Airworthiness Directives; Cessna Aircraft Company Models 402C and 414A Airplanes, 34325-34329 [05-11613]

Download as PDF Federal Register / Vol. 70, No. 113 / Tuesday, June 14, 2005 / Rules and Regulations Issued in Kansas City, Missouri, on June 6, 2005. Kim Smith, Acting Manager, Small Airplane Directorate, Aircraft Certification Service. [FR Doc. 05–11614 Filed 6–13–05; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–05–21177; Directorate Identifier 2005–CE–26–AD; Amendment 39– 14129; AD 2005–12–13] RIN 2120–AA64 Airworthiness Directives; Cessna Aircraft Company Models 402C and 414A Airplanes Federal Aviation Administration (FAA), DOT. ACTION: Final rule; request for comments AGENCY: SUMMARY: The FAA is adopting a new airworthiness directive (AD) to supersede AD 2005–05–52 (70 FR 13362, March 21, 2005), which applies to all Cessna Aircraft Company (Cessna) Models 402C and 414A airplanes. AD 2005–05–52 currently requires you to eddy current inspect the forward wing spars and visually inspect the aft and auxiliary spars. This AD is the result of fatigue and crack growth analyses of the wings of these airplanes, recent cracks found on 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 eddy current inspections, visual inspections, and a spar strap modification on each wing. You must retain the actions of AD 2005–05–52 until you do the modifications of this AD. 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 2005–12–12 to require the spar strap modification and long-term inspections on Models 401, 401A, 402, 402A, 402B, 411, and 411A 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. VerDate jul<14>2003 19:17 Jun 13, 2005 Jkt 205001 Use one of the following to submit comments on this AD: • DOT Docket Web site: Go to http:/ /dms.dot.gov and follow the instructions for sending your comments electronically. • Government-wide rulemaking Web site: Go to http://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 http://dms.dot.gov. The docket number is FAA–05–21177; Directorate Identifier 2005–CE–26–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: ADDRESSES: What Events Have Caused This AD? Initial AD Action 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. PO 00000 Frm 00023 Fmt 4700 Sfmt 4700 34325 Accomplishment of the actions mandated by AD 2000–23–01 required following Cessna Service Bulletin MEB99–3, dated May 6, 1999. 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. 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 402C and 414A 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. These 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, E:\FR\FM\14JNR1.SGM 14JNR1 34326 Federal Register / Vol. 70, No. 113 / Tuesday, June 14, 2005 / Rules and Regulations 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 VerDate jul<14>2003 19:17 Jun 13, 2005 Jkt 205001 in the wings of two Cessna Model 402C 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 Wing Station (WS) 114. The airplane had cracks in the lower wing skin and the web splice doubler. Also found were two popped rivets: One 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 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 wings 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). PO 00000 Frm 00024 Fmt 4700 Sfmt 4700 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 new 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). 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 AD 2005–05–52 can only be assured through the incorporation of a spar strap modification and long-term repetitive inspections. Since the Models 402C and 414A airplanes have a similar type design to that of Models 401, 401A, 401B, 402, 402A, 402B, 411, and 411A airplanes, FAA is also issuing AD 2005– 12–12 to require the spar strap modification and long-term repetitive 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: Cessna Multiengine Service Bulletin MEB02–5, Revision 2, dated August 2, 2004, and Service Kit SK402–47B, dated August 2, 2003. 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 402C and 414A 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 E:\FR\FM\14JNR1.SGM 14JNR1 Federal Register / Vol. 70, No. 113 / Tuesday, June 14, 2005 / Rules and Regulations of a wing with consequent loss of airplane control. What does this AD require? This AD supersedes AD 2005–05–52 with a new AD that incorporates the actions in the previously-referenced service bulletins and retains the actions of AD 2005–05– 52 until you do the modifications of this AD. Why do the compliance times of this AD range between 400 hours TIS and 800 hours TIS? We have established the compliance times based on risk analysis that also allows for compliance scheduling. 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– 05–21177; Directorate Identifier 2005– CE–26–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 VerDate jul<14>2003 19:17 Jun 13, 2005 Jkt 205001 34327 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. this summary by sending a request to us at the address listed under ADDRESSES. Include ‘‘AD Docket FAA–05–21177; Directorate Identifier 2005–CE–26–AD’’ in your request. Authority for This Rulemaking I 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 PO 00000 Frm 00025 Fmt 4700 Sfmt 4700 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: 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) 2005–05–52, Amendment 39–14022, and by adding a new AD to read as follows: I 2005–12–13 Cessna Aircraft Company: Amendment 39–14129; Docket No. FAA–05–21177; Directorate Identifier 2005–CE–26–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 2005–05– 52; Amendment 39–14022. What Airplanes Are Affected by This AD? (c) This AD affects