Airworthiness Directives; Air Tractor, Inc. Airplanes, 8350-8358 [2014-03024]
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Federal Register / Vol. 79, No. 29 / Wednesday, February 12, 2014 / Proposed Rules
tkelley on DSK3SPTVN1PROD with PROPOSALS
To develop the NES, DOE calculates
annual energy consumption for the base
case and each standards case. DOE
calculates the annual energy
consumption in each year using per-unit
average annual energy use data
multiplied by projected shipments.
To develop the national NPV of
consumer benefits from potential
standards, DOE calculates annual
energy expenditures and annual product
expenditures for the base case and the
standards cases. DOE calculates total
annual energy expenditures using data
on annual energy consumption in each
case, forecasted average annual energy
prices, and shipment projections. The
difference each year between energy bill
savings and increased product
expenditures is the net savings or net
costs.
A key component of DOE’s estimates
of NES and NPV is the product energy
efficiency forecasted over time for the
base case and for each of the standards
cases. To project a base-case shipmentweighted efficiency (SWEF) trend for
each product class, DOE will consider
recent trends in efficiency and input
from stakeholders. To estimate the
impact that standards have in the year
compliance becomes required, in the
April 2009 Final Rule, DOE used a ‘‘rollup’’ scenario which assumes that
product efficiencies in the base case that
do not meet the standard level under
consideration would ‘‘roll up’’ to meet
the new standard level and product
shipments at efficiencies above the
standard level under consideration are
not affected. DOE intends to use the
same method for conducting the NIA for
this rulemaking.
Issue I.1 DOE seeks historical SWEF
data for cooking products by product
class. DOE also seeks historical market
share data showing the percentages of
product shipments by efficiency level.
J. Submission of Comments
DOE invites all interested parties to
submit in writing by March 14, 2014,
comments and information on matters
addressed in this notice and on other
matters relevant to DOE’s consideration
of new or amended energy
conservations standards for residential
conventional cooking products. After
the close of the comment period, DOE
will begin collecting data, conducting
the analyses, and reviewing the public
comments, as needed. These actions
will be taken to aid in the development
of a NOPR for residential conventional
cooking products if DOE decides to
amend the standards for such products.
DOE considers public participation to
be a very important part of the process
for developing test procedures and
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energy conservation standards. DOE
actively encourages the participation
and interaction of the public during the
comment period in each stage of the
rulemaking process. Interactions with
and between members of the public
provide a balanced discussion of the
issues and assist DOE in the rulemaking
process. Anyone who wishes to be
added to the DOE mailing list to receive
future notices and information about
this rulemaking should contact Ms.
Brenda Edwards at (202) 586–2945, or
via email at Brenda.Edwards@
ee.doe.gov.
Issued in Washington, DC, on February 6,
2014.
Kathleen B. Hogan,
Deputy Assistant Secretary for Energy
Efficiency, Energy Efficiency and Renewable
Energy.
[FR Doc. 2014–03086 Filed 2–11–14; 8:45 am]
BILLING CODE 6450–01–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2014–0077; Directorate
Identifier 2013–CE–021–AD]
RIN 2120–AA64
Airworthiness Directives; Air Tractor,
Inc. Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to supersede
Airworthiness Directive (AD) 2010–17–
18 R1, which applies to certain Air
Tractor, Inc. Models AT–802 and AT–
802A airplanes. AD 2010–17–18 R1
currently requires repetitively
inspecting (using the eddy current
method) the two outboard fastener holes
in both of the wing main spar lower
caps at the center splice joint for cracks;
repairing or replacing any cracked spar;
changing the safe life for certain serial
number ranges; and sending the
inspection results, only if cracks are
found, to the FAA. Since we issued AD
2010–17–18 R1, we have determined
that the safe life for the wing main spar
lower caps should apply to all AT–802
and AT–802A airplanes regardless of
configuration or operational use. This
proposed AD would retain all actions of
AD 2010–17–18 R1 and expand the
applicability to include all serial
numbers regardless of configuration or
operational use. We are proposing this
SUMMARY:
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AD to correct the unsafe condition on
these products.
DATES: We must receive comments on
this proposed AD by March 31, 2014.
ADDRESSES: You may send comments,
using the procedures found in 14 CFR
11.43 and 11.45, by any of the following
methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE.,
Washington, DC 20590.
• Hand Delivery: Deliver to Mail
address above between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
For service information identified in
this proposed AD, contact Air Tractor,
Inc., P.O. Box 485, Olney, Texas 76374;
telephone: (940) 564–5616; fax: (940)
564–5612; email:
airmail@airtractor.com; Internet:
www.airtractor.com. You may review
copies of the referenced service
information at the FAA, Small Airplane
Directorate, 901 Locust, Kansas City,
Missouri 64106. For information on the
availability of this material at the FAA,
call (816) 329–4148.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov by searching for
and locating it in Docket No. FAA–
2014–0077; or in person at the Docket
Management Facility between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays. The AD docket
contains this proposed AD, the
regulatory evaluation, any comments
received, and other information. The
street address for the Docket Office
(phone: (800) 647–5527) is in the
ADDRESSES section. Comments will be
available in the AD docket shortly after
receipt.
FOR FURTHER INFORMATION CONTACT:
Andrew McAnaul, Aerospace Engineer,
ASW–150 (c/o MIDO–43), 10100
Reunion Place, Suite 650, San Antonio,
Texas 78216; phone: (210) 308–3365;
fax: (210) 308–3370; email:
andrew.mcanaul@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposed AD. Send your comments
to an address listed under the
ADDRESSES section. Include ‘‘Docket No.
FAA–2014–0077; Directorate Identifier
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Federal Register / Vol. 79, No. 29 / Wednesday, February 12, 2014 / Proposed Rules
2013–CE–021–AD’’ at the beginning of
your comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of this proposed AD. We will
consider all comments received by the
closing date and may amend this
proposed AD because of those
comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact we receive
about this proposed AD.
Discussion
On December 16, 2010, we issued AD
2010–17–18 R1, Amendment 39–16552
(75 FR 82219, December 30, 2010) (‘‘AD
2010–17–18 R1’’), for certain Air Tractor
Models AT–802 and AT–802A
airplanes. AD 2010–17–18 R1 requires
repetitively inspecting (using the eddy
current method) the two outboard
fastener holes in both of the wing main
spar lower caps at the center splice joint
for cracks; repairing or replacing any
cracked spar; changing the safe life for
certain serial number ranges; and
sending the inspection results, only if
cracks are found, to the FAA.
AD 2010–17–18 R1 resulted from our
evaluation of a comment from David
Ligon, Air Tractor, and our
determination that we should reduce
the applicability from that already
required by AD 2010–17–18,
Amendment 39–16412 (75 FR 52255,
August 25, 2010) (‘‘AD 2010–17–18’’),
because the safe life limit already
existed through other regulatory
methods for airplanes equipped for
agricultural dispersal beginning with
serial number (SN) –0270.
Therefore, the Applicability section of
AD 2010–17–18 R1 was changed to SNs
–0001 through –0269 that are
certificated in any category and engaged
in agricultural dispersal operations. AD
2010–17–18 R1 included those airplanes
that had been converted from
firefighting to agricultural dispersal or
airplanes that convert between
firefighting and agricultural dispersal,
not equipped with the factory-supplied
computerized fire gate P/N 80540 and
not engaged in only full-time
firefighting.
We issued AD 2010–17–18 R1 to
detect and correct cracks in the wing
main spar lower cap at the center splice
joint, which could result in failure of
the spar cap and lead to wing separation
and loss of control.
Actions Since AD 2010–17–18 R1 Was
Issued
Since we issued AD 2010–17–18 R1,
we have further determined that we do
not have sufficient information to show
what, if any, fatigue development and
crack growth differences there are
between the different operating
environments. Airplanes without
agricultural dispersal equipment, used
in such operations as firefighting and
patrol, all share the same wing main
spar design and may develop the same
fatigue cracks that are addressed in AD
2010–17–18 R1. Since we do not have
information to determine that the
operating environments for the
agricultural, firefighting, and patrol
airplanes affect the wing fatigue life
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differently, we consider it appropriate to
treat all Models AT–802 and AT–802A
airplanes similar regardless of how the
airplane is configured or operated.
Relevant Service Information
Snow Engineering Co. has not issued
any new service information to address
the issue of this proposed AD. We retain
the incorporation by reference of all the
service information incorporated into
AD 2010–17–18 R1 into this proposed
AD. That service information describes
procedures for addressing the unsafe
condition.
FAA’s Determination
We are proposing this AD because we
evaluated all the relevant information
and determined the unsafe condition
described previously is likely to exist or
develop in other products of the same
type design.
Proposed AD Requirements
This proposed AD would retain all
requirements of AD 2010–17–18 R1 and
add airplanes to the Applicability
section as previously discussed.
Costs of Compliance
We estimate that this proposed AD
affects 154 airplanes of U.S. registry.
We estimate the following costs to
comply with this proposed AD.
However, the only difference in the
costs presented below and the costs
associated with AD 2010–17–18 R1 is
the proposed addition of 33 airplanes,
from 121 to 154, and the corresponding
costs associated with those 33 airplanes:
ESTIMATED COSTS
Action
Labor cost
Parts cost
Eddy current inspection ...
Spar cap replacement
(two spars).
$500 to $800 ...........................
495 work-hours × $85 per hour
= $42,075.
Not Applicable .................
$39,100 (two spars) ........
$500 to $800 ...................
$81,175 ...........................
Cost on U.S.
operators
Cost per product
We estimate the following costs to do
any necessary repairs/modifications that
would be required based on the results
of the proposed inspections. We have no
way of determining the number of
$77,000 to $123,200.
$12,500,950.
aircraft that might need these repairs/
modifications:
ON-CONDITION COSTS
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Action
Labor cost
Parts cost
Center splice plate installation ..............................
Extended splice block installation .........................
Cold-work lower spar cap fastener holes .............
185 work-hours × $85 per hour = $15,725 ..........
70 work-hours × $85 per hour = $5,950 ..............
16 work-hours × $85 per hour = $1,360 ..............
$4,300 ...........................
$3,200 ...........................
Not Applicable ...............
