Airworthiness Directives; Textron Aviation Inc. (Type Certificate Previously Held by Cessna Aircraft Company), 10043-10047 [2020-03276]

Download as PDF Federal Register / Vol. 85, No. 35 / Friday, February 21, 2020 / Rules and Regulations DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2020–0156; Product Identifier 2019–CE–053–AD; Amendment 39–21029; AD 2020–03–16] RIN 2120–AA64 Airworthiness Directives; Textron Aviation Inc. (Type Certificate Previously Held by Cessna Aircraft Company) Federal Aviation Administration (FAA), DOT. ACTION: Final rule; request for comments. AGENCY: khammond on DSKJM1Z7X2PROD with RULES Examining the AD Docket The FAA is adopting a new airworthiness directive (AD) for all Textron Aviation Inc. (Textron) (type certificate previously held by Cessna Aircraft Company) Models 210G, T210G, 210H, T210H, 210J, T210J, 210K, T210K, 210L, T210L, 210M, and T210M airplanes. This AD requires visual and eddy current inspections of the carry-thru spar lower cap, corrective action if necessary, application of a protective coating and corrosion inhibiting compound (CIC), and reporting the inspection results to the FAA. This AD was prompted by the inflight break-up of a Model T210M airplane in Australia, due to fatigue cracking that initiated at a corrosion pit, and subsequent reports of other Model 210-series airplanes with widespread and severe corrosion. The FAA is issuing this AD to address the unsafe condition on these products. DATES: This AD is effective March 9, 2020. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in this AD as of March 9, 2020. The FAA must receive comments on this AD by April 6, 2020. 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: U.S. Department of Transportation, Docket Operations, M– 30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue SE, SUMMARY: VerDate Sep<11>2014 17:38 Feb 20, 2020 Jkt 250001 Washington, DC 20590, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. For service information identified in this final rule, contact Textron Aviation Inc. One Cessna Boulevard, Wichita, Kansas 67215; phone: (316) 517–6061; email: structures@txtav.com; internet: https://support.cessna.com. For information on the availability of this material at the FAA, call (816) 329– 4148. It is also available on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA–2020–0156. You may examine the AD docket on the internet at https:// www.regulations.gov by searching for and locating Docket No. FAA–2020– 0156; or in person at Docket Operations between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this final rule, the regulatory evaluation, any comments received, and other information. The street address for Docket Operations is listed above. Comments will be available in the AD docket shortly after receipt. FOR FURTHER INFORMATION CONTACT: Bobbie Kroetch, Aerospace Engineer, Wichita ACO Branch, 1801 Airport Road, Room 100, Wichita, Kansas 67209; telephone: (316) 946–4155; fax: (316) 946–4107; email: bobbie.kroetch@ faa.gov or Wichita-COS@faa.gov. SUPPLEMENTARY INFORMATION: Discussion The FAA received a report that, on May 26, 2019, a Textron Model T210M airplane experienced an in-flight breakup while performing low-altitude aerial survey operations in Australia. The carry-thru spar failed and resulted in wing separation and loss of control of the airplane. A visual examination of the fracture surface identified fatigue cracking that initiated at a corrosion pit. The FAA issued an airworthiness concern sheet (ACS) on June 27, 2019, advising owners and operators of the accident and requesting relevant information about the fleet. Following the ACS, the FAA received reports of widespread and severe corrosion of the carry-thru spar on Models 210G, T210G, 210H, T210H, 210J, T210J, 210K, T210K, 210L, T210L, 210M, and T210M airplanes. Further investigation identified that these early model airplanes were manufactured without corrosion protection or primer, increasing their susceptibility to corrosion. Additionally, the design of these early model airplanes, where the PO 00000 Frm 00009 Fmt 4700 Sfmt 4700 10043 upper surface of the spar is exposed to the environment, allows a pathway for moisture intrusion. Model 210-series airplanes were also delivered with foam installed along the carry-thru spar lower cap. The foam traps moisture against the lower surface of the carry-thru spar cap, which can increase the development of corrosion. Corrosion of the carry-thru spar lower cap can lead to fatigue cracking or reduced structural strength of the carrythru spar, which could result in separation of the wing and loss of airplane control. The FAA is issuing this AD to address the unsafe condition on these products. Related Service Information Under 1 CFR Part 51 The FAA reviewed Textron Aviation Mandatory Single Engine Service Letter SEL–57–08, Revision 1, dated November 19, 2019 (SEL–57–08 R1). This service information contains instructions for visually inspecting the carry-thru spar for corrosion, damage, and cracks and for completing an eddy current inspection. This service information also specifies applying protective coating and CIC. This service information is reasonably available because the interested parties have access to it through their normal course of business or by the means identified in the ADDRESSES section. Other Related Service Information The FAA reviewed Textron Aviation Mandatory Single Engine Service Letter SEL–57–08, dated November 1, 2019, which contains the same instructions and repair criteria as SEL–57–08 R1. The FAA also reviewed Textron Aviation Mandatory Single Engine Service Letter SEL–57–06, dated June 24, 2019, and Textron Aviation Mandatory Single Engine Service Letter SEL–57–06, Revision 1, dated November 19, 2019. This service information contains instructions for visually inspecting the carry-thru spar for corrosion and doing an eddy current inspection of the carry-thru spar regardless of whether corrosion is found and removed. This service information also contains instructions for applying CIC, but does not specify applying protective coating. FAA’s Determination The FAA is issuing this AD because the FAA 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. E:\FR\FM\21FER1.SGM 21FER1 10044 Federal Register / Vol. 85, No. 35 / Friday, February 21, 2020 / Rules and Regulations AD Requirements This AD requires accomplishing the actions specified in SEL–57–08 R1 with the exception of the differences discussed in the Differences