Models 402C and 414A, 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) Modification of the Wing Spars: (1) For Cessna Model 414A airplanes, serial numbers 414A0001 through 414A0047 and 414A0049 through 414A0200, incorporate a spar strap modification on each wing (Cessna Multi-Engine Service Kit SK402–47B, dated August 2, 2003), following Cessna MultiEngine Service Bulletin MEB02–5, Revision 2, dated August 2, 2004, unless Cessna MultiEngine Service Kit SK402–47, SK402–47A, or SK402–47B has already been done. The above modifications terminate the repetitive inspection requirements of AD 2005–05–52: E:\FR\FM\14JNR1.SGM 14JNR1 34328 Federal Register / Vol. 70, No. 113 / Tuesday, June 14, 2005 / Rules and Regulations If you have equal to or more than— But less than— Modification of the lower Wing Spar Cap compliance times (i) 12,000 hours time-in-service (TIS) ................ Not Applicable .................................................. (ii) 9,000 hours TIS on the wing or wing spar ... 12,000 hours TIS ............................................. (iii) 0 hours TIS on the wing or wing spar; ......... 9,000 hours TIS ............................................... Within 400 hours TIS after June 22, 2005 (the effective date of this AD). Within 800 hours TIS after June 22, 2005 (the effective date of this AD). At whichever of the following occurs later: • Upon accumulating 9,000 hours TIS or • Within 800 hours TIS after June 22, 2005 (the effective date of this AD). (2) For Cessna Model 402C airplanes, all serial numbers; and Model 414A airplanes, serial numbers 414A0201 through 414A1212, incorporate a spar strap modification on each wing (Cessna Multi-Engine Service Kit SK402–47B, dated August 2, 2003), following Cessna Multi-Engine Service Bulletin MEB02–5, Revision 2, dated August 2, 2004, unless Cessna Multi-Engine Service Kit SK402–47, SK402–47A, or SK402–47B has already been done. The above modifications terminate the repetitive inspection requirements of AD 2005–05–52: If you have equal to or more than— But less than— Modification of the lower Wing Spar Cap compliance times (i) 20,000 hours TIS ........................................... Not Applicable .................................................. (ii) 15,000 hours TIS on the wing or wing spar 20,000 hours TIS ............................................. (iii) 0 hours TIS on the wing or wing spar .......... 15,000 hours TIS ............................................. Within 400 hours TIS after June 22, 2005 (the effective date of this AD). Within 800 hours TIS after June 22, 2005 (the effective date of this AD). At whichever of the following occurs later: • Upon accumulating 15,000 hours TIS on the wing or wing spar; or • Within 800 TIS after June 22, 2005 (the effective date of this AD). (f) Repetitive Inspection of the Wing Spar: Until the modification in paragraph (e)(1) and (e)(2) of this AD is done, continue the repetitive eddy current inspections of the forward wing spars combined with visual inspections of the aft and auxiliary spars as mandated by AD 2005–05–52. Do these inspections following the ACCOMPLISHMENT INSTRUCTIONS section of Cessna Service Bulletin MEB99–3 (Model 402C) or Cessna Service Bulletin MEB00–7 (Model 414A), both at Revision 2 and both dated February 28, 2005. The modification required in paragraph (e)(1) and (e)(2) of this AD terminates the repetitive inspection requirements of AD 2005–05–52. Affected airplanes Eddy current and visual inspections Repetitive Eddy current and visual inspection interval (1) For Model 414A airplanes, serial numbers 414A0001 through 414A0047 and 414A0049 through 414A0200. At whichever of the following occurs later: • Upon accumulating 8,500 hours TIS on the airplane; • At the next inspection that would have been required by emergency AD 2005–05–51 (required at intervals not to exceed 15 hours TIS); or. • Within the next 2 days after the March 21, 2005 (the effective date of AD 2005–05–52) (2 days after receipt for those who received this AD as an emergency AD) Thereafter at intervals not to exceed 100 hours TIS. At whichever of the following occurs later: • Upon accumulating 15,000 hours TIS on the airplane; • At the next inspection that would have been required by emergency AD 2005–05–51 (required at intervals not to exceed 15 hours TIS); or • Within the next 2 days after March 21, 2005 (the effective date of AD 2005–05–52) (2 days after receipt for those who received this AD as an emergency AD). Thereafter at intervals not to exceed 100 hours TIS. (2) For the following airplanes that have 15,000 hours or more TIS or upon accumulating 15,000 hours TIS: (i) All Model 402C airplanes. (ii) Model 414A airplanes, serial numbers 414A0201 through 414A1212. (g) 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 VerDate jul<14>2003 19:17 Jun 13, 2005 Jkt 205001 positively show the TIS of the wings or wing spars, then initially inspect and modify at PO 00000 Frm 00026 Fmt 4700 Sfmt 4700 applicable wing or wing spar times in paragraphs (e)(1), (e)(2), and (f) of this AD. E:\FR\FM\14JNR1.SGM 14JNR1 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. VerDate jul<14>2003 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: http://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 http://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 PO 00000 Frm 00027 Fmt 4700 Sfmt 4700 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 http://dms.dot.gov and follow the instructions for sending your comments electronically. • Government-wide rulemaking web site: Go to http://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 http://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: E:\FR\FM\14JNR1.SGM 14JNR1