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Cost per
product
$20,025
9,150
1,360
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Federal Register / Vol. 79, No. 29 / Wednesday, February 12, 2014 / Proposed Rules
Paperwork Reduction Act
A federal agency may not conduct or
sponsor, and a person is not required to
respond to, nor shall a person be subject
to penalty for failure to comply with a
collection of information subject to the
requirements of the Paperwork
Reduction Act unless that collection of
information displays a current valid
OMB control number. The control
number for the collection of information
required by this proposed AD is 2120–
0056. The paperwork cost associated
with this proposed AD is detailed in the
Costs of Compliance section of this
document and includes time for
reviewing instructions, as well as
completing and reviewing the collection
of information. Therefore, all reporting
associated with this proposed AD is
mandatory. Comments concerning the
accuracy of this burden and suggestions
for reducing the burden should be
directed to the FAA at 800
Independence Ave. SW., Washington,
DC 20591, ATTN: Information
Collection Clearance Officer, AES–200.
(2) Is not a ‘‘significant rule’’ under
the DOT Regulatory Policies and
Procedures (44 FR 11034, February 26,
1979),
(3) Will not affect intrastate aviation
in Alaska, and
(4) Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 14 CFR part
39 as follows:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
section 106, describes the authority of
the FAA Administrator. Subtitle VII,
Aviation Programs, describes in more
detail the scope of the Agency’s
authority.
We are issuing this rulemaking under
the authority described in Subtitle VII,
Part A, Subpart III, section 44701,
‘‘General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this rulemaking
action.
tkelley on DSK3SPTVN1PROD with PROPOSALS
Regulatory Findings
We have determined that this
proposed AD would not have federalism
implications under Executive Order
13132. This proposed AD would not
have a substantial direct effect on the
States, on the relationship between the
national Government and the States, or
on the distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that the proposed regulation:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
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§ 39.13
[Amended]
2. The FAA amends § 39.13 by
removing Airworthiness Directive (AD)
2010–17–18 R1, Amendment 39–16552
(75 FR 82219, December 30, 2010), and
adding the following new AD:
■
Air Tractor, Inc.: Docket No. FAA–2014–
0077; Directorate Identifier 2013–CE–
021–AD.
(a) Comments Due Date
The FAA must receive comments on this
AD action by March 31, 2014.
(b) Affected ADs
This AD supersedes AD 2010–17–18 R1,
Amendment 39–16552 (75 FR 82219,
December 30, 2010) (‘‘AD 2010–17–18 R1’’).
(c) Applicability
This AD applies to Air Tractor, Inc. Models
AT–802 and AT–802A airplanes, all serial
numbers that are certificated in any category.
(d) Subject
Joint Aircraft System Component (JASC)/
Air Transport Association (ATA) of America
Code 57: Wings.
(e) Unsafe Condition
This AD was prompted by our
determination that there is a need to establish
a safe life for the wing main spar lower caps
on all airplanes regardless of configuration or
operational use. We are issuing this AD to
detect and correct cracks in the wing main
spar lower cap at the center splice joint,
which could result in failure of the spar cap
and lead to wing separation and loss of
control of the airplane.
(f) Compliance
Comply with this AD within the
compliance times specified in paragraphs (g)
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through (l) of this AD, including all
subparagraphs, unless already done
(compliance with AD 2010–17–18 R1).
(g) Actions for Airplanes Serial Numbers
(SNs)—0001 Through –0091
(1) Eddy current inspect the center splice
joint outboard two fastener holes in both the
left and right wing main spar lower caps for
cracks at the compliance times specified in
paragraphs (g)(1)(i) or (g)(1)(ii) of this AD. Do
the inspections following Snow Engineering
Co. Process Specification #197, page 1,
revised June 4, 2002; pages 2 through 4,
dated February 23, 2001; and page 5, dated
May 3, 2002.
(i) For airplanes previously affected by AD
2010–17–18 R1: Initially inspect upon
reaching 1,700 hours time-in-service (TIS) or
within the next 50 hours TIS after April 21,
2006 (the effective date retained from AD
2006–08–09, Amendment 39–14565 (71 FR
27794, May 12, 2006)), whichever occurs
later. Repetitively thereafter inspect at
intervals not to exceed 800 hours TIS unless
you installed the center splice plate and
extended 8-bolt splice blocks before
September 9, 2010 (the effective date retained
from AD 2010–17–18, Amendment 39–16412
(75 FR 52255, August 25, 2010)) (‘‘AD 2010–
17–18’’), then repetitively inspect following
the compliance times in table 1 of paragraph
(g)(5) of this AD.
(ii) For airplanes not previously affected by
AD 2010–17–18 R1: Initially inspect upon
reaching 1,700 hours TIS or within the next
50 hours TIS after the effective date of this
AD, whichever occurs later. Repetitively
thereafter inspect at intervals not to exceed
800 hours TIS unless you installed the center
splice plate and extended 8-bolt splice blocks
before the effective date of this AD, then
repetitively inspect following the compliance
times in table 2 of paragraph (g)(5) of this AD.
(2) If any cracks are found as a result of any
inspection required in paragraph (g)(1) of this
AD, before further flight after the inspection
where a crack was found, do the actions
specified in paragraphs (g)(2)(i) or (g)(2)(ii) of
this AD. If you repair your airplane following
paragraph (g)(2)(i) of this AD before the
airplane reaches a total of 3,200 hours TIS,
you must do the eddy current inspections
following the compliance times in table 1
and table 2 of paragraph (g)(5) of this AD, as
applicable. If you repair your airplane
following paragraph (g)(2)(i) of this AD at
3,200 hours TIS or after, this repair
terminates the repetitive inspections required
in this AD.
(i) For cracks that can be removed by
repair, install center splice plate, P/N 20997–
2, and extended 8-bolt splice blocks, P/N
20985–1/-2; cold-work the lower spar cap
fastener holes; and eddy current inspect the
center splice joint outboard two fastener
holes in both the left and right wing main
spar lower caps for cracks. This eddy current
inspection is required as part of the
modification and is separate from the
inspections required in paragraph (g)(1) of
this AD. Incorporating this repair
modification extends the safe life of the wing
main spar lower cap to a total of 8,000 hours
TIS. Do the repair following Snow
Engineering Co. Service Letter #284, dated
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Federal Register / Vol. 79, No. 29 / Wednesday, February 12, 2014 / Proposed Rules
October 4, 2009; Snow Engineering Co.
Process Specification #197, page 1, revised
June 4, 2002; pages 2 through 4, dated
February 23, 2001; and page 5, dated May 3,
2002; Snow Engineering Co. Drawing
Number 20995, Sheet 2, Rev. D., dated
November 25, 2005; and Snow Engineering
Co. Service Letter #240, dated September 30,
2004.
(ii) For cracks that cannot be repaired by
incorporating the repair modification
specified in paragraph (g)(2)(i) of this AD,
replace the lower spar caps and associated
parts listed following paragraph (g)(3) of this
AD.
(3) Replace the wing main spar lower caps,
the web plates, the center joint splice blocks
and hardware, and the wing attach angles
and hardware, and install the steel web
splice plate at whichever of the compliance
times specified in paragraphs (g)(3)(i),
(g)(3)(ii), or (g)(3)(iii) of this AD that occurs
first. If the wing main spar lower cap was
replaced with P/N 21118–1/-2, the new spar
safe life is 11,700 hours TIS. If the wing main
spar lower cap was replaced with P/N
21083–1/–2 before September 9, 2010 (the
effective date retained from AD 2010–17–18),
the safe life for that P/N spar cap is 8,000
hours TIS until the wing main spar lower cap
is replaced with P/N 21118–1/–2. This
replacement terminates the inspections
required in this AD. Do the replacement
following Snow Engineering Co. Service
Letter #284, dated October 4, 2009; Snow
Engineering Co. Service Letter #80GG,
revised December 21, 2005; and Snow
Engineering Co. Drawing Number 20975,
Sheet 4, Rev. A, dated January 7, 2009.
(i) For all airplanes: Before further flight
when cracks are found that cannot be
repaired by incorporating the repair
modification specified in paragraph (g)(2)(i)
of this AD.
(ii) For airplanes previously affected by AD
2010–17–18 R1: Before or when the airplane
reaches the wing main spar lower cap safe
life of a total of 4,100 hours TIS or within
the next 50 hours TIS after September 9, 2010
(the effective date retained from AD 2010–
17–18), whichever occurs later.
(iii) For airplanes not previously affected
by AD 2010–17–18 R1: Before or when the
airplane reaches the wing main spar lower
8353
cap safe life of a total of 4,100 hours TIS or
within the next 50 hours TIS after the
effective date of this AD, whichever occurs
later.
(4) To extend the initial 4,100-hour TIS
safe life of the wing main spar lower cap to
a total of 8,000 hours TIS, you may
incorporate the repair modification specified
in paragraph (g)(2)(i) of this AD between
3,200 hours TIS and 4,100 hours TIS. This
modification terminates the repetitive
inspections required in paragraphs (g)(1)(i)
and (g)(1)(ii) of this AD, unless you do the
modification before the airplane reaches a
total of 3,200 hours TIS to repair cracks.
(5) If you modified your airplane to repair
cracks before the airplane reached a total of
3,200 hours TIS, as required in paragraph
(g)(2)(i) of this AD, or you previously
modified your wing to extend the safe life but
did not cold work the lower spar cap fastener
holes, you must do the eddy current
inspections required in paragraph (g)(1) of
this AD following the compliance times
specified in table 1 or table 2 of paragraph
(g)(5) of this AD, as applicable.
TABLE 1 OF PARAGRAPH (g)(5)—MODIFIED AIRPLANES PREVIOUSLY AFFECTED BY AD 2010–17–18 R1 EDDY CURRENT
INSPECTION COMPLIANCE TIMES
Condition of the airplane
Initially inspect
Repetitively thereafter inspect at intervals not
to exceed
(i) If the airplane already has the center splice
plate and extended 8–bolt splice blocks installed at or after 3,200 hours TIS but the
fastener holes have not been cold worked.
You may cold work the fastener holes at any
time to terminate the repetitive inspection requirements of this paragraph.
When the airplane reaches a total of 2,400
hours TIS after the modification or within
the next 100 days after September 9, 2010
(the effective date retained from AD 2010–
17–18), whichever occurs later.
1,200 hours TIS until the 8,000 hours TIS
spar replacement time.
(ii) Before reaching 3,200 hours TIS, the airplane had the center splice plate and extended 8-bolt splice blocks already installed
but the fastener holes have not been cold
worked.
When the airplane reaches a total of 2,400
hours TIS after the modification or within
the next 100 days after September 9, 2010
(the effective date retained from AD 2010–
17–18), whichever occurs later.
1,200 hours TIS. Upon reaching 4,800 hours
TIS after the modification, repetitively thereafter inspect at intervals not to exceed 600
hours TIS until the 8,000 hours TIS spar replacement time.
(iii) Before reaching 3,200 hours TIS, the airplane had the center splice plate and extended 8-bolt splice blocks installed and the
fastener holes have been cold worked.