Between the AD and the Service Information section located below. This AD also requires reporting the inspection results to the FAA by email at Wichita-COS@ faa.gov. khammond on DSKJM1Z7X2PROD with RULES Differences Between the AD and the Service Information • Although Textron SEL–57–08 R1 also applies to Models 210N, P210N, T210N, 210R, P210R, and T210R airplanes, this AD does not. Models 210N, P210N, T210N, 210R, P210R, and T210R airplanes were manufactured with corrosion protection. While the spars on these models are subject to corrosion, the reports the FAA has received indicate the corrosion is not as widespread or severe as on the earlier models manufactured without corrosion protection. Therefore, the FAA has determined to not include Models 210N, P210N, T210N, 210R, P210R, and T210R airplanes in this immediate AD action; however, the FAA may take AD action that applies to these models in the future. • Textron SEL–57–08 R1 allows up to 12 months to comply with the actions in the service letter. Due to the widespread and severe corrosion affecting a substantial number of airplanes, this AD requires compliance no later than 60 days after the effective date of this AD. • Textron SEL–57–08 R1 specifies inspecting all interior surfaces of the carry-thru spar, while this AD only requires inspecting the carry-thru spar lower cap, including the lower surface, edge, and upper surface of the lower cap. While the web and upper cap of the carry-thru spar may be susceptible to corrosion, evidence does not support including inspection of these areas as part of this AD. The FAA will continue to monitor reports of corrosion on all areas of the carry-thru spar for potential future action. • Textron SEL–57–08 R1 does not require an eddy current inspection on the carry-thru spar unless the amount of material removed in the blended area exceeds 0.010 inch deep but is within limits. This AD requires eddy current inspection of all locations on the carrythru spar where corrosion was removed. The fatigue crack on the Model T210M airplane that suffered the in-flight breakup initiated from a corrosion pit approximately 0.011 inch deep in the lower cap kick area. The less restrictive eddy current inspection requirements VerDate Sep<11>2014 17:38 Feb 20, 2020 Jkt 250001 specified in SEL–57–08 R1 could potentially miss similar fatigue cracks on airplanes currently operating in the field. • Textron SEL–57–08 R1 only requires an eddy current inspection of the lower cap kick of the carry-thru spar if corrosion is identified on the carrythru spar cap. This AD requires a onetime eddy current inspection of the lower cap kick area of all affected airplanes, regardless of the results of the visual inspection. The fatigue crack on the Model T210M airplane that suffered the in-flight break-up initiated in the lower cap kick area. Cracks and corrosion damage may be difficult to identify through visual inspection alone. The FAA will use the results of the one-time eddy current inspection of the lower cap kick area, in part, to determine the necessity of future rulemaking action. • Textron SEL–57–08 R1 specifies contacting Textron for evaluation and disposition of certain damage. Instead, this AD requires removing the carrythru spar from service or repairing it (if possible) in accordance with the AMOC procedures identified in paragraph (o) of this AD. Operators should work with Textron to develop a repair in support of an AMOC request. • Textron SEL–57–08 R1 provides instruction allowing airplanes that have complied with SEL–57–06 to complete the application of the protective coating and CIC within 200 flight hours or at the next annual inspection, whichever occurs first. This AD permits those airplanes that have complied with the visual and eddy current inspections in SEL–57–06, as required in paragraphs (g) and (h) of this AD, to complete the application of the protective coating and CIC within 12 months from the date of the visual and eddy current inspections. Interim Action The FAA considers this AD interim action. This AD requires a one-time visual inspection of specified areas on the carry-thru spar lower cap and an eddy current inspection of the lower cap kick area and any locations where corrosion was removed. This AD also requires reporting the inspection results to the FAA. The FAA will analyze the inspection results received to determine further rulemaking action. FAA’s Justification and Determination of the Effective Date An unsafe condition exists that requires the immediate adoption of this AD without providing an opportunity for public comments prior to adoption. The FAA has found that the risk to the flying public justifies waiving notice PO 00000 Frm 00010 Fmt 4700 Sfmt 4700 and comment prior to adoption of this rule because of a severe and widespread corrosion issue affecting the carry-thru spar lower cap on some Textron Model 210-series airplanes. As of January 29, 2020, Textron has received 194 inspection reports on Models 210G, T210G, 210H, T210H, 210J, T210J, 210K, T210K, 210L, T210L, 210M, and T210M airplanes. Of these 194 reports, 96 airplanes have reported corrosion (49 percent) with 18 of those reports (9 percent) resulting in removing the carrythru spar from service. The corrosion observed included several instances of exfoliation corrosion and stress corrosion cracking. The FAA has determined that the large number of corrosion reports and the severity of the corrosion identified on a critical single load path part necessitate issuance of an immediately adopted rule. If the corrosion initiates a fatigue crack or affects the carry-thru spar’s ability to support the required structural loads, the airplane may suffer a catastrophic failure. Therefore, the FAA finds good cause that notice and opportunity for prior public comment are impracticable. In addition, for the reasons stated above, the FAA finds that good cause exists for making this amendment effective in less than 30 days. Comments Invited This AD is a final rule that involves requirements affecting flight safety and was not preceded by notice and an opportunity for public comment. However, the FAA invites you to send any written data, views, or arguments about this final rule. Send your comments to an address listed under the ADDRESSES section. Include the Docket Number FAA–2020–0156 and Product Identifier 2019–CE–053–AD at the beginning of your comments. The FAA specifically invites comments on the overall regulatory, economic, environmental, and