Agencies

[Federal Register Volume 70, Number 113 (Tuesday, June 14, 2005)]
[Rules and Regulations]
[Pages 34325-34329]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-11613]


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

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-05-21177; Directorate Identifier 2005-CE-26-AD; 
Amendment 39-14129; AD 2005-12-13]
RIN 2120-AA64


Airworthiness Directives; Cessna Aircraft Company Models 402C and 
414A 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 2005-05-52 (70 FR 13362, March 21, 2005), which applies to 
all Cessna Aircraft Company (Cessna) Models 402C and 414A airplanes. AD 
2005-05-52 currently requires you to eddy current inspect the forward 
wing spars and visually inspect the aft and auxiliary spars. This AD is 
the result of fatigue and crack growth analyses of the wings of these 
airplanes, recent cracks found on 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 eddy current inspections, visual inspections, 
and a spar strap modification on each wing. You must retain the actions 
of AD 2005-05-52 until you do the modifications of this AD. 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 2005-12-12 to require the spar strap modification and long-term 
inspections on Models 401, 401A, 402, 402A, 402B, 411, and 411A 
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 http://dms.dot.gov and follow 
the instructions for sending your comments electronically.
     Government-wide rulemaking Web site: Go to http://
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 http://dms.dot.gov. The 
docket number is FAA-05-21177; Directorate Identifier 2005-CE-26-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:

What Events Have Caused This AD?

Initial AD Action

    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.
    Accomplishment of the actions mandated by AD 2000-23-01 required 
following Cessna Service Bulletin MEB99-3, dated May 6, 1999.

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.