When the airplane reaches a total of 4,800
hours TIS after the modification or within
the next 100 days after September 9, 2010
(the effective date retained from AD 2010–
17–18), whichever occurs later.
600 hours TIS until the 8,000 hours TIS spar
replacement time.
TABLE 2 OF PARAGRAPH (g)(5)—MODIFIED AIRPLANES NOT PREVIOUSLY AFFECTED BY AD 2010–17–18 R1 EDDY
CURRENT INSPECTION COMPLIANCE TIMES
tkelley on DSK3SPTVN1PROD with PROPOSALS
Condition of the airplane
Initially inspect
Repetitively thereafter inspect at intervals not
to exceed
(i) If the airplane already has the center splice
plate and extended 8-bolt splice blocks installed at or after 3,200 hours TIS but the
fastener holes have not been cold worked.
You may cold work the fastener holes at any
time to terminate the repetitive inspection requirements of this paragraph.
When the airplane reaches a total of 2,400
hours TIS after the modification or within
the next 50 hours TIS after the effective
date of this AD, whichever occurs later.
1,200 hours TIS until the 8,000 hours TIS
spar replacement time.
(ii) Before reaching 3,200 hours TIS, the airplane had the center splice plate and extended 8-bolt splice blocks already installed
but the fastener holes have not been cold
worked.
When the airplane reaches a total of 2,400
hours TIS after the modification or within
the next 50 hours TIS after the effective
date of this AD, whichever occurs later.
1,200 hours TIS. Upon reaching 4,800 hours
TIS after the modification, repetitively thereafter inspect at intervals not to exceed 600
hours TIS until the 8,000 hours TIS spar replacement time.
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Federal Register / Vol. 79, No. 29 / Wednesday, February 12, 2014 / Proposed Rules
TABLE 2 OF PARAGRAPH (g)(5)—MODIFIED AIRPLANES NOT PREVIOUSLY AFFECTED BY AD 2010–17–18 R1 EDDY
CURRENT INSPECTION COMPLIANCE TIMES—Continued
Condition of the airplane
Initially inspect
Repetitively thereafter inspect at intervals not
to exceed
(iii) Before reaching 3,200 hours TIS, the airplane had the center splice plate and extended 8-bolt splice blocks installed and the
fastener holes have been cold worked.
When the airplane reaches a total of 4,800
hours TIS after the modification or within
the next 50 hours TIS after the effective
date of this AD), whichever occurs later.
600 hours TIS until the 8,000 hours TIS spar
replacement time.
Engineering Co. Service Letter #284, dated
October 4, 2009; Snow Engineering Co.
Process Specification #197, page 1, revised
June 4, 2002; pages 2 through 4, dated
February 23, 2001; and page 5, dated May 3,
2002; Snow Engineering Co. Service Letter
#281, dated August 1, 2009; and Snow
Engineering Co. Drawing Number 20995,
Sheet 3, dated November 25, 2005.
(ii) For cracks that cannot be repaired by
incorporating the repair modification
specified in paragraph (h)(2)(i) of this AD,
replace the lower spar caps and associated
parts listed following paragraph (h)(3) of this
AD.
(3) Replace the wing main spar lower caps,
the web plates, the center joint splice blocks
and hardware, and the wing attach angles
and hardware, and install the steel web
splice plate at whichever of the compliance
times specified in paragraphs (h)(3)(i),
(h)(3)(ii), or (h)(3)(iii) of this AD that occurs
first. If the wing main spar lower cap is
replaced with P/N 21118–1/–2, the new spar
safe life is 11,700 hours TIS. If the wing main
spar lower cap was replaced with P/N
21083–1/–2 before September 9, 2010 (the
effective date retained from AD 2010–17–18),
the safe life for that P/N spar cap is 8,000
hours TIS until the wing main spar lower cap
is replaced with P/N 21118–1/–2. This
replacement terminates the inspections
required in this AD. Do the replacement
following Snow Engineering Co. Service
Letter #284, dated October 4, 2009; Snow
Engineering Co. Service Letter #80GG,
revised December 21, 2005; and Snow
Engineering Co. Drawing Number 20975,
Sheet 4, Rev. A, dated January 7, 2009.
(i) For all airplanes: Before further flight
when cracks are found that cannot be
repaired by incorporating the modification
specified in paragraph (h)(2)(i) of this AD.
(ii) For airplanes previously affected by AD
2010–17–18 R1: Before or when the airplane
reaches the wing main spar lower cap safe
life of a total of 4,100 hours TIS or within
the next 50 hours TIS after September 9, 2010
(the effective date retained from AD 2010–
17–18), whichever occurs later.
(iii) For airplanes not previously affected
by AD 2010–17–18 R1: Before or when the
airplane reaches the wing main spar lower
cap safe life of a total of 4,100 hours TIS or
within the next 50 hours TIS after the
effective date of this AD, whichever occurs
later.
(4) To extend the initial 4,100-hour TIS
safe life of the wing main spar lower cap to
a total of 8,000 hours TIS, before the airplane
reaches a total of 4,100 hours TIS, as long as
no cracks are found during any inspection
required in paragraph (h)(1) of this AD,
install center splice plate, P/N 20994–2, if
not already installed as part of a repair; coldwork the lower spar cap fastener holes; and
eddy current inspect the center splice joint
outboard two fastener holes in both the left
and right wing main spar lower caps for
cracks. This eddy current inspection is
required as part of the modification and is
separate from the inspections required in
paragraph (h)(1) of this AD. After installing
P/N 20994–2, eddy current inspect the center
splice joint outboard two fastener holes in
both the left and right wing main spar lower
caps for cracks repetitively at intervals not to
exceed 2,000 hours TIS following the
procedures specified in paragraph (h)(1) of
this AD. Do the modification following Snow
Engineering Co. Service Letter #284, dated
October 4, 2009; Snow Engineering Co.
Process Specification #197, page 1, revised
June 4, 2002; pages 2 through 4, dated
February 23, 2001; and page 5, dated May 3,
2002; Snow Engineering Co. Drawing
Number 20975, Sheet 4, Rev. A., dated
January 7, 2009; and Snow Engineering Co.
Service Letter #245, dated April 25, 2005.
(i) For airplanes previously affected by AD
2010–17–18 R1: As of September 9, 2010 (the
effective date retained from AD 2010–17–18),
if you have already exceeded the 4,100-hour
TIS threshold for extending the safe life to
8,000 hours TIS, you may be eligible for an
alternative method of compliance following
paragraph (o) in this AD.
(ii) For airplanes not previously affected by
AD 2010–17–18 R1: As of the effective date
of this AD, if you have already exceeded the
4,100-hour TIS threshold for extending the
safe life to 8,000 hours TIS, you may be
eligible for an alternative method of
compliance following paragraph (o) in this
AD.
(5) If any cracks are found as a result of the
eddy current inspection required by
paragraph (h)(4) of this AD, do the actions
specified in paragraphs (h)(5)(i) or (h)(5)(ii) of
this AD.
(i) For cracks that can be removed by
repair, install the 9-bolt splice blocks, coldwork the lower spar cap fastener holes, and
eddy current inspect the center splice joint
outboard two fastener holes in both the left
and right wing main spar lower caps for
cracks. This eddy current inspection is
required as part of the modification and is
separate from the inspections required in
paragraph (h)(1) of this AD. Incorporating
this repair modification terminates the
repetitive inspections required in paragraph
(h)(4) of this AD. Do the repair following
Snow Engineering Co. Service Letter #284,
dated October 4, 2009; and Snow Engineering
Co. Process Specification #197, page 1,
tkelley on DSK3SPTVN1PROD with PROPOSALS
(6) If you find any cracks during any
inspection required by paragraph (g)(5) of
this AD, before further flight, replace the
lower spar caps and the associated parts
following the procedures identified in
paragraph (g)(3) of this AD.
(h) Actions for Airplanes SNs –0092 Through
–0101
(1) Eddy current inspect the center splice
joint outboard two fastener holes in both the
left and right wing main spar lower caps for
cracks at the compliance times specified in
paragraphs (h)(1)(i) or (h)(1)(ii) of this AD. Do
the inspections following Snow Engineering
Co. Service Letter #284, dated October 4,
2009; and Snow Engineering Co. Process
Specification #197, page 1, revised June 4,
2002; pages 2 through 4, dated February 23,
2001; and page 5, dated May 3, 2002.
(i) For airplanes previously affected by AD
2010–17–18 R1: Initially inspect upon
reaching 1,700 hours TIS or within the next
50 hours TIS after September 9, 2010 (the
effective date retained from AD 2010–17–18),
whichever occurs later. Repetitively
thereafter inspect at intervals not to exceed
800 hours TIS unless the center splice plate,
P/N 20994–2, is installed, then repetitively
inspect at intervals not to exceed 2,000 hours
TIS.
(ii) For airplanes not previously affected by
AD 2010–17–18 R1: Initially inspect upon
reaching 1,700 hours TIS or within the next
50 hours TIS after the effective date of this
AD, whichever occurs later. Repetitively
thereafter inspect at intervals not to exceed
800 hours TIS unless the center splice plate,
P/N 20994–2, is installed, then repetitively
inspect at intervals not to exceed 2,000 hours
TIS.
(2) If any cracks are found as a result of any
inspection required by paragraph (h)(1) of
this AD, before further flight after the
inspection where a crack was found, do the
actions specified in paragraphs (h)(2)(i) or
(h)(2)(ii) of this AD.
(i) For cracks that can be removed by
repair, install the 9-bolt splice blocks; coldwork the lower spar cap fastener holes;
install the center splice plate, P/N 20994–2,
if not already installed; and eddy current
inspect the center splice joint outboard two
fastener holes in both the left and right wing
main spar lower caps for cracks. This eddy
current inspection is required as part of the
repair and is separate from the inspections
required in paragraph (h)(1) of this AD.
Incorporating this repair modification
extends the safe life of the wing main spar
lower cap to a total of 8,000 hours TIS and
terminates the repetitive inspections required
in this AD. Do the repair following Snow
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Federal Register / Vol. 79, No. 29 / Wednesday, February 12, 2014 / Proposed Rules
revised June 4, 2002; pages 2 through 4,
dated February 23, 2001; and page 5, dated
May 3, 2002; Snow Engineering Co. Service
Letter #281, dated August 1, 2009; and Snow
Engineering Co. Drawing Number 20995,
Sheet 3, dated November 25, 2005.
(ii) For cracks that cannot be repaired by
incorporating the repair modification
specified in paragraph (h)(5)(i) of this AD,
replace the lower spar caps and associated
parts listed following paragraph (h)(3) of this
AD.