energy aspects of this final rule. The FAA will consider all comments received by the closing date and may amend this final rule because of those comments. The FAA will post all comments the FAA receives, without change, to https://www.regulations.gov, including any personal information you provide. The FAA will also post a report summarizing each substantive verbal contact the FAA receives about this final rule. Costs of Compliance The FAA estimates that this AD affects 1,520 airplanes of U.S. registry. The FAA estimates the following costs to comply with this AD: E:\FR\FM\21FER1.SGM 21FER1 10045 Federal Register / Vol. 85, No. 35 / Friday, February 21, 2020 / Rules and Regulations ESTIMATED COSTS Cost per product Cost on U.S. operators Action Labor cost Parts cost Inspections (includes part removal for access, removal of foam, visual inspection, eddy current inspection of the cap kick area, application of primer and corrosion inhibitor and reassembly). Report of inspection results .......................... 15.5 work-hours × $85 per hour = $1,317.50 $340 ................. $1,657.50 $2,519,400 2 work-hours × $85 per hour = $170 ........... Not applicable .. 170 258,400 The FAA estimates the following costs to do any necessary repairs based on the results of the inspection. The FAA has no way of determining the number of airplanes that might need these repairs: ON-CONDITION COSTS Action Labor cost Parts cost Corrosion removal ....................................................... On-condition eddy current inspection ......................... Spar replacement ........................................................ 2 work-hours × $85 per hour = $170 ......................... 1 work-hour × $85 per hour = $85 ............................. 160 work-hours × $85 per hour = $13,600 ................ Not applicable ... Not applicable .. $30,000 ............ khammond on DSKJM1Z7X2PROD with RULES The amount of work-hours necessary to complete the eddy current inspection and remove the corrosion will depend on the extent of the corrosion on the spar. The FAA has no way of estimating the work-hours that may be required for those procedures. The FAA’s cost estimate assumes a minimum of one hour for the eddy current inspection and two hours for the corrosion removal. Replacement spars are not currently available from Textron. Textron no longer produces the current spar design, and they are working to develop a new spar design. The FAA does not have data to determine the availability of replacement spars from other sources. 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 a 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 currently 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 2 hours per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, completing and reviewing the collection of information. All responses to this collection of information are mandatory. Send comments regarding this burden estimate or any other aspect of this collection of information, including VerDate Sep<11>2014 17:38 Feb 20, 2020 Jkt 250001 suggestions for reducing this burden to: Information Collection Clearance Officer, Federal Aviation Administration, 10101 Hillwood Parkway, Fort Worth, TX 76177–1524. 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. The FAA is 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. Cost per product $170 85 43,600 13132. This AD will not have a substantial direct effect on the States, on the relationship between the national government and the States, or on the distribution of power and responsibilities among the various levels of government. For the reasons discussed above, I certify that this AD: (1) Is not a ‘‘significant regulatory action’’ under Executive Order 12866, and (2) Will not affect intrastate aviation in Alaska. List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety. Adoption of the Amendment Accordingly, under the authority delegated to me by the Administrator, the FAA amends 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. Regulatory Flexibility Act The requirements of the Regulatory Flexibility Act (RFA) do not apply when an agency finds good cause pursuant to 5 U.S.C. 553 to adopt a rule without prior notice and comment. Because FAA has determined that it has good cause to adopt this rule without notice and comment, RFA analysis is not required. § 39.13 [Amended] 2. The FAA amends § 39.13 by adding the following new airworthiness directive (AD): ■ Regulatory Findings 2020–03–16 Textron Aviation Inc. (type certificate previously held by Cessna Aircraft Company): Amendment 39– 21029; Docket No. FAA–2020–0156; Product Identifier 2019–CE–053–AD. This AD will not have federalism implications under Executive Order (a) Effective Date This AD is effective March 9, 2020. PO 00000 Frm 00011 Fmt 4700 Sfmt 4700 E:\FR\FM\21FER1.SGM 21FER1 10046 Federal Register / Vol. 85, No. 35 / Friday, February 21, 2020 / Rules and Regulations (b) Affected ADs None. (c) Applicability This AD applies to Textron Aviation Inc. (type certificate previously held by Cessna Aircraft Company) Models 210G, T210G, 210H, T210H, 210J, T210J, 210K, T210K, 210L, T210L, 210M, and T210M airplanes, all serial numbers, certificated in any category. (d) Subject Joint Aircraft System Component (JASC)/ Air Transport Association (ATA) of America Code 5310, Fuselage Main, Structure. (e) Unsafe Condition This AD was prompted by the in-flight break-up of a Model T210M airplane due to fatigue cracking of the carry-thru spar that initiated at a corrosion pit and subsequent reports of other Model 210-series airplanes with widespread and severe corrosion. The FAA is issuing this AD to detect and correct cracks, corrosion, and other damage of the carry-thru spar lower cap, which, if not corrected, could lead to the carry-thru spar being unable to support the required structural loads and could result in separation of the wing and loss of airplane control. khammond on DSKJM1Z7X2PROD with RULES (f) Compliance Comply with this AD within the compliance times specified, unless already done. (g) Visual Inspection Within 60 days after March 9, 2020 (the effective date of this AD) or within the next 20 hours time-in-service (TIS) after March 9, 2020 (the effective date of this AD), whichever occurs first, prepare the carry-thru spar lower cap for inspection by following steps 4 and 5 of the Accomplishment Instructions in Textron Aviation Mandatory Single Engine Service Letter SEL–57–08, Revision 1, dated November 19, 2019 (SEL– 57–08 R1). Visually inspect the carry-thru spar lower cap (including the lower surface, upper surface, and edge) with a 10X magnification lens looking for corrosion, cracks, and damage. You are not required to inspect the lower cap to web radius, spar web, or upper cap. Refer to the ‘Spar Dimensions’ figure on page 6 and the ‘Spar Detail’ figure on page 7 of SEL–57–08 R1 for the location of the specific spar features. (1) If there is a crack, before further flight, remove the carry-thru spar from service. (2) If there is damage or evidence of previous removal of corrosion (blending), before further flight, either remove the carrythru spar from service or repair the area using a method approved as specified in paragraph (o) of this AD. Comply with the requirements in paragraph (h) of this AD before further flight. (3) If there is any corrosion, before further flight, remove the corrosion in the affected area by following steps 6.B.