatigue cracks. Such failure could result in loss of a
wing with consequent loss of airplane control.
What does this AD require? This AD supersedes AD 79-10-15 with a
new AD that incorporates the actions in the previously referenced
service bulletins.
Why do the compliance times of this AD range between 100 hours TIS
and 800 hours TIS? We have established the compliance times based on
risk analysis that also allows for compliance scheduling. Some of these
airplanes utilize ``for hire'' operations and could accumulate as many
as 200 hours TIS in a month. The compliance time range is based on
total hours TIS, which will address those high-usage airplanes first.
We are issuing this AD as a final rule; request for comments
instead of a notice of proposed rulemaking (NPRM). We have evaluated
comments from the previous AD actions on this subject and the two
public meetings as well as the incidents that have occurred since
(e.g., the actions of Emergency AD 2005-05-52). Based on this, FAA has
determined that addressing the unsafe condition with public comment
prior to issuing this AD action is impracticable. The FAA will evaluate
any new comments received and amend the AD as necessary.
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-05-21176; Directorate
Identifier 2005-CE-25-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 date-stamp 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
[[Page 34332]]
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.
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 AD.
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
other information as included in the Regulatory Evaluation) 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 FAA-05-21176; Directorate Identifier 2005-CE-25-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)
79-10-15, Amendment 39-3711, and by adding a new AD to read as follows:
2005-12-12 Cessna Aircraft Company: Amendment 39-14128; Docket No.
FAA-05-21176; Directorate Identifier 2005-CE-25-AD.
When Does This AD Become Effective?
(a) This AD becomes effective on June 22, 2005.
Are Any Other ADs Affected by This Action?
(b) Yes. This AD supersedes AD 79-10-15; Amendment 39-3711.
What Airplanes Are Affected by This AD?
(c) This AD affects Models 401, 401A, 401B, 402, 402A, 402B,
411, and 411A, all serial numbers, that are certificated in any
category.
What Is the Unsafe Condition Presented in This AD?
(d) This AD is the result of fatigue cracks found in the lower
wing spar caps. We are issuing this AD to prevent wing spar cap
failure caused by undetected fatigue cracks. Such failure could
result in loss of a wing with consequent loss of airplane control.
What Must I Do To Address This Problem?
(e) Repetitive Inspection and Modification of the Wing Spars:
(1) For Cessna Models 411 and 411A airplanes that do not
incorporate Cessna Service Kit SK411-56, SK411-56A, SK411-56B, or
SK411-59, maintain the repetitive inspections required by AD 79-10-
15, Amendment 39-3711, and do the actions below. You may terminate
the repetitive inspections of AD 79-10-15 after you incorporate the
modification using the service information in paragraph (h)(2) of
this AD:
------------------------------------------------------------------------
Then initially
inspect and modify
using the service
information in
If you have equal to or more paragraph (h)(2) of
than-- But less than-- this AD, and
reinspect as
specified in
paragraph (e)(3) of
this AD
------------------------------------------------------------------------
(i) 18,000 hours time-in- Not applicable... Within 1000 hours TIS
service (TIS) on the wing or after June 22, 2005
wing spar. (the effective date
of this AD), unless
already done.
(ii) 12,00 hours TIS on the 18,000 hours TIS. Within 200 hours TIS
wing or wing spar. after June 22, 2005
(the effective date
of this AD), unless
already done.
(iii) 10,000 hours TIS on the 12,000 hours TIS. Within 400 hours TIS
wing or wing spar. after June 22, 2005
(the effective date
of this AD), unless
already done.
(iv) 5,500 hours TIS on the 10,000 hours TIS. Within 800 hours TIS
wing or wing spar. after June 22, 2005
(the effective date
of this AD), unless
already done.
(v) 0 hours TIS on the wing or 5,500 hours TIS.. At whichever of the
wing spar. following occurs
later:
Upon
accumulating 5,500
hours TIS on the
wing or wing spar;
or
Within 800
TIS after June 22,
2005 (the effective
date of this AD),
unless already done.
------------------------------------------------------------------------
(vi) If the wings or wing spars were replaced with new or used
wings or wing spars during the life of the airplane and logbook
records positively show the TIS of the wings or wing spars, then
initially inspect and modify at applicable wing or wing spar times
in paragraphs (e)(1)(i) through (e)(1)(v) of this AD.