(i) Actions for Airplanes, SNs –0102 through
–0178
(1) Eddy current inspect the center splice
joint outboard two fastener holes in both the
left and right wing main spar lower caps for
cracks at the compliance times specified in
table 3 or table 4 of paragraph (i)(1) of this
8355
AD, as applicable. Do the inspections
following Snow Engineering Co. Process
Specification #197, page 1, revised June 4,
2002; pages 2 through 4, dated February 23,
2001; and page 5, dated May 3, 2002; Snow
Engineering Co. Service Letter #245 dated
April 25, 2005; Snow Engineering Co. Service
Letter #284, dated October 4, 2009.
TABLE 3 OF PARAGRAPH (i)(1)—MODIFIED AIRPLANES PREVIOUSLY AFFECTED BY AD 2010–17–18 R1 EDDY CURRENT
INSPECTION COMPLIANCE TIMES
Condition of the airplane
Initially inspect
Repetitively thereafter inspect at intervals not
to exceed
(i) If the center splice joint outboard two fastener holes in both the left and right wing
main spar lower caps have not been cold
worked.
When the airplane reaches a total of 5,500
hours TIS or within the next 50 hours TIS
after September 9, 2010 (the effective date
retained from AD 2010–17–18), whichever
occurs later.
1,100 hours TIS until the 8,000 hours TIS
spar replacement time.
(ii) If the center splice joint outboard two fas- When the airplane reaches a total of 5,500
tener holes in both the left and right wing
hours TIS or within the next 50 hours TIS
main spar lower caps have been cold worked.
after September 9, 2010 (the effective date
retained from AD 2010–17–18), whichever
occurs later.
2,200 hours TIS until the 8,000 hours TIS
spar replacement time.
TABLE 4 OF PARAGRAPH (i)(1)—MODIFIED AIRPLANES NOT PREVIOUSLY AFFECTED BY AD 2010–17–18 R1 EDDY
CURRENT INSPECTION COMPLIANCE TIMES
Condition of the airplane
Repetitively thereafter inspect at intervals not
to exceed
Initially inspect
tkelley on DSK3SPTVN1PROD with PROPOSALS
(i) If the center splice joint outboard two fas- When the airplane reaches a total of 5,500
tener holes in both the left and right wing
hours TIS or within the next 50 hours TIS
main spar lower caps have not been cold
after the effective date of this AD, whichworked.
ever occurs later.
(ii) If the center splice joint outboard two fas- When the airplane reaches a total of 5,500
tener holes in both the left and right wing
hours TIS or within the next 50 hours TIS
main spar lower caps have been cold worked.
after the effective date of this AD, whichever occurs later.
1,100 hours TIS until the 8,000 hours TIS
spar replacement time.
Engineering Co. Drawing Number 20995,
Sheet 3, dated November 25, 2005.
(ii) For cracks that cannot be repaired by
doing the actions specified in paragraph
(i)(3)(i) of this AD, replace the lower spar
caps and associated parts listed following
paragraph (i)(4) of this AD, including all
subparagraphs.
(4) Replace the wing main spar lower caps,
the web plates, the center joint splice blocks
and hardware, and the wing attach angles
and hardware, and install the steel web
splice plate at whichever of the compliance
times specified in paragraphs (i)(4)(i),
(i)(4)(ii), or (i)(4)(iii) of this AD that occurs
first. This replacement terminates the
inspections required in this AD, including all
subparagraphs. After this replacement the
new spar safe life is 11,700 hours TIS. Do the
replacement following Snow Engineering Co.
Service Letter #284, dated October 4, 2009;
Snow Engineering Co. Service Letter #80GG,
revised December 21, 2005; Snow
Engineering Co. Drawing Number 20975,
Sheet 4, Rev. A, dated January 7, 2009.
(i) For all airplanes: Before further flight
when cracks are found that cannot be
repaired by doing the actions specified in
paragraph (i)(3)(i) of this AD.
(ii) For airplanes previously affected by AD
2010–17–18 R1: Before or when the airplane
reaches the wing main spar lower cap safe
life of a total of 8,000 hours TIS or within
the next 50 hours TIS after September 9, 2010
(the effective date retained from AD 2010–
17–18), whichever occurs later.
(iii) For airplanes not previously affected
by AD 2010–17–18 R1: Before or when the
airplane reaches the wing main spar lower
cap safe life of a total of 8,000 hours TIS or
within the next 50 hours TIS after the
effective date of this AD, whichever occurs
later.
(2) If no cracks are found during the initial
inspections required in paragraph (i)(1) of
this AD, to use the longer repetitive
inspection intervals specified in table 3 and
table 4 of paragraph (i)(1) of this AD, as
applicable, you may do the optional coldworking of the lower spar cap fastener holes
following Snow Engineering Co. Service
Letter #245, dated April 25, 2005.
(3) If any cracks are found during any
inspection required in paragraph (i)(1) of this
AD, before further flight after the inspection
where a crack is found, do the actions
specified in paragraphs (i)(3)(i) or (i)(3)(ii) of
this AD.
(i) For cracks that can be removed by
repair, install the 9-bolt splice blocks, coldwork the lower spar cap fastener holes, and
eddy current inspect the center splice joint
outboard two fastener holes in both the left
and right wing main spar lower caps for
cracks. This eddy current inspection is
required as part of the repair modification
and is separate from the inspections required
in paragraph (i)(1) of this AD. This
modification terminates the repetitive
inspections required in this AD. Do the repair
following Snow Engineering Co. Service
Letter #281, dated August 1, 2009; and Snow
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2,200 hours TIS until the 8,000 hours TIS
spar replacement time.
(j) Actions for Airplanes SNs –0179 Through
–0269
Replace the wing main spar lower caps, the
web plates, the center joint splice blocks and
hardware, and the wing attach angles and
hardware, and install the steel web splice
plate at the compliance times specified in
paragraphs (j)(1) or (j)(2) of this AD. Do the
replacement following Snow Engineering Co.
Service Letter #284, dated October 4, 2009;
Snow Engineering Co. Service Letter #80GG,
revised December 21, 2005; and Snow
Engineering Co. Drawing Number 20975,
Sheet 4, Rev. A, dated January 7, 2009. After
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8356
Federal Register / Vol. 79, No. 29 / Wednesday, February 12, 2014 / Proposed Rules
tkelley on DSK3SPTVN1PROD with PROPOSALS
this replacement the new spar safe life is
11,700 hours TIS.
(1) For airplanes previously affected by AD
2010–17–18 R1: Unless already done
(compliance with AD 2010–17–18 R1), by the
8,000-hour TIS safe life, or within the next
50 hours TIS after September 9, 2010 (the
effective date retained from AD 2010–17–18),
whichever occurs later.
(2) For airplanes not previously affected by
AD 2010–17–18 R1: Unless already done, by
the 8,000-hour TIS safe life, or within the
next 50 hours TIS after the effective date of
this AD, whichever occurs later.
VerDate Mar<15>2010
16:19 Feb 11, 2014
Jkt 232001
(k) Actions for Airplanes S/Ns –0270 and
Subsequent Not Affected by AD 2010–17–18
(1) As of the effective date of this AD, this
action establishes the safe life for the wing
main spar to be 11,700 hours TIS.
(2) Upon reaching the 11,700-hour TIS safe
life or within the next 50 hours TIS after the
effective date of this AD, whichever occurs
later, replace the wing main spar lower caps,
the web plates, the center joint splice blocks
and hardware, and the wing attach angles
and hardware, and install the steel web
splice plate. After this replacement the
subsequent new spar safe life is 11,700 hours
TIS. Do the replacement following Snow
Engineering Co. Service Letter #284, dated
PO 00000
Frm 00030
Fmt 4702
Sfmt 4702
October 4, 2009; Snow Engineering Co.
Service Letter #80GG, revised December 21,
2005; and Snow Engineering Co. Drawing
Number 20975, Sheet 4, Rev. A, dated
January 7, 2009.
(l) Reporting Requirement for All Airplanes
Report any crack from any inspection
required in paragraphs (g) through (i) of this
AD within 30 days after the cracks are found
on the form in Figure 1 of this AD. Send your
report to Andrew McAnaul, Aerospace
Engineer, ASW–150 (c/o MIDO–43), 10100
Reunion Place, Suite 650, San Antonio,
Texas 78216; phone: (210) 308–3365; fax:
(210) 308–3370.
E:\FR\FM\12FEP1.SGM
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(m) Special Flight Permit
Special flight permits are permitted with
the following limitations:
(1) Only operate in day visual flight rules
(VFR).
(2) Ensure that the hopper is empty.
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(3) Limit airspeed to 135 miles per hour
(mph) indicated airspeed (IAS).
(4) Avoid any unnecessary g-forces.
(5) Avoid areas of turbulence.
(6) Plan the flight to follow the most direct
route.
PO 00000
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8357
(n) Paperwork Reduction Act Burden
Statement
A federal agency may not conduct or
sponsor, and a person is not required to
respond to, nor shall a person be subject to
a penalty for failure to comply with a
collection of information subject to the
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EP12FE14.000</GPH>
tkelley on DSK3SPTVN1PROD with PROPOSALS
Federal Register / Vol. 79, No. 29 / Wednesday, February 12, 2014 / Proposed Rules
8358
Federal Register / Vol. 79, No. 29 / Wednesday, February 12, 2014 / Proposed Rules
requirements of the Paperwork Reduction
Act unless that collection of information
displays a current valid OMB Control
Number. The OMB Control Number for this
information collection is 2120–0056. Public
reporting for this collection of information is
estimated to be approximately 5 minutes per
response, including the time for reviewing
instructions, completing and reviewing the
collection of information. All responses to
this collection of information are mandatory.
Comments concerning the accuracy of this
burden and suggestions for reducing the
burden should be directed to the FAA at: 800
Independence Ave. SW., Washington, DC
20591, Attn: Information Collection
Clearance Officer, AES–200.
DEPARTMENT OF TRANSPORTATION
(o) Alternative Methods of Compliance
(AMOCs)
SUMMARY:
(1) The Manager, Fort Worth Airplane
Certification Office, FAA, has the authority to
approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19.
In accordance with 14 CFR 39.19, send your
request to your principal inspector or local
Flight Standards District Office, as
appropriate. If sending information directly
to the manager of the ACO, send it to the
attention of the person identified in
paragraph (p) of this AD.
(2) Before using any approved AMOC,
notify your appropriate principal inspector,
or lacking a principal inspector, the manager
of the local flight standards district office/
certificate holding district office.
(3) AMOCs approved for AD 2010–17–18
are approved as AMOCs for this AD.