(1) through (7) of the Accomplishment Instructions in SEL–57– 08 R1 and then mechanically measure the depth of the blended area using a straight edge and feeler gauge or a depth gauge micrometer. VerDate Sep<11>2014 17:38 Feb 20, 2020 Jkt 250001 (i) If the material removed in the blended area exceeds the allowable blend limits specified in table 1 (including the notes) of SEL–57–08 R1, before further flight, either remove the carry-thru spar from service or repair the area using a method approved as specified in paragraph (o) of this AD. Comply with the requirements in paragraph (h) of this AD before further flight. (ii) If the material removed in the blended area does not exceed the allowable blend limits specified in table 1 (including the notes) of SEL–57–08 R1, comply with the requirements in paragraph (h) of this AD before further flight. (4) If the visual inspection did not detect corrosion, cracks, or damage and there is no evidence of previous removal of corrosion, comply with the requirements in paragraph (h) of this AD before further flight. (h) Eddy Current Inspection (1) Complete an eddy current inspection of the carry-thru spar lower cap for cracks, corrosions, and damage in the following areas in accordance with step 7 of the Accomplishment Instructions in SEL–57–08 R1. (i) The kick area as depicted in the ‘Spar Dimensions’ figure on page 6 of SEL–57–08 R1. You must complete an eddy current inspection of the lower cap kick area of your airplane regardless of whether corrosion was found as a result of the visual inspection in paragraph (g) of this AD. (ii) All areas where corrosion was found and removed as a result of the inspection in paragraph (g) of this AD. (2) If there is a crack, before further flight, remove the carry-thru spar from service. (3) If there is any damage, before further flight, either remove the carry-thru spar from service or repair the area using a method approved as specified in paragraph (o) of this AD. After completing the repair, repeat the eddy current inspection of the repaired area before further flight. (4) If there is any corrosion, before further flight, remove the corrosion by following the requirements in paragraph (g)(3) of this AD. You must repeat the eddy current inspection and comply with paragraph (h) of this AD for the area where the additional material was removed, but you do not have to repeat the eddy current inspection of the kick area. (i) Corrosion Protection Before further flight after completing the eddy current inspection in paragraph (h) of this AD, apply protective coating and corrosion inhibiting compound (CIC) by following steps 9 and 10 of the Accomplishment Instructions in SEL–57–08 R1. (j) Installation Prohibition As of March 9, 2020 (the effective date of this AD), do not install on any airplane a carry-thru spar unless it has been inspected as required by paragraphs (g) and (h) of this AD and corrosion protection applied as required by paragraph (i). (k) Reporting Requirement Within 10 days after completing the inspections required by this AD or within 10 days after March 9, 2020 (the effective date PO 00000 Frm 00012 Fmt 4700 Sfmt 4700 of this AD), whichever occurs later, report to the FAA by email (Wichita-COS@faa.gov) all information requested in the Carry-Thru Spar Inspection Report Attachment to SEL–57–08 R1. (l) Credit for Previous Actions (1) You may take credit for the visual inspection required by paragraph (g) of this AD if you performed the visual inspection before March 9, 2020 (the effective date of this AD) using Textron Aviation Mandatory Single Engine Service Letter SEL–57–08, dated November 1, 2019 (SEL–57–08); Textron Aviation Mandatory Single Engine Service Letter SEL–57–06, dated June 24, 2019 (SEL–57–06); or Textron Aviation Mandatory Single Engine Service Letter SEL– 57–06, Revision 1, dated November 19, 2019 (SEL–57–06 R1). (2) You may take credit for the eddy current inspection of the lower cap kick area and all locations where corrosion was removed on the carry-thru spar lower cap as specified in paragraph (h) of this AD if you performed the eddy current inspection before March 9, 2020 (the effective date of this AD) using SEL–57–08, SEL–57–06, or SEL–57–06 R1. (3) You may take credit for the corrosion protection required by paragraph (i) of this AD if you performed those actions before March 9, 2020 (the effective date of this AD) using SEL–57–08. (4) If you can take credit for the visual and eddy current inspections as specified in paragraphs (l)(1) and (2) of this AD but you did not apply protective coating and CIC to the spar, you must apply protective coating and CIC by following steps 9 and 10 of the Accomplishment Instructions in Textron SEL–57–08 R1 within 12 months after the date you completed the visual and eddy current inspections. (5) To take credit for any previous action, you must have provided a completed CarryThru Spar Inspection Report, an attachment to Textron SEL–57–06, Textron SEL–57–06 R1, or Textron SEL–57–08 to Textron Aviation Inc. before March 9, 2020 (the effective date of this AD), or you must comply with paragraph (k) of this AD within 10 days after March 9, 2020 (the effective date of this AD). (m) Special Flight Permit Special flight permits are prohibited. (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 requirements of the Paperwork Reduction Act unless that collection of information displays a currently 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 2 hours per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, completing and reviewing the collection of information. All responses to this collection E:\FR\FM\21FER1.SGM 21FER1 Federal Register / Vol. 85, No. 35 / Friday, February 21, 2020 / Rules and Regulations of information are mandatory. Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden to: Information Collection Clearance Officer, Federal Aviation Administration, 10101 Hillwood Parkway, Fort Worth, TX 76177–1524. (o) Alternative Methods of Compliance (AMOCs) (1) The Manager, Wichita ACO Branch, 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 certification office, 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) An AMOC that provides an acceptable level of safety may be used for any repair, modification, or alteration required by this AD if it is approved by a Textron Aviation, Inc. Unit Member (UM) of the Textron Organization Designation Authorization (ODA), that has been authorized by the Manager, Wichita ACO Branch, to make those findings. To be approved, the repair, modification deviation, or alteration deviation must meet the certification basis of the airplane, and the approval must specifically refer to this AD. khammond on DSKJM1Z7X2PROD with RULES (p) Related Information For more information about this AD, contact Bobbie Kroetch, Aerospace Engineer, Wichita ACO Branch, 1801 Airport Road, Room 100, Wichita, Kansas 67209; telephone: (316) 946–4155; fax: (316) 946–4107; email: bobbie.kroetch@faa.gov or Wichita-COS@ faa.gov. (q) Material Incorporated by Reference (1) The Director of the Federal Register approved the incorporation by reference (IBR) of the service information listed in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51. (2) You must use this service information as applicable to do the actions required by this AD, unless the AD specifies otherwise. (i) Textron Aviation Mandatory Service Letter SEL–57–08, Revision 1, dated November 19, 2019. (ii) [Reserved] (3) For the service information identified in this AD, contact Textron Aviation Inc., One Cessna Boulevard, Wichita, Kansas 67215, phone: (316) 517–6061; email: structures@ txtav.com; internet: https:// support.cessna.com. (4) You may view this service information at FAA, Policy and Innovation Division, 901 Locust, Kansas City, Missouri 64106. For information on the availability of this material at the FAA, call (816) 329–4148. (5) You may view this service information that is incorporated by reference at the National Archives and Records VerDate Sep<11>2014 17:38 Feb 20, 2020 Jkt 250001 Administration (NARA). For information on the availability of this material at NARA, email: fedreg.legal@nara.gov, or go to: https://www.archives.gov/federal-register/cfr/ ibr-locations.html. Issued on February 13, 2020. Lance T. Gant, Aircraft Certification Service, Director, Compliance and Airworthiness Division, AIR– 700. [FR Doc. 2020–03276 Filed 2–20–20; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2019–0596; Project Identifier 2019–NE–22–AD; Amendment 39– 21101; AD 2020–04–01] RIN 2120–AA64 Airworthiness Directives; Pratt & Whitney Turbofan Engines Federal Aviation Administration (FAA), DOT. ACTION: Final rule. AGENCY: The FAA is adopting a new airworthiness directive (AD) for all Pratt & Whitney (PW) PW1519G, PW1521G, PW1521GA, PW1524G, PW1525G, PW1521G–3, PW1524G–3, PW1525G–3, PW1919G, PW1921G, PW1922G, PW1923G, and PW1923G–A model turbofan engines. This AD was prompted by reports of in-flight shutdowns due to oil leaking from the connection between the LP10 oil supply tube and the fuel oil cooler (FOC). This AD requires initial and repetitive gap inspections of the LP10 oil supply tube and the FOC and, if a gap is found, replacement of these parts. The FAA is issuing this AD to address the unsafe condition on these products. DATES: This AD is effective March 27, 2020. SUMMARY: For service information identified in this final rule, contact Pratt & Whitney, 400 Main Street, East Hartford, CT 06118; phone: 800–565– 0140; fax: 860–565–5442; email: help24@pw.utc.com; internet: https:// fleetcare.pw.utc.com. You may view this service information at the FAA, Engine and Propeller Standards Branch, 1200 District Avenue, Burlington, MA 01803. For information on the availability of this material at the FAA, call 781–238– 7759. It is also available on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA–2019–0596. ADDRESSES: PO 00000 Frm 00013 Fmt 4700 Sfmt 4700 10047 Examining the AD Docket You may examine the AD docket on the internet at https:// www.regulations.gov by searching for and locating Docket No. FAA–2019– 0596; or in person at Docket Operations between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this final rule, the regulatory evaluation, any comments received, and other information. The address for Docket Operations is U.S. Department of Transportation, Docket Operations, M– 30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue SE, Washington, DC 20590. FOR FURTHER INFORMATION CONTACT: Kevin M. Clark, Aerospace Engineer, ECO Branch, FAA, 1200 District Avenue, Burlington, MA 01803; phone: 781–238–7088; fax: 781–238–7199; email: kevin.m.clark@faa.gov. SUPPLEMENTARY INFORMATION: Discussion The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 by adding an AD that would apply to all PW PW1519G, PW1521G, PW1521GA, PW1524G, PW1525G, PW1521G–3, PW1524G–3, PW1525G–3, PW1919G, PW1921G, PW1922G, PW1923G, and PW1923G–A model turbofan engines. The NPRM published in the Federal Register on September 10, 2019 (84 FR 47455). The NPRM was prompted by reports of in-flight shutdowns due to oil leaking from the connection between the LP10 oil supply tube and the FOC. The NPRM proposed to require initial and repetitive gap inspections of the LP10 oil supply tube and the FOC and, if a gap is found, replacement of these parts. This AD further requires removal of these parts at the next engine shop visit. The FAA is issuing this AD to address the unsafe condition on these products. Comments The FAA gave the public the opportunity to participate in developing this final rule. The following presents the comments received on the NPRM and the FAA’s response to each comment. Request To Correct Service Bulletin (SB) References The European Union Aviation Safety Agency (EASA) commented that the PW SBs referenced in the NPRM are missing the letter ‘‘G’’ and requested that these references be corrected. EASA added that it might be useful to specify the PW SB PW1000G–A–79–00–0011–00A– 930A–D is at Issue No: 6. EASA also E:\FR\FM\21FER1.SGM 21FER1