    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 402C and 414A 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. These 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,

[[Page 34326]]

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):
[check] 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
[check] 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.
[check] 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:
[check] Inspect the wing spar caps for fatigue cracks;
[check] Repair or replace the wing spar caps as necessary; and
[check] 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.
    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 Wing Station (WS) 114. The airplane had cracks in the lower 
wing skin and the web splice doubler. Also found were two popped 
rivets: One 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 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 wings 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 new 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).
    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 AD 2005-05-52 can only be assured through the 
incorporation of a spar strap modification and long-term repetitive 
inspections. Since the Models 402C and 414A airplanes have a similar 
type design to that of Models 401, 401A, 401B, 402, 402A, 402B, 411, 
and 411A airplanes, FAA is also issuing AD 2005-12-12 to require the 
spar strap modification and long-term repetitive 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: Cessna Multi-engine Service Bulletin MEB02-5, 
Revision 2, dated August 2, 2004, and Service Kit SK402-47B, dated 
August 2, 2003.
    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 402C and 414A 
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

[[Page 34327]]

of a wing with consequent loss of airplane control.
    What does this AD require? This AD supersedes AD 2005-05-52 with a 
new AD that incorporates the actions in the previously-referenced 
service bulletins and retains the actions of AD 2005-05-52 until you do 
the modifications of this AD.
    Why do the compliance times of this AD range between 400 hours TIS 
and 800 hours TIS? We have established the compliance times based on 
risk analysis that also allows for compliance scheduling. 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-05-21177; Directorate 
Identifier 2005-CE-26-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 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-05-21177; Directorate Identifier 2005-CE-26-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) 
2005-05-52, Amendment 39-14022, and by adding a new AD to read as 
follows:

2005-12-13 Cessna Aircraft Company: Amendment 39-14129; Docket No. 
FAA-05-21177; Directorate Identifier 2005-CE-26-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 2005-05-52; Amendment 39-14022.

What Airplanes Are Affected by This AD?

    (c) This AD affects Models 402C and 414A, 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) Modification of the Wing Spars:
    (1) For Cessna Model 414A airplanes, serial numbers 414A0001 
through 414A0047 and 414A0049 through 414A0200, incorporate a spar 
strap modification on each wing (Cessna Multi-Engine Service Kit 
SK402-47B, dated August 2, 2003), following Cessna Multi-Engine 
Service Bulletin MEB02-5, Revision 2, dated August 2, 2004, unless 
Cessna Multi-Engine Service Kit SK402-47, SK402-47A, or SK402-47B 
has already been done. The above modifications terminate the 
repetitive inspection requirements of AD 2005-05-52:

[[Page 34328]]



------------------------------------------------------------------------
                                                     Modification of the
If you have equal to or more     But less than--     lower Wing Spar Cap
           than--                                     compliance times
------------------------------------------------------------------------
(i) 12,000 hours time-in-     Not Applicable......  Within 400 hours TIS
 service (TIS).                                      after June 22, 2005
                                                     (the effective date
                                                     of this AD).
(ii) 9,000 hours TIS on the   12,000 hours TIS....  Within 800 hours TIS
 wing or wing spar.                                  after June 22, 2005
                                                     (the effective date
                                                     of this AD).
(iii) 0 hours TIS on the      9,000 hours TIS.....  At whichever of the
 wing or wing spar;.                                 following occurs
                                                     later:
                                                     Upon
                                                     accumulating 9,000
                                                     hours TIS or
                                                     Within 800
                                                     hours TIS after
                                                     June 22, 2005 (the
                                                     effective date of
                                                     this AD).
------------------------------------------------------------------------

    (2) For Cessna Model 402C airplanes, all serial numbers; and 
Model 414A airplanes, serial numbers 414A0201 through 414A1212, 
incorporate a spar strap modification on each wing (Cessna Multi-
Engine Service Kit SK402-47B, dated August 2, 2003), following 
Cessna Multi-Engine Service Bulletin MEB02-5, Revision 2, dated 
August 2, 2004, unless Cessna Multi-Engine Service Kit SK402-47, 
SK402-47A, or SK402-47B has already been done. The above 
modifications terminate the repetitive inspection requirements of AD 
2005-05-52:

------------------------------------------------------------------------
                                                     Modification of the
If you have equal to or more     But less than--     lower Wing Spar Cap
           than--                                     compliance times
------------------------------------------------------------------------
(i) 20,000 hours TIS........  Not Applicable......  Within 400 hours TIS
                                                     after June 22, 2005
                                                     (the effective date
                                                     of this AD).
(ii) 15,000 hours TIS on the  20,000 hours TIS....  Within 800 hours TIS
 wing or wing spar.                                  after June 22, 2005
                                                     (the effective date
                                                     of this AD).
(iii) 0 hours TIS on the      15,000 hours TIS....  At whichever of the
 wing or wing spar.                                  following occurs
                                                     later:
                                                     Upon
                                                     accumulating 15,000
                                                     hours TIS on the
                                                     wing or wing spar;
                                                     or
                                                     Within 800
                                                     TIS after June 22,
                                                     2005 (the effective
                                                     date of this AD).
------------------------------------------------------------------------

    (f) Repetitive Inspection of the Wing Spar: Until the 
modification in paragraph (e)(1) and (e)(2) of this AD is done, 
continue the repetitive eddy current inspections of the forward wing 
spars combined with visual inspections of the aft and auxiliary 
spars as mandated by AD 2005-05-52. Do these inspections following 
the ACCOMPLISHMENT INSTRUCTIONS section of Cessna Service Bulletin 
MEB99-3 (Model 402C) or Cessna Service Bulletin MEB00-7 (Model 
414A), both at Revision 2 and both dated February 28, 2005. The 
modification required in paragraph (e)(1) and (e)(2) of this AD 
terminates the repetitive inspection requirements of AD 2005-05-52.

------------------------------------------------------------------------
                                                       Repetitive Eddy
     Affected airplanes         Eddy current and     current and visual
                               visual inspections    inspection interval
------------------------------------------------------------------------
(1) For Model 414A            At whichever of the   Thereafter at
 airplanes, serial numbers     following occurs      intervals not to
 414A0001 through 414A0047     later:                exceed 100 hours
 and 414A0049 through          Upon          TIS.
 414A0200.                     accumulating 8,500
                               hours TIS on the
                               airplane;.
                               At the next
                               inspection that
                               would have been
                               required by
                               emergency AD 2005-
                               05-51 (required at
                               intervals not to
                               exceed 15 hours
                               TIS); or.
                               Within the
                               next 2 days after
                               the March 21, 2005
                               (the effective date
                               of AD 2005-05-52)
                               (2 days after
                               receipt for those
                               who received this
                               AD as an emergency
                               AD).
(2) For the following
 airplanes that have 15,000
 hours or more TIS or upon
 accumulating 15,000 hours
 TIS:
(i) All Model 402C airplanes
(ii) Model 414A airplanes,    At whichever of the   Thereafter at
 serial numbers 414A0201       following occurs      intervals not to
 through 414A1212.             later:                exceed 100 hours
                               Upon          TIS.
                               accumulating 15,000
                               hours TIS on the
                               airplane;.
                               At the next
                               inspection that
                               would have been
                               required by
                               emergency AD 2005-
                               05-51 (required at
                               intervals not to
                               exceed 15 hours
                               TIS); or.
                               Within the
                               next 2 days after
                               March 21, 2005 (the
                               effective date of
                               AD 2005-05-52) (2
                               days after receipt
                               for those who
                               received this AD as
                               an emergency AD).
------------------------------------------------------------------------

    (g) 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), (e)(2), and (f) of this AD.

[[Page 34329]]

    (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?

    (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, Mid-Continent Airport, Wichita, Kansas 67209; 
telephone: (316) 946-4125; facsimile: (316) 946-4107.

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: http://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 http://dms.dot.gov. The docket number is FAA-05-21177; 
Directorate Identifier 2005-CE-26-AD.

    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