(p) Related Information
tkelley on DSK3SPTVN1PROD with PROPOSALS
(1) For more information about this AD,
contact Andrew McAnaul, Aerospace
Engineer, ASW–150 (c/o MIDO–43), 10100
Reunion Place, Suite 650, San Antonio,
Texas 78216; phone: (210) 308–3365; fax:
(210) 308–3370; email: andrew.mcanaul@
faa.gov.
(2) For service information identified in
this AD, contact Air Tractor, Inc., P.O. Box
485, Olney, Texas 76374; telephone: (940)
564–5616; fax: (940) 564–5612; email:
airmail@airtractor.com; Internet:
www.airtractor.com. You may review copies
of the referenced service information at the
FAA, Small Airplane Directorate, 901 Locust,
Kansas City, Missouri 64106. For information
on the availability of this material at the
FAA, call 816–329–4148.
Issued in Kansas City, Missouri, on
February 5, 2014.
Earl Lawrence,
Manager, Small Airplane Directorate, Aircraft
Certification Service.
[FR Doc. 2014–03024 Filed 2–11–14; 8:45 am]
BILLING CODE 4910–13–P
VerDate Mar<15>2010
16:19 Feb 11, 2014
Jkt 232001
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2014–0070; Directorate
Identifier 2011–SW–062–AD]
RIN 2120–AA64
Airworthiness Directives; Bell
Helicopter Textron Canada Helicopters
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to adopt a new
airworthiness directive (AD) for Bell
Helicopter Textron Canada (BHTC)
Model 407 helicopters. This proposed
AD would require inspecting the aft
fuselage upper skin (upper skin) for a
crack and the upper left longeron
assembly (longeron assembly) for a
crack, corrosion, or defect. This AD
would require replacing or repairing a
part or section, depending on the
inspection’s outcome. This proposed
AD is prompted by reports of cracks in
the upper left-hand longeron. The
proposed actions are intended to
prevent failure of the longeron assembly
or the upper skin, which could lead to
a structural failure and loss of helicopter
control.
DATES: We must receive comments on
this proposed AD by April 14, 2014.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Docket: Go to
https://www.regulations.gov. Follow the
online instructions for sending your
comments electronically.
• Fax: 202–493–2251.
• Mail: Send comments to the U.S.
Department of Transportation, Docket
Operations, M–30, West Building
Ground Floor, Room W12–140, 1200
New Jersey Avenue SE., Washington,
DC 20590–0001.
• Hand Delivery: Deliver to the
‘‘Mail’’ address between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov or in person at the
Docket Operations Office between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The AD
docket contains this proposed AD, the
foreign authority’s AD, the economic
evaluation, any comments received, and
other information. The street address for
the Docket Operations Office (telephone
PO 00000
Frm 00032
Fmt 4702
Sfmt 4702
800–647–5527) is in the ADDRESSES
section. Comments will be available in
the AD docket shortly after receipt.
For service information identified in
this proposed AD, contact Bell
Helicopter Textron Canada Limited,
12,800 Rue de l’Avenir, Mirabel, Quebec
J7J1R4; telephone (450) 437–2862 or
(800) 363–8023; fax (450) 433–0272; or
at https://www.bellcustomer.com/files/.
You may review the referenced service
information at the FAA, Office of the
Regional Counsel, Southwest Region,
2601 Meacham Blvd., Room 663, Fort
Worth, Texas 76137.
FOR FURTHER INFORMATION CONTACT:
Sharon Miles, Aviation Safety Engineer,
Regulations and Policy Group,
Rotorcraft Directorate, FAA, 2601
Meacham Blvd., Fort Worth, Texas
76137; telephone (817) 222–5110; email
sharon.y.miles@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to participate in this
rulemaking by submitting written
comments, data, or views. We also
invite comments relating to the
economic, environmental, energy, or
federalism impacts that might result
from adopting the proposals in this
document. The most helpful comments
reference a specific portion of the
proposal, explain the reason for any
recommended change, and include
supporting data. To ensure the docket
does not contain duplicate comments,
commenters should send only one copy
of written comments, or if comments are
filed electronically, commenters should
submit only one time.
We will file in the docket all
comments that we receive, as well as a
report summarizing each substantive
public contact with FAA personnel
concerning this proposed rulemaking.
Before acting on this proposal, we will
consider all comments we receive on or
before the closing date for comments.
We will consider comments filed after
the comment period has closed if it is
possible to do so without incurring
expense or delay. We may change this
proposal in light of the comments we
receive.
Discussion
Transport Canada Civil Aviation
(TCCA), which is the aviation authority
for Canada, has issued Canadian AD No.
CF–2011–42, dated November 9, 2011,
to correct an unsafe condition for
certain BHTC Model 407 helicopters.
TCCA advises that longeron assemblies,
part numbers (P/Ns) 206–031–314–037,
206–031–314–177, and 206–031–314–
219B, installed on helicopters with
E:\FR\FM\12FEP1.SGM
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]]>Agencies
[Federal Register Volume 79, Number 29 (Wednesday, February 12, 2014)]
[Proposed Rules]
[Pages 8350-8358]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-03024]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2014-0077; Directorate Identifier 2013-CE-021-AD]
RIN 2120-AA64
Airworthiness Directives; Air Tractor, Inc. Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: We propose to supersede Airworthiness Directive (AD) 2010-17-
18 R1, which applies to certain Air Tractor, Inc. Models AT-802 and AT-
802A airplanes. AD 2010-17-18 R1 currently requires repetitively
inspecting (using the eddy current method) the two outboard fastener
holes in both of the wing main spar lower caps at the center splice
joint for cracks; repairing or replacing any cracked spar; changing the
safe life for certain serial number ranges; and sending the inspection
results, only if cracks are found, to the FAA. Since we issued AD 2010-
17-18 R1, we have determined that the safe life for the wing main spar
lower caps should apply to all AT-802 and AT-802A airplanes regardless
of configuration or operational use. This proposed AD would retain all
actions of AD 2010-17-18 R1 and expand the applicability to include all
serial numbers regardless of configuration or operational use. We are
proposing this AD to correct the unsafe condition on these products.
DATES: We must receive comments on this proposed AD by March 31, 2014.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC 20590.
Hand Delivery: Deliver to Mail address above between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
For service information identified in this proposed AD, contact Air
Tractor, Inc., P.O. Box 485, Olney, Texas 76374; telephone: (940) 564-
5616; fax: (940) 564-5612; email: airmail@airtractor.com; Internet:
www.airtractor.com. You may review copies of the referenced service
information at the FAA, Small Airplane Directorate, 901 Locust, Kansas
City, Missouri 64106. For information on the availability of this
material at the FAA, call (816) 329-4148.
Examining the AD Docket
You may examine the AD docket on the Internet at https://www.regulations.gov by searching for and locating it in Docket No. FAA-
2014-0077; or in person at the Docket Management Facility between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD
docket contains this proposed AD, the regulatory evaluation, any
comments received, and other information. The street address for the
Docket Office (phone: (800) 647-5527) is in the ADDRESSES section.
Comments will be available in the AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT: Andrew McAnaul, Aerospace Engineer,
ASW-150 (c/o MIDO-43), 10100 Reunion Place, Suite 650, San Antonio,
Texas 78216; phone: (210) 308-3365; fax: (210) 308-3370; email:
andrew.mcanaul@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2014-0077;
Directorate Identifier
[[Page 8351]]
2013-CE-021-AD'' at the beginning of your comments. We specifically
invite comments on the overall regulatory, economic, environmental, and
energy aspects of this proposed AD. We will consider all comments
received by the closing date and may amend this proposed AD because of
those comments.
We will post all comments we receive, without change, to https://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.
Discussion
On December 16, 2010, we issued AD 2010-17-18 R1, Amendment 39-
16552 (75 FR 82219, December 30, 2010) (``AD 2010-17-18 R1''), for
certain Air Tractor Models AT-802 and AT-802A airplanes. AD 2010-17-18
R1 requires repetitively inspecting (using the eddy current method) the
two outboard fastener holes in both of the wing main spar lower caps at
the center splice joint for cracks; repairing or replacing any cracked
spar; changing the safe life for certain serial number ranges; and
sending the inspection results, only if cracks are found, to the FAA.
AD 2010-17-18 R1 resulted from our evaluation of a comment from
David Ligon, Air Tractor, and our determination that we should reduce
the applicability from that already required by AD 2010-17-18,
Amendment 39-16412 (75 FR 52255, August 25, 2010) (``AD 2010-17-18''),
because the safe life limit already existed through other regulatory
methods for airplanes equipped for agricultural dispersal beginning
with serial number (SN) -0270.
Therefore, the Applicability section of AD 2010-17-18 R1 was
changed to SNs -0001 through -0269 that are certificated in any
category and engaged in agricultural dispersal operations. AD 2010-17-
18 R1 included those airplanes that had been converted from
firefighting to agricultural dispersal or airplanes that convert
between firefighting and agricultural dispersal, not equipped with the
factory-supplied computerized fire gate P/N 80540 and not engaged in
only full-time firefighting.
We issued AD 2010-17-18 R1 to detect and correct cracks in the wing
main spar lower cap at the center splice joint, which could result in
failure of the spar cap and lead to wing separation and loss of
control.
Actions Since AD 2010-17-18 R1 Was Issued
Since we issued AD 2010-17-18 R1, we have further determined that
we do not have sufficient information to show what, if any, fatigue
development and crack growth differences there are between the
different operating environments. Airplanes without agricultural
dispersal equipment, used in such operations as firefighting and
patrol, all share the same wing main spar design and may develop the
same fatigue cracks that are addressed in AD 2010-17-18 R1. Since we do
not have information to determine that the operating environments for
the agricultural, firefighting, and patrol airplanes affect the wing
fatigue life differently, we consider it appropriate to treat all
Models AT-802 and AT-802A airplanes similar regardless of how the
airplane is configured or operated.
Relevant Service Information
Snow Engineering Co. has not issued any new service information to
address the issue of this proposed AD. We retain the incorporation by
reference of all the service information incorporated into AD 2010-17-
18 R1 into this proposed AD. That service information describes
procedures for addressing the unsafe condition.
FAA's Determination
We are proposing this AD because we evaluated all the relevant
information and determined the unsafe condition described previously is
likely to exist or develop in other products of the same type design.
Proposed AD Requirements
This proposed AD would retain all requirements of AD 2010-17-18 R1
and add airplanes to the Applicability section as previously discussed.
Costs of Compliance
We estimate that this proposed AD affects 154 airplanes of U.S.
registry.
We estimate the following costs to comply with this proposed AD.
However, the only difference in the costs presented below and the costs
associated with AD 2010-17-18 R1 is the proposed addition of 33
airplanes, from 121 to 154, and the corresponding costs associated with
those 33 airplanes:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost on U.S.