Agencies

[Federal Register Volume 85, Number 35 (Friday, February 21, 2020)]
[Rules and Regulations]
[Pages 10043-10047]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2020-03276]



[[Page 10043]]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2020-0156; Product Identifier 2019-CE-053-AD; Amendment 
39-21029; AD 2020-03-16]
RIN 2120-AA64


Airworthiness Directives; Textron Aviation Inc. (Type Certificate 
Previously Held by Cessna Aircraft Company)

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule; request for comments.

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

SUMMARY: The FAA is adopting a new airworthiness directive (AD) for all 
Textron Aviation Inc. (Textron) (type certificate previously held by 
Cessna Aircraft Company) Models 210G, T210G, 210H, T210H, 210J, T210J, 
210K, T210K, 210L, T210L, 210M, and T210M airplanes. This AD requires 
visual and eddy current inspections of the carry-thru spar lower cap, 
corrective action if necessary, application of a protective coating and 
corrosion inhibiting compound (CIC), and reporting the inspection 
results to the FAA. This AD was prompted by the in-flight break-up of a 
Model T210M airplane in Australia, due to fatigue cracking that 
initiated at a corrosion pit, and subsequent reports of other Model 
210-series airplanes with widespread and severe corrosion. The FAA is 
issuing this AD to address the unsafe condition on these products.

DATES: This AD is effective March 9, 2020.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in this AD as of March 9, 
2020.
    The FAA must receive comments on this AD by April 6, 2020.

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: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE, Washington, DC 20590, between 9 a.m. and 5 p.m., 
Monday through Friday, except Federal holidays.
    For service information identified in this final rule, contact 
Textron Aviation Inc. One Cessna Boulevard, Wichita, Kansas 67215; 
phone: (316) 517-6061; email: [email protected]; internet: https://support.cessna.com. For information on the availability of this 
material at the FAA, call (816) 329-4148. It is also available on the 
internet at https://www.regulations.gov by searching for and locating 
Docket No. FAA-2020-0156.

Examining the AD Docket

    You may examine the AD docket on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2020-
0156; or in person at Docket Operations between 9 a.m. and 5 p.m., 
Monday through Friday, except Federal holidays. The AD docket contains 
this final rule, the regulatory evaluation, any comments received, and 
other information. The street address for Docket Operations is listed 
above. Comments will be available in the AD docket shortly after 
receipt.

FOR FURTHER INFORMATION CONTACT: Bobbie Kroetch, Aerospace Engineer, 
Wichita ACO Branch, 1801 Airport Road, Room 100, Wichita, Kansas 67209; 
telephone: (316) 946-4155; fax: (316) 946-4107; email: 
[email protected] or [email protected].

SUPPLEMENTARY INFORMATION:

Discussion

    The FAA received a report that, on May 26, 2019, a Textron Model 
T210M airplane experienced an in-flight break-up while performing low-
altitude aerial survey operations in Australia. The carry-thru spar 
failed and resulted in wing separation and loss of control of the 
airplane. A visual examination of the fracture surface identified 
fatigue cracking that initiated at a corrosion pit. The FAA issued an 
airworthiness concern sheet (ACS) on June 27, 2019, advising owners and 
operators of the accident and requesting relevant information about the 
fleet.
    Following the ACS, the FAA received reports of widespread and 
severe corrosion of the carry-thru spar on Models 210G, T210G, 210H, 
T210H, 210J, T210J, 210K, T210K, 210L, T210L, 210M, and T210M 
airplanes. Further investigation identified that these early model 
airplanes were manufactured without corrosion protection or primer, 
increasing their susceptibility to corrosion. Additionally, the design 
of these early model airplanes, where the upper surface of the spar is 
exposed to the environment, allows a pathway for moisture intrusion. 
Model 210-series airplanes were also delivered with foam installed 
along the carry-thru spar lower cap. The foam traps moisture against 
the lower surface of the carry-thru spar cap, which can increase the 
development of corrosion.
    Corrosion of the carry-thru spar lower cap can lead to fatigue 
cracking or reduced structural strength of the carry-thru spar, which 
could result in separation of the wing and loss of airplane control. 
The FAA is issuing this AD to address the unsafe condition on these 
products.

Related Service Information Under 1 CFR Part 51

    The FAA reviewed Textron Aviation Mandatory Single Engine Service 
Letter SEL-57-08, Revision 1, dated November 19, 2019 (SEL-57-08 R1). 
This service information contains instructions for visually inspecting 
the carry-thru spar for corrosion, damage, and cracks and for 
completing an eddy current inspection. This service information also 
specifies applying protective coating and CIC.
    This service information is reasonably available because the 
interested parties have access to it through their normal course of 
business or by the means identified in the ADDRESSES section.

Other Related Service Information

    The FAA reviewed Textron Aviation Mandatory Single Engine Service 
Letter SEL-57-08, dated November 1, 2019, which contains the same 
instructions and repair criteria as SEL-57-08 R1.
    The FAA also reviewed Textron Aviation Mandatory Single Engine 
Service Letter SEL-57-06, dated June 24, 2019, and Textron Aviation 
Mandatory Single Engine Service Letter SEL-57-06, Revision 1, dated 
November 19, 2019. This service information contains instructions for 
visually inspecting the carry-thru spar for corrosion and doing an eddy 
current inspection of the carry-thru spar regardless of whether 
corrosion is found and removed. This service information also contains 
instructions for applying CIC, but does not specify applying protective 
coating.