(vii) If the wings or wing spars were replaced with new or used
wings or wing spars during the life of the airplane and logbook
records cannot positively show the TIS of the wings or wing spars,
then inspect and modify within 100 hours TIS after June 22, 2005
(the effective date of this AD), unless already done.
(2) For Cessna Models 401, 401A, 401B, 402, 402A, and 402B
airplanes that do not incorporate Cessna Service Kit SK402-36,
SK402-36A, SK402-36B, SK402-36C,
[[Page 34333]]
SK402-46, or SK402-46A, maintain the repetitive inspections required
by AD 79-10-15, Amendment 39-3711, and do the actions below. You may
terminate the repetitive inspections of AD 79-10-15 after you
incorporate the modification using the service information in
paragraph (h)(1) of this AD:
------------------------------------------------------------------------
Then initially
inspect and modify
using the service
information in
If you have equal to or more paragraph (h)(1) of
than-- But less than-- this AD, and
reinspect as
specified in
paragraph (e)(4) of
this AD
------------------------------------------------------------------------
(i) 18,000 hours TIS on the Not applicable... Within 100 hours TIS
wing or wing spar. after June 22, 2005
(the effective date
of this AD), unless
already done.
(ii) 12,000 hours TIS on the 18,000 hours TIS. Within 200 hours TIS
wing or wing spar. after June 22, 2005
(the effective date
of this AD), unless
already done.
(iii) 10,000 hours TIS on the 12,000 hours TIS. Within 400 hours TIS
wing or wing spar. after June 22, 2005
(the effective date
of this AD), unless
already done.
(iv) 6,500 hours TIS on the 10,000 hours TIS. Within 800 hours TIS
wing or wing spar. after June 22, 2005
(the effective date
of this AD), unless
already done.
(v) 0 hours TIS on the wing or 6,500 hours TIS.. At whichever of the
wing spar. following occurs
later:
Upon
accumulating 6,500
hours TIS on the
wing or wing spar;
or
Within 800
TIS after June 22,
2005 (the effective
date of this AD),
unless already done.
------------------------------------------------------------------------
(vi) If the wings or wing spars were replaced with new or used
wings or wing spars during the life of the airplane and logbook
records positively show the TIS of the wings or wing spars, then
initially inspect and modify at applicable wing or wing spar times
in paragraphs (e)(2)(i) through (e)(2)(v) of this AD.
(vii) If the wings or wing spars were replaced with new or used
wings or wing spars during the life of the airplane and logbook
records cannot positively show the TIS of the wings or wing spars,
then inspect and modify within 100 hours TIS after June 22, 2005
(the effective date of this AD), unless already done.
(3) For all Cessna Models 411 and 411A airplanes with Cessna
Service Kit SK411-56, SK411-56A, SK411-56B, or SK411-59
incorporated, inspect in the following areas and repair or replace
as necessary prior to further flight after the inspection where
cracks are found. Inspection areas and procedures are defined in the
Cessna Model 411 Supplemental Inspection Document (SID):
(i) Area ``A'' (Inspection ID 57-10-11): Initially upon
accumulating 5,500 hours TIS after incorporating the applicable
service kit on a wing spar or within the next 100 hours TIS after
June 22, 2005 (the effective date of this AD), whichever occurs
later, unless already done, and thereafter at intervals not to
exceed 2,500 hours TIS.
(ii) Area ``B'' (Inspection ID 57-10-12): Initially upon
accumulating 5,500 hours TIS after incorporating the applicable
service kit on a wing spar or within the next 100 hours TIS after
June 22, 2005 (the effective date of this AD), whichever occurs
later, unless already done, and thereafter at intervals not to
exceed 1,000 hours TIS.
(iii) Area ``C'' (Inspection ID 57-10-08): Upon accumulating
20,000 hours TIS after incorporating the applicable service kit on a
wing spar or within the next 100 hours TIS after June 22, 2005 (the
effective date of this AD), whichever occurs later, unless already
done, and thereafter at intervals not to exceed 2,000 hours TIS.