Action Labor cost Parts cost Cost per product operators
----------------------------------------------------------------------------------------------------------------
Eddy current inspection......... $500 to $800...... Not Applicable.... $500 to $800...... $77,000 to
$123,200.
Spar cap replacement (two spars) 495 work-hours x $39,100 (two $81,175........... $12,500,950.
$85 per hour = spars).
$42,075.
----------------------------------------------------------------------------------------------------------------
We estimate the following costs to do any necessary repairs/
modifications that would be required based on the results of the
proposed inspections. We have no way of determining the number of
aircraft that might need these repairs/modifications:
On-Condition Costs
----------------------------------------------------------------------------------------------------------------
Cost per
Action Labor cost Parts cost product
----------------------------------------------------------------------------------------------------------------
Center splice plate installation...... 185 work-hours x $85 per hour $4,300.................. $20,025
= $15,725.
Extended splice block installation.... 70 work-hours x $85 per hour = $3,200.................. 9,150
$5,950.
Cold-work lower spar cap fastener 16 work-hours x $85 per hour = Not Applicable.......... 1,360
holes. $1,360.
----------------------------------------------------------------------------------------------------------------
[[Page 8352]]
Paperwork Reduction Act
A federal agency may not conduct or sponsor, and a person is not
required to respond to, nor shall a person be subject to penalty for
failure to comply with a collection of information subject to the
requirements of the Paperwork Reduction Act unless that collection of
information displays a current valid OMB control number. The control
number for the collection of information required by this proposed AD
is 2120-0056. The paperwork cost associated with this proposed AD is
detailed in the Costs of Compliance section of this document and
includes time for reviewing instructions, as well as completing and
reviewing the collection of information. Therefore, all reporting
associated with this proposed AD is mandatory. Comments concerning the
accuracy of this burden and suggestions for reducing the burden should
be directed to the FAA at 800 Independence Ave. SW., Washington, DC
20591, ATTN: Information Collection Clearance Officer, AES-200.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We have determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would not
have a substantial direct effect on the States, on the relationship
between the national Government and the States, or on the distribution
of power and responsibilities among the various levels of government.
For the reasons discussed above, I certify that the proposed
regulation:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979),
(3) Will not affect intrastate aviation in Alaska, and
(4) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 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)
2010-17-18 R1, Amendment 39-16552 (75 FR 82219, December 30, 2010), and
adding the following new AD:
Air Tractor, Inc.: Docket No. FAA-2014-0077; Directorate Identifier
2013-CE-021-AD.
(a) Comments Due Date
The FAA must receive comments on this AD action by March 31,
2014.
(b) Affected ADs
This AD supersedes AD 2010-17-18 R1, Amendment 39-16552 (75 FR
82219, December 30, 2010) (``AD 2010-17-18 R1'').
(c) Applicability
This AD applies to Air Tractor, Inc. Models AT-802 and AT-802A
airplanes, all serial numbers that are certificated in any category.
(d) Subject
Joint Aircraft System Component (JASC)/Air Transport Association
(ATA) of America Code 57: Wings.
(e) Unsafe Condition
This AD was prompted by our determination that there is a need
to establish a safe life for the wing main spar lower caps on all
airplanes regardless of configuration or operational use. We are
issuing this AD to detect and correct cracks in the wing main spar
lower cap at the center splice joint, which could result in failure
of the spar cap and lead to wing separation and loss of control of
the airplane.
(f) Compliance
Comply with this AD within the compliance times specified in
paragraphs (g) through (l) of this AD, including all subparagraphs,
unless already done (compliance with AD 2010-17-18 R1).
(g) Actions for Airplanes Serial Numbers (SNs)--0001 Through -0091
(1) Eddy current inspect the center splice joint outboard two
fastener holes in both the left and right wing main spar lower caps
for cracks at the compliance times specified in paragraphs (g)(1)(i)
or (g)(1)(ii) of this AD. Do the inspections following Snow
Engineering Co. Process Specification 197, page 1, revised
June 4, 2002; pages 2 through 4, dated February 23, 2001; and page
5, dated May 3, 2002.
(i) For airplanes previously affected by AD 2010-17-18 R1:
Initially inspect upon reaching 1,700 hours time-in-service (TIS) or
within the next 50 hours TIS after April 21, 2006 (the effective
date retained from AD 2006-08-09, Amendment 39-14565 (71 FR 27794,
May 12, 2006)), whichever occurs later. Repetitively thereafter
inspect at intervals not to exceed 800 hours TIS unless you
installed the center splice plate and extended 8-bolt splice blocks
before September 9, 2010 (the effective date retained from AD 2010-
17-18, Amendment 39-16412 (75 FR 52255, August 25, 2010)) (``AD
2010-17-18''), then repetitively inspect following the compliance
times in table 1 of paragraph (g)(5) of this AD.
(ii) For airplanes not previously affected by AD 2010-17-18 R1:
Initially inspect upon reaching 1,700 hours TIS or within the next
50 hours TIS after the effective date of this AD, whichever occurs
later. Repetitively thereafter inspect at intervals not to exceed
800 hours TIS unless you installed the center splice plate and
extended 8-bolt splice blocks before the effective date of this AD,
then repetitively inspect following the compliance times in table 2
of paragraph (g)(5) of this AD.
(2) If any cracks are found as a result of any inspection
required in paragraph (g)(1) of this AD, before further flight after
the inspection where a crack was found, do the actions specified in
paragraphs (g)(2)(i) or (g)(2)(ii) of this AD. If you repair your
airplane following paragraph (g)(2)(i) of this AD before the
airplane reaches a total of 3,200 hours TIS, you must do the eddy
current inspections following the compliance times in table 1 and
table 2 of paragraph (g)(5) of this AD, as applicable. If you repair
your airplane following paragraph (g)(2)(i) of this AD at 3,200
hours TIS or after, this repair terminates the repetitive
inspections required in this AD.
(i) For cracks that can be removed by repair, install center
splice plate, P/N 20997-2, and extended 8-bolt splice blocks, P/N
20985-1/-2; cold-work the lower spar cap fastener holes; and eddy
current inspect the center splice joint outboard two fastener holes
in both the left and right wing main spar lower caps for cracks.
This eddy current inspection is required as part of the modification
and is separate from the inspections required in paragraph (g)(1) of
this AD. Incorporating this repair modification extends the safe
life of the wing main spar lower cap to a total of 8,000 hours TIS.
Do the repair following Snow Engineering Co. Service Letter
284, dated
[[Page 8353]]
October 4, 2009; Snow Engineering Co. Process Specification
197, page 1, revised June 4, 2002; pages 2 through 4, dated
February 23, 2001; and page 5, dated May 3, 2002; Snow Engineering
Co. Drawing Number 20995, Sheet 2, Rev. D., dated November 25, 2005;
and Snow Engineering Co. Service Letter 240, dated
September 30, 2004.
(ii) For cracks that cannot be repaired by incorporating the
repair modification specified in paragraph (g)(2)(i) of this AD,
replace the lower spar caps and associated parts listed following
paragraph (g)(3) of this AD.
(3) Replace the wing main spar lower caps, the web plates, the
center joint splice blocks and hardware, and the wing attach angles
and hardware, and install the steel web splice plate at whichever of
the compliance times specified in paragraphs (g)(3)(i), (g)(3)(ii),
or (g)(3)(iii) of this AD that occurs first. If the wing main spar
lower cap was replaced with P/N 21118-1/-2, the new spar safe life
is 11,700 hours TIS. If the wing main spar lower cap was replaced
with P/N 21083-1/-2 before September 9, 2010 (the effective date
retained from AD 2010-17-18), the safe life for that P/N spar cap is
8,000 hours TIS until the wing main spar lower cap is replaced with
P/N 21118-1/-2. This replacement terminates the inspections required
in this AD. Do the replacement following Snow Engineering Co.
Service Letter 284, dated October 4, 2009; Snow Engineering
Co. Service Letter 80GG, revised December 21, 2005; and
Snow Engineering Co. Drawing Number 20975, Sheet 4, Rev. A, dated
January 7, 2009.
(i) For all airplanes: Before further flight when cracks are
found that cannot be repaired by incorporating the repair
modification specified in paragraph (g)(2)(i) of this AD.
(ii) For airplanes previously affected by AD 2010-17-18 R1:
Before or when the airplane reaches the wing main spar lower cap
safe life of a total of 4,100 hours TIS or within the next 50 hours
TIS after September 9, 2010 (the effective date retained from AD
2010-17-18), whichever occurs later.
(iii) For airplanes not previously affected by AD 2010-17-18 R1:
Before or when the airplane reaches the wing main spar lower cap
safe life of a total of 4,100 hours TIS or within the next 50 hours
TIS after the effective date of this AD, whichever occurs later.
(4) To extend the initial 4,100-hour TIS safe life of the wing
main spar lower cap to a total of 8,000 hours TIS, you may
incorporate the repair modification specified in paragraph (g)(2)(i)
of this AD between 3,200 hours TIS and 4,100 hours TIS. This
modification terminates the repetitive inspections required in
paragraphs (g)(1)(i) and (g)(1)(ii) of this AD, unless you do the
modification before the airplane reaches a total of 3,200 hours TIS
to repair cracks.
(5) If you modified your airplane to repair cracks before the
airplane reached a total of 3,200 hours TIS, as required in
paragraph (g)(2)(i) of this AD, or you previously modified your wing
to extend the safe life but did not cold work the lower spar cap
fastener holes, you must do the eddy current inspections required in
paragraph (g)(1) of this AD following the compliance times specified
in table 1 or table 2 of paragraph (g)(5) of this AD, as applicable.
Table 1 of Paragraph (g)(5)--Modified Airplanes Previously Affected by
AD 2010-17-18 R1 Eddy Current Inspection Compliance Times
------------------------------------------------------------------------
Repetitively
thereafter inspect
Condition of the airplane Initially inspect at intervals not to
exceed
------------------------------------------------------------------------
(i) If the airplane already When the airplane 1,200 hours TIS
has the center splice plate reaches a total of until the 8,000
and extended 8-bolt splice 2,400 hours TIS hours TIS spar
blocks installed at or after the replacement time.
after 3,200 hours TIS but modification or
the fastener holes have not within the next 100
been cold worked. You may days after
cold work the fastener September 9, 2010
holes at any time to (the effective date
terminate the repetitive retained from AD
inspection requirements of 2010-17-18),
this paragraph. whichever occurs
later.