FAA's Determination

    The FAA is issuing this AD because the FAA 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.

[[Page 10044]]

AD Requirements

    This AD requires accomplishing the actions specified in SEL-57-08 
R1 with the exception of the differences discussed in the Differences 
Between the AD and the Service Information section located below. This 
AD also requires reporting the inspection results to the FAA by email 
at [email protected].

Differences Between the AD and the Service Information

     Although Textron SEL-57-08 R1 also applies to Models 210N, 
P210N, T210N, 210R, P210R, and T210R airplanes, this AD does not. 
Models 210N, P210N, T210N, 210R, P210R, and T210R airplanes were 
manufactured with corrosion protection. While the spars on these models 
are subject to corrosion, the reports the FAA has received indicate the 
corrosion is not as widespread or severe as on the earlier models 
manufactured without corrosion protection. Therefore, the FAA has 
determined to not include Models 210N, P210N, T210N, 210R, P210R, and 
T210R airplanes in this immediate AD action; however, the FAA may take 
AD action that applies to these models in the future.
     Textron SEL-57-08 R1 allows up to 12 months to comply with 
the actions in the service letter. Due to the widespread and severe 
corrosion affecting a substantial number of airplanes, this AD requires 
compliance no later than 60 days after the effective date of this AD.
     Textron SEL-57-08 R1 specifies inspecting all interior 
surfaces of the carry-thru spar, while this AD only requires inspecting 
the carry-thru spar lower cap, including the lower surface, edge, and 
upper surface of the lower cap. While the web and upper cap of the 
carry-thru spar may be susceptible to corrosion, evidence does not 
support including inspection of these areas as part of this AD. The FAA 
will continue to monitor reports of corrosion on all areas of the 
carry-thru spar for potential future action.
     Textron SEL-57-08 R1 does not require an eddy current 
inspection on the carry-thru spar unless the amount of material removed 
in the blended area exceeds 0.010 inch deep but is within limits. This 
AD requires eddy current inspection of all locations on the carry-thru 
spar where corrosion was removed. The fatigue crack on the Model T210M 
airplane that suffered the in-flight break-up initiated from a 
corrosion pit approximately 0.011 inch deep in the lower cap kick area. 
The less restrictive eddy current inspection requirements specified in 
SEL-57-08 R1 could potentially miss similar fatigue cracks on airplanes 
currently operating in the field.
     Textron SEL-57-08 R1 only requires an eddy current 
inspection of the lower cap kick of the carry-thru spar if corrosion is 
identified on the carry-thru spar cap. This AD requires a one-time eddy 
current inspection of the lower cap kick area of all affected 
airplanes, regardless of the results of the visual inspection. The 
fatigue crack on the Model T210M airplane that suffered the in-flight 
break-up initiated in the lower cap kick area. Cracks and corrosion 
damage may be difficult to identify through visual inspection alone. 
The FAA will use the results of the one-time eddy current inspection of 
the lower cap kick area, in part, to determine the necessity of future 
rulemaking action.
     Textron SEL-57-08 R1 specifies contacting Textron for 
evaluation and disposition of certain damage. Instead, this AD requires 
removing the carry-thru spar from service or repairing it (if possible) 
in accordance with the AMOC procedures identified in paragraph (o) of 
this AD. Operators should work with Textron to develop a repair in 
support of an AMOC request.
     Textron SEL-57-08 R1 provides instruction allowing 
airplanes that have complied with SEL-57-06 to complete the application 
of the protective coating and CIC within 200 flight hours or at the 
next annual inspection, whichever occurs first. This AD permits those 
airplanes that have complied with the visual and eddy current 
inspections in SEL-57-06, as required in paragraphs (g) and (h) of this 
AD, to complete the application of the protective coating and CIC 
within 12 months from the date of the visual and eddy current 
inspections.

Interim Action

    The FAA considers this AD interim action. This AD requires a one-
time visual inspection of specified areas on the carry-thru spar lower 
cap and an eddy current inspection of the lower cap kick area and any 
locations where corrosion was removed. This AD also requires reporting 
the inspection results to the FAA. The FAA will analyze the inspection 
results received to determine further rulemaking action.

FAA's Justification and Determination of the Effective Date

    An unsafe condition exists that requires the immediate adoption of 
this AD without providing an opportunity for public comments prior to 
adoption. The FAA has found that the risk to the flying public 
justifies waiving notice and comment prior to adoption of this rule 
because of a severe and widespread corrosion issue affecting the carry-
thru spar lower cap on some Textron Model 210-series airplanes. As of 
January 29, 2020, Textron has received 194 inspection reports on Models 
210G, T210G, 210H, T210H, 210J, T210J, 210K, T210K, 210L, T210L, 210M, 
and T210M airplanes. Of these 194 reports, 96 airplanes have reported 
corrosion (49 percent) with 18 of those reports (9 percent) resulting 
in removing the carry-thru spar from service. The corrosion observed 
included several instances of exfoliation corrosion and stress 
corrosion cracking. The FAA has determined that the large number of 
corrosion reports and the severity of the corrosion identified on a 
critical single load path part necessitate issuance of an immediately 
adopted rule. If the corrosion initiates a fatigue crack or affects the 
carry-thru spar's ability to support the required structural loads, the 
airplane may suffer a catastrophic failure. Therefore, the FAA finds 
good cause that notice and opportunity for prior public comment are 
impracticable. In addition, for the reasons stated above, the FAA finds 
that good cause exists for making this amendment effective in less than 
30 days.