(4) For all Cessna Models 401, 401A, 401B, 402, 402A, and 402B
airplanes with Cessna Service Kit SK402-36, SK402-36A, SK402-36B,
SK402-36C, SK402-46, or SK402-46A incorporated, inspect in the
following areas and repair or replace as necessary prior to further
flight after the inspection where cracks are found. Inspection areas
and procedures are defined in the Cessna Models 401and 402 SID
(compliance times in this AD take precedence over the compliance
times in the SID):
(i) Area ``A'' (Inspection ID 57-10-11): Initially upon
accumulating 15,000 hours TIS after incorporating the applicable
service kit on a wing spar or within the next 100 hours TIS after
June 22, 2005 (the effective date of this AD), whichever occurs
later, unless already done, and thereafter at intervals not to
exceed 5,000 hours TIS.
(ii) Area ``B'' (Inspection ID 57-10-12): Initially upon
accumulating 7,500 hours TIS after incorporating the applicable
service kit on a wing spar or within the next 100 hours TIS after
June 22, 2005 (the effective date of this AD), whichever occurs
later, unless already done, and thereafter not to exceed 5,000 hours
TIS. You may request an alternative method of compliance to adjust
the compliance times for these inspections by following the
procedures in 14 CFR 39.19 and this AD.
(iii) Area ``C'' (Inspection ID 57-10-08): Upon accumulating
20,000 hours TIS after incorporating the applicable service kit on a
wing spar or within the next 100 hours TIS after June 22, 2005 (the
effective date of this AD), whichever occurs later, unless already
done, and thereafter at intervals not to exceed 2,500 hours TIS.
(f) Wing Spar Replacement if Cracks Found During any Inspection
Required by this AD:
(1) Prior to further flight, replace the wing spar with a new
wing spar or a used wing spar where wing or wing spar hours TIS can
be positively identified. Do not install used wings spars when you
are not able to positively identify total wing or wing spar hours
TIS.
(2) After replacement, initially inspect at the applicable time
in paragraphs (e)(1)(i) through (e)(1)(vii) or (e)(2)(i) through
(e)(2)(vii) of this AD and repetitively inspect at the times
specified in paragraphs (e)(3)(i) through (e)(3)(iii) or (e)(4)(i)
through (e)(4)(iii) of this AD.
(g) Reporting Requirement: Report any cracks you find within 10
days after the cracks are found or within 10 days after June 22,
2005 (the effective date of this AD), whichever occurs later. Do not
report if no cracks are found. Include in your report the aircraft
serial number, aircraft TIS, wing spar cap TIS, crack location and
size, corrective action taken, and a point of contact name and phone
number. Send your report to Paul Nguyen, Aerospace Engineer, FAA,
ACE-118W, Wichita Aircraft Certification Office, 1801 Airport Road,
Mid-Continent Airport, Wichita, Kansas 67209; telephone: (316) 946-
4125; facsimile: (316) 946-4107.
(h) Service Information to Perform the Actions of this AD:
(1) Original issue dated September 24, 2001, and Revision 1,
dated December 22, 2003, of both Cessna Multi-engine Service
Bulletin MEB01-06 and Service Kit SK402-46A; and
(2) Original issue dated September 24, 2001, of both Cessna
Multi-engine Service Bulletin MEB01-07 and Service Kit SK411-59.
May I Request an Alternative Method of Compliance?
(i) 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, FAA. For information on any already approved
alternative methods of compliance, contact Paul Nguyen, Aerospace
Engineer, FAA, ACE-118W, Wichita Aircraft Certification Office, 1801
Airport Road, Mid-Continent Airport, Wichita, Kansas 67209;
telephone: (316) 946-4125; facsimile: (316) 946-4107.
Does This AD Incorporate Any Material by Reference?
(j) You must do the actions required by this AD following the
instructions in Cessna Multi-Engine Service Bulletin MEB01-6 and
Service Kit SK402-46, both dated September 24, 2001; Cessna Multi-
Engine Service
[[Page 34334]]
Bulletin MEB01-6, Revision 1 and Service Kit SK402-46A, both dated
December 22, 2003; and Cessna Multi-Engine Service Bulletin MEB01-7
and Service Kit SK411-59, both dated September 24, 2001. 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. To get a copy of this service information,
contact Cessna Aircraft Company, Product Support, P.O. Box 7706,
Wichita, Kansas 67277; telephone: (316) 517-5800; facsimile: (316)
942-9006. 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-05-21176; Directorate
Identifier 2005-CE-25-AD.
Issued in Kansas City, Missouri, on June 7, 2005.
Kim Smith,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-11612 Filed 6-13-05; 8:45 am]
BILLING CODE 4910-13-U