------------------------------------------------------------------------
(ii) Before reaching 3,200 When the airplane 1,200 hours TIS.
hours TIS, the airplane had reaches a total of Upon reaching 4,800
the center splice plate and 2,400 hours TIS hours TIS after the
extended 8-bolt splice after the modification,
blocks already installed modification or repetitively
but the fastener holes have within the next 100 thereafter inspect
not been cold worked. days after at intervals not to
September 9, 2010 exceed 600 hours
(the effective date TIS until the 8,000
retained from AD hours TIS spar
2010-17-18), replacement time.
whichever occurs
later.
------------------------------------------------------------------------
(iii) Before reaching 3,200 When the airplane 600 hours TIS until
hours TIS, the airplane had reaches a total of the 8,000 hours TIS
the center splice plate and 4,800 hours TIS spar replacement
extended 8-bolt splice after the time.
blocks installed and the modification or
fastener holes have been within the next 100
cold worked. days after
September 9, 2010
(the effective date
retained from AD
2010-17-18),
whichever occurs
later.
------------------------------------------------------------------------
Table 2 of Paragraph (g)(5)--Modified Airplanes Not Previously Affected
by AD 2010-17-18 R1 Eddy Current Inspection Compliance Times
------------------------------------------------------------------------
Repetitively
thereafter inspect
Condition of the airplane Initially inspect at intervals not to
exceed
------------------------------------------------------------------------
(i) If the airplane already When the airplane 1,200 hours TIS
has the center splice plate reaches a total of until the 8,000
and extended 8[dash]bolt 2,400 hours TIS hours TIS spar
splice blocks installed at after the replacement time.
or after 3,200 hours TIS modification or
but the fastener holes have within the next 50
not been cold worked. You hours TIS after the
may cold work the fastener effective date of
holes at any time to this AD, whichever
terminate the repetitive occurs later.
inspection requirements of
this paragraph.
------------------------------------------------------------------------
(ii) Before reaching 3,200 When the airplane 1,200 hours TIS.
hours TIS, the airplane had reaches a total of Upon reaching 4,800
the center splice plate and 2,400 hours TIS hours TIS after the
extended 8-bolt splice after the modification,
blocks already installed modification or repetitively
but the fastener holes have within the next 50 thereafter inspect
not been cold worked. hours TIS after the at intervals not to
effective date of exceed 600 hours
this AD, whichever TIS until the 8,000
occurs later. hours TIS spar
replacement time.
------------------------------------------------------------------------
[[Page 8354]]
(iii) Before reaching 3,200 When the airplane 600 hours TIS until
hours TIS, the airplane had reaches a total of the 8,000 hours TIS
the center splice plate and 4,800 hours TIS spar replacement
extended 8-bolt splice after the time.
blocks installed and the modification or
fastener holes have been within the next 50
cold worked. hours TIS after the
effective date of
this AD), whichever
occurs later.
------------------------------------------------------------------------
(6) If you find any cracks during any inspection required by
paragraph (g)(5) of this AD, before further flight, replace the
lower spar caps and the associated parts following the procedures
identified in paragraph (g)(3) of this AD.
(h) Actions for Airplanes SNs -0092 Through -0101
(1) Eddy current inspect the center splice joint outboard two
fastener holes in both the left and right wing main spar lower caps
for cracks at the compliance times specified in paragraphs (h)(1)(i)
or (h)(1)(ii) of this AD. Do the inspections following Snow
Engineering Co. Service Letter 284, dated October 4, 2009;
and Snow Engineering Co. Process Specification 197, page 1,
revised June 4, 2002; pages 2 through 4, dated February 23, 2001;
and page 5, dated May 3, 2002.
(i) For airplanes previously affected by AD 2010-17-18 R1:
Initially inspect upon reaching 1,700 hours TIS or within the next
50 hours TIS after September 9, 2010 (the effective date retained
from AD 2010-17-18), whichever occurs later. Repetitively thereafter
inspect at intervals not to exceed 800 hours TIS unless the center
splice plate, P/N 20994-2, is installed, then repetitively inspect
at intervals not to exceed 2,000 hours TIS.
(ii) For airplanes not previously affected by AD 2010-17-18 R1:
Initially inspect upon reaching 1,700 hours TIS or within the next
50 hours TIS after the effective date of this AD, whichever occurs
later. Repetitively thereafter inspect at intervals not to exceed
800 hours TIS unless the center splice plate, P/N 20994-2, is
installed, then repetitively inspect at intervals not to exceed
2,000 hours TIS.
(2) If any cracks are found as a result of any inspection
required by paragraph (h)(1) of this AD, before further flight after
the inspection where a crack was found, do the actions specified in
paragraphs (h)(2)(i) or (h)(2)(ii) of this AD.
(i) For cracks that can be removed by repair, install the 9-bolt
splice blocks; cold-work the lower spar cap fastener holes; install
the center splice plate, P/N 20994-2, if not already installed; and
eddy current inspect the center splice joint outboard two fastener
holes in both the left and right wing main spar lower caps for
cracks. This eddy current inspection is required as part of the
repair and is separate from the inspections required in paragraph
(h)(1) of this AD. Incorporating this repair modification extends
the safe life of the wing main spar lower cap to a total of 8,000
hours TIS and terminates the repetitive inspections required in this
AD. Do the repair following Snow Engineering Co. Service Letter
284, dated October 4, 2009; Snow Engineering Co. Process
Specification 197, page 1, revised June 4, 2002; pages 2
through 4, dated February 23, 2001; and page 5, dated May 3, 2002;
Snow Engineering Co. Service Letter 281, dated August 1,
2009; and Snow Engineering Co. Drawing Number 20995, Sheet 3, dated
November 25, 2005.
(ii) For cracks that cannot be repaired by incorporating the
repair modification specified in paragraph (h)(2)(i) of this AD,
replace the lower spar caps and associated parts listed following
paragraph (h)(3) of this AD.
(3) Replace the wing main spar lower caps, the web plates, the
center joint splice blocks and hardware, and the wing attach angles
and hardware, and install the steel web splice plate at whichever of
the compliance times specified in paragraphs (h)(3)(i), (h)(3)(ii),
or (h)(3)(iii) of this AD that occurs first. If the wing main spar
lower cap is replaced with P/N 21118-1/-2, the new spar safe life is
11,700 hours TIS. If the wing main spar lower cap was replaced with
P/N 21083-1/-2 before September 9, 2010 (the effective date retained
from AD 2010-17-18), the safe life for that P/N spar cap is 8,000
hours TIS until the wing main spar lower cap is replaced with P/N
21118-1/-2. This replacement terminates the inspections required in
this AD. Do the replacement following Snow Engineering Co. Service
Letter 284, dated October 4, 2009; Snow Engineering Co.
Service Letter 80GG, revised December 21, 2005; and Snow
Engineering Co. Drawing Number 20975, Sheet 4, Rev. A, dated January
7, 2009.
(i) For all airplanes: Before further flight when cracks are
found that cannot be repaired by incorporating the modification
specified in paragraph (h)(2)(i) of this AD.
(ii) For airplanes previously affected by AD 2010-17-18 R1:
Before or when the airplane reaches the wing main spar lower cap
safe life of a total of 4,100 hours TIS or within the next 50 hours
TIS after September 9, 2010 (the effective date retained from AD
2010-17-18), whichever occurs later.
(iii) For airplanes not previously affected by AD 2010-17-18 R1:
Before or when the airplane reaches the wing main spar lower cap
safe life of a total of 4,100 hours TIS or within the next 50 hours
TIS after the effective date of this AD, whichever occurs later.
(4) To extend the initial 4,100-hour TIS safe life of the wing
main spar lower cap to a total of 8,000 hours TIS, before the
airplane reaches a total of 4,100 hours TIS, as long as no cracks
are found during any inspection required in paragraph (h)(1) of this
AD, install center splice plate, P/N 20994-2, if not already
installed as part of a repair; cold-work the lower spar cap fastener
holes; and eddy current inspect the center splice joint outboard two
fastener holes in both the left and right wing main spar lower caps
for cracks. This eddy current inspection is required as part of the
modification and is separate from the inspections required in
paragraph (h)(1) of this AD. After installing P/N 20994-2, eddy
current inspect the center splice joint outboard two fastener holes
in both the left and right wing main spar lower caps for cracks
repetitively at intervals not to exceed 2,000 hours TIS following
the procedures specified in paragraph (h)(1) of this AD. Do the
modification following Snow Engineering Co. Service Letter
284, dated October 4, 2009; Snow Engineering Co. Process
Specification 197, page 1, revised June 4, 2002; pages 2
through 4, dated February 23, 2001; and page 5, dated May 3, 2002;
Snow Engineering Co. Drawing Number 20975, Sheet 4, Rev. A., dated
January 7, 2009; and Snow Engineering Co. Service Letter
245, dated April 25, 2005.
(i) For airplanes previously affected by AD 2010-17-18 R1: As of
September 9, 2010 (the effective date retained from AD 2010-17-18),
if you have already exceeded the 4,100-hour TIS threshold for
extending the safe life to 8,000 hours TIS, you may be eligible for
an alternative method of compliance following paragraph (o) in this
AD.
(ii) For airplanes not previously affected by AD 2010-17-18 R1:
As of the effective date of this AD, if you have already exceeded
the 4,100-hour TIS threshold for extending the safe life to 8,000
hours TIS, you may be eligible for an alternative method of
compliance following paragraph (o) in this AD.
(5) If any cracks are found as a result of the eddy current
inspection required by paragraph (h)(4) of this AD, do the actions
specified in paragraphs (h)(5)(i) or (h)(5)(ii) of this AD.
(i) For cracks that can be removed by repair, install the 9-bolt
splice blocks, cold-work the lower spar cap fastener holes, and eddy
current inspect the center splice joint outboard two fastener holes
in both the left and right wing main spar lower caps for cracks.
This eddy current inspection is required as part of the modification
and is separate from the inspections required in paragraph (h)(1) of
this AD. Incorporating this repair modification terminates the
repetitive inspections required in paragraph (h)(4) of this AD. Do
the repair following Snow Engineering Co. Service Letter
284, dated October 4, 2009; and Snow Engineering Co.
Process Specification 197, page 1,
[[Page 8355]]
revised June 4, 2002; pages 2 through 4, dated February 23, 2001;
and page 5, dated May 3, 2002; Snow Engineering Co. Service Letter
281, dated August 1, 2009; and Snow Engineering Co. Drawing
Number 20995, Sheet 3, dated November 25, 2005.
(ii) For cracks that cannot be repaired by incorporating the
repair modification specified in paragraph (h)(5)(i) of this AD,
replace the lower spar caps and associated parts listed following
paragraph (h)(3) of this AD.
(i) Actions for Airplanes, SNs -0102 through -0178
(1) Eddy current inspect the center splice joint outboard two
fastener holes in both the left and right wing main spar lower caps
for cracks at the compliance times specified in table 3 or table 4
of paragraph (i)(1) of this AD, as applicable. Do the inspections
following Snow Engineering Co. Process Specification 197,
page 1, revised June 4, 2002; pages 2 through 4, dated February 23,
2001; and page 5, dated May 3, 2002; Snow Engineering Co. Service
Letter 245 dated April 25, 2005; Snow Engineering Co.
Service Letter 284, dated October 4, 2009.
Table 3 of Paragraph (i)(1)--Modified Airplanes Previously Affected by
AD 2010-17-18 R1 Eddy Current Inspection Compliance Times
------------------------------------------------------------------------
Repetitively
thereafter inspect
Condition of the airplane Initially inspect at intervals not to
exceed
------------------------------------------------------------------------
(i) If the center splice When the airplane 1,100 hours TIS
joint outboard two fastener reaches a total of until the 8,000
holes in both the left and 5,500 hours TIS or hours TIS spar
right wing main spar lower within the next 50 replacement time.
caps have not been cold hours TIS after
worked. September 9, 2010
(the effective date
retained from AD
2010-17-18),
whichever occurs
later.
------------------------------------------------------------------------
(ii) If the center splice When the airplane 2,200 hours TIS
joint outboard two fastener reaches a total of until the 8,000
holes in both the left and 5,500 hours TIS or hours TIS spar
right wing main spar lower within the next 50 replacement time.
caps have been cold worked. hours TIS after
September 9, 2010
(the effective date
retained from AD
2010-17-18),
whichever occurs
later.
------------------------------------------------------------------------
Table 4 of Paragraph (i)(1)--Modified Airplanes Not Previously Affected
by AD 2010-17-18 R1 Eddy Current Inspection Compliance Times
------------------------------------------------------------------------
Repetitively
thereafter inspect
Condition of the airplane Initially inspect at intervals not
to exceed
------------------------------------------------------------------------
(i) If the center splice joint When the airplane 1,100 hours TIS
outboard two fastener holes in reaches a total until the 8,000
both the left and right wing of 5,500 hours hours TIS spar
main spar lower caps have not TIS or within the replacement time.
been cold worked. next 50 hours TIS
after the
effective date of
this AD,
whichever occurs
later.
(ii) If the center splice joint When the airplane 2,200 hours TIS
outboard two fastener holes in reaches a total until the 8,000
both the left and right wing of 5,500 hours hours TIS spar
main spar lower caps have been TIS or within the replacement time.
cold worked. next 50 hours TIS
after the
effective date of
this AD,
whichever occurs
later.
------------------------------------------------------------------------
(2) If no cracks are found during the initial inspections
required in paragraph (i)(1) of this AD, to use the longer
repetitive inspection intervals specified in table 3 and table 4 of
paragraph (i)(1) of this AD, as applicable, you may do the optional
cold-working of the lower spar cap fastener holes following Snow
Engineering Co. Service Letter 245, dated April 25, 2005.
(3) If any cracks are found during any inspection required in
paragraph (i)(1) of this AD, before further flight after the
inspection where a crack is found, do the actions specified in
paragraphs (i)(3)(i) or (i)(3)(ii) of this AD.
(i) For cracks that can be removed by repair, install the 9-bolt
splice blocks, cold-work the lower spar cap fastener holes, and eddy
current inspect the center splice joint outboard two fastener holes
in both the left and right wing main spar lower caps for cracks.
This eddy current inspection is required as part of the repair
modification and is separate from the inspections required in
paragraph (i)(1) of this AD. This modification terminates the
repetitive inspections required in this AD. Do the repair following
Snow Engineering Co. Service Letter 281, dated August 1,
2009; and Snow Engineering Co. Drawing Number 20995, Sheet 3, dated
November 25, 2005.
(ii) For cracks that cannot be repaired by doing the actions
specified in paragraph (i)(3)(i) of this AD, replace the lower spar
caps and associated parts listed following paragraph (i)(4) of this
AD, including all subparagraphs.
(4) Replace the wing main spar lower caps, the web plates, the
center joint splice blocks and hardware, and the wing attach angles
and hardware, and install the steel web splice plate at whichever of
the compliance times specified in paragraphs (i)(4)(i), (i)(4)(ii),
or (i)(4)(iii) of this AD that occurs first. This replacement
terminates the inspections required in this AD, including all
subparagraphs. After this replacement the new spar safe life is
11,700 hours TIS. Do the replacement following Snow Engineering Co.
Service Letter 284, dated October 4, 2009; Snow Engineering
Co. Service Letter 80GG, revised December 21, 2005; Snow
Engineering Co. Drawing Number 20975, Sheet 4, Rev. A, dated January
7, 2009.
(i) For all airplanes: Before further flight when cracks are
found that cannot be repaired by doing the actions specified in
paragraph (i)(3)(i) of this AD.
(ii) For airplanes previously affected by AD 2010-17-18 R1:
Before or when the airplane reaches the wing main spar lower cap
safe life of a total of 8,000 hours TIS or within the next 50 hours
TIS after September 9, 2010 (the effective date retained from AD
2010-17-18), whichever occurs later.
(iii) For airplanes not previously affected by AD 2010-17-18 R1:
Before or when the airplane reaches the wing main spar lower cap
safe life of a total of 8,000 hours TIS or within the next 50 hours
TIS after the effective date of this AD, whichever occurs later.
(j) Actions for Airplanes SNs -0179 Through -0269
Replace the wing main spar lower caps, the web plates, the
center joint splice blocks and hardware, and the wing attach angles
and hardware, and install the steel web splice plate at the
compliance times specified in paragraphs (j)(1) or (j)(2) of this
AD. Do the replacement following Snow Engineering Co. Service Letter
284, dated October 4, 2009; Snow Engineering Co. Service
Letter 80GG, revised December 21, 2005; and Snow
Engineering Co. Drawing Number 20975, Sheet 4, Rev. A, dated January
7, 2009. After
[[Page 8356]]
this replacement the new spar safe life is 11,700 hours TIS.
(1) For airplanes previously affected by AD 2010-17-18 R1:
Unless already done (compliance with AD 2010-17-18 R1), by the
8,000-hour TIS safe life, or within the next 50 hours TIS after
September 9, 2010 (the effective date retained from AD 2010-17-18),
whichever occurs later.
(2) For airplanes not previously affected by AD 2010-17-18 R1:
Unless already done, by the 8,000-hour TIS safe life, or within the
next 50 hours TIS after the effective date of this AD, whichever
occurs later.
(k) Actions for Airplanes S/Ns -0270 and Subsequent Not Affected by AD
2010-17-18
(1) As of the effective date of this AD, this action establishes
the safe life for the wing main spar to be 11,700 hours TIS.
(2) Upon reaching the 11,700-hour TIS safe life or within the
next 50 hours TIS after the effective date of this AD, whichever
occurs later, replace the wing main spar lower caps, the web plates,
the center joint splice blocks and hardware, and the wing attach
angles and hardware, and install the steel web splice plate. After
this replacement the subsequent new spar safe life is 11,700 hours
TIS. Do the replacement following Snow Engineering Co. Service
Letter 284, dated October 4, 2009; Snow Engineering Co.
Service Letter 80GG, revised December 21, 2005; and Snow
Engineering Co. Drawing Number 20975, Sheet 4, Rev. A, dated January
7, 2009.
(l) Reporting Requirement for All Airplanes
Report any crack from any inspection required in paragraphs (g)
through (i) of this AD within 30 days after the cracks are found on
the form in Figure 1 of this AD. Send your report to Andrew McAnaul,
Aerospace Engineer, ASW-150 (c/o MIDO-43), 10100 Reunion Place,
Suite 650, San Antonio, Texas 78216; phone: (210) 308-3365; fax:
(210) 308-3370.
[[Page 8357]]
[GRAPHIC] [TIFF OMITTED] TP12FE14.000
(m) Special Flight Permit
Special flight permits are permitted with the following
limitations:
(1) Only operate in day visual flight rules (VFR).
(2) Ensure that the hopper is empty.
(3) Limit airspeed to 135 miles per hour (mph) indicated
airspeed (IAS).
(4) Avoid any unnecessary g-forces.
(5) Avoid areas of turbulence.
(6) Plan the flight to follow the most direct route.
(n) Paperwork Reduction Act Burden Statement
A federal agency may not conduct or sponsor, and a person is not
required to respond to, nor shall a person be subject to a penalty
for failure to comply with a collection of information subject to
the
[[Page 8358]]
requirements of the Paperwork Reduction Act unless that collection
of information displays a current valid OMB Control Number. The OMB
Control Number for this information collection is 2120-0056. Public
reporting for this collection of information is estimated to be
approximately 5 minutes per response, including the time for
reviewing instructions, completing and reviewing the collection of
information. All responses to this collection of information are
mandatory. Comments concerning the accuracy of this burden and
suggestions for reducing the burden should be directed to the FAA
at: 800 Independence Ave. SW., Washington, DC 20591, Attn:
Information Collection Clearance Officer, AES-200.
(o) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Fort Worth Airplane Certification Office, FAA,
has the authority to approve AMOCs for this AD, if requested using
the procedures found in 14 CFR 39.19. In accordance with 14 CFR
39.19, send your request to your principal inspector or local Flight
Standards District Office, as appropriate. If sending information
directly to the manager of the ACO, send it to the attention of the
person identified in paragraph (p) of this AD.
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
(3) AMOCs approved for AD 2010-17-18 are approved as AMOCs for
this AD.
(p) Related Information
(1) For more information about this AD, contact Andrew McAnaul,
Aerospace Engineer, ASW-150 (c/o MIDO-43), 10100 Reunion Place,
Suite 650, San Antonio, Texas 78216; phone: (210) 308-3365; fax:
(210) 308-3370; email: andrew.mcanaul@faa.gov.
(2) For service information identified in this AD, contact Air
Tractor, Inc., P.O. Box 485, Olney, Texas 76374; telephone: (940)
564-5616; fax: (940) 564-5612; email: airmail@airtractor.com;
Internet: www.airtractor.com. You may review copies of the
referenced service information at the FAA, Small Airplane
Directorate, 901 Locust, Kansas City, Missouri 64106. For
information on the availability of this material at the FAA, call
816-329-4148.
Issued in Kansas City, Missouri, on February 5, 2014.
Earl Lawrence,
Manager, Small Airplane Directorate, Aircraft Certification Service.
[FR Doc. 2014-03024 Filed 2-11-14; 8:45 am]
BILLING CODE 4910-13-P