Comments Invited

    This AD is a final rule that involves requirements affecting flight 
safety and was not preceded by notice and an opportunity for public 
comment. However, the FAA invites you to send any written data, views, 
or arguments about this final rule. Send your comments to an address 
listed under the ADDRESSES section. Include the Docket Number FAA-2020-
0156 and Product Identifier 2019-CE-053-AD at the beginning of your 
comments. The FAA specifically invites comments on the overall 
regulatory, economic, environmental, and energy aspects of this final 
rule. The FAA will consider all comments received by the closing date 
and may amend this final rule because of those comments.
    The FAA will post all comments the FAA receives, without change, to 
https://www.regulations.gov, including any personal information you 
provide. The FAA will also post a report summarizing each substantive 
verbal contact the FAA receives about this final rule.

Costs of Compliance

    The FAA estimates that this AD affects 1,520 airplanes of U.S. 
registry.
    The FAA estimates the following costs to comply with this AD:

[[Page 10045]]



                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                     Cost per      Cost on U.S.
              Action                    Labor cost             Parts cost             product        operators
----------------------------------------------------------------------------------------------------------------
Inspections (includes part         15.5 work-hours x    $340....................       $1,657.50      $2,519,400
 removal for access, removal of     $85 per hour =
 foam, visual inspection, eddy      $1,317.50.
 current inspection of the cap
 kick area, application of primer
 and corrosion inhibitor and
 reassembly).
Report of inspection results.....  2 work-hours x $85   Not applicable..........             170         258,400
                                    per hour = $170.
----------------------------------------------------------------------------------------------------------------

    The FAA estimates the following costs to do any necessary repairs 
based on the results of the inspection. The FAA has no way of 
determining the number of airplanes that might need these repairs:

                                               On-Condition Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                     Cost per
                Action                          Labor cost                   Parts cost               product
----------------------------------------------------------------------------------------------------------------
Corrosion removal.....................  2 work-hours x $85 per     Not applicable...............            $170
                                         hour = $170.
On-condition eddy current inspection..  1 work-hour x $85 per      Not applicable...............              85
                                         hour = $85.
Spar replacement......................  160 work-hours x $85 per   $30,000......................          43,600
                                         hour = $13,600.
----------------------------------------------------------------------------------------------------------------

    The amount of work-hours necessary to complete the eddy current 
inspection and remove the corrosion will depend on the extent of the 
corrosion on the spar. The FAA has no way of estimating the work-hours 
that may be required for those procedures. The FAA's cost estimate 
assumes a minimum of one hour for the eddy current inspection and two 
hours for the corrosion removal. Replacement spars are not currently 
available from Textron. Textron no longer produces the current spar 
design, and they are working to develop a new spar design. The FAA does 
not have data to determine the availability of replacement spars from 
other sources.

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 a 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 currently 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 2 hours per response, including the time for reviewing 
instructions, searching existing data sources, gathering and 
maintaining the data needed, completing and reviewing the collection of 
information. All responses to this collection of information are 
mandatory. Send comments regarding this burden estimate or any other 
aspect of this collection of information, including suggestions for 
reducing this burden to: Information Collection Clearance Officer, 
Federal Aviation Administration, 10101 Hillwood Parkway, Fort Worth, TX 
76177-1524.

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.
    The FAA is 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 Flexibility Act

    The requirements of the Regulatory Flexibility Act (RFA) do not 
apply when an agency finds good cause pursuant to 5 U.S.C. 553 to adopt 
a rule without prior notice and comment. Because FAA has determined 
that it has good cause to adopt this rule without notice and comment, 
RFA analysis is not required.

Regulatory Findings

    This AD will not have federalism implications under Executive Order 
13132. This AD will not have a substantial direct effect on the States, 
on the relationship between the national government and the States, or 
on the distribution of power and responsibilities among the various 
levels of government.
    For the reasons discussed above, I certify that this AD:
    (1) Is not a ``significant regulatory action'' under Executive 
Order 12866, and
    (2) Will not affect intrastate aviation in Alaska.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

    Authority:  49 U.S.C. 106(g), 40113, 44701.


Sec.  39.13   [Amended]

0
2. The FAA amends Sec.  39.13 by adding the following new airworthiness 
directive (AD):

2020-03-16 Textron Aviation Inc. (type certificate previously held 
by Cessna Aircraft Company): Amendment 39-21029; Docket No. FAA-
2020-0156; Product Identifier 2019-CE-053-AD.

(a) Effective Date

    This AD is effective March 9, 2020.

[[Page 10046]]

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to Textron Aviation Inc. (type certificate 
previously held by Cessna Aircraft Company) Models 210G, T210G, 
210H, T210H, 210J, T210J, 210K, T210K, 210L, T210L, 210M, and T210M 
airplanes, all serial numbers, certificated in any category.

(d) Subject

    Joint Aircraft System Component (JASC)/Air Transport Association 
(ATA) of America Code 5310, Fuselage Main, Structure.

(e) Unsafe Condition

    This AD was prompted by the in-flight break-up of a Model T210M 
airplane due to fatigue cracking of the carry-thru spar that 
initiated at a corrosion pit and subsequent reports of other Model 
210-series airplanes with widespread and severe corrosion. The FAA 
is issuing this AD to detect and correct cracks, corrosion, and 
other damage of the carry-thru spar lower cap, which, if not 
corrected, could lead to the carry-thru spar being unable to support 
the required structural loads and could result in separation of the 
wing and loss of airplane control.

(f) Compliance

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

(g) Visual Inspection

    Within 60 days after March 9, 2020 (the effective date of this 
AD) or within the next 20 hours time-in-service (TIS) after March 9, 
2020 (the effective date of this AD), whichever occurs first, 
prepare the carry-thru spar lower cap for inspection by following 
steps 4 and 5 of the Accomplishment Instructions in Textron Aviation 
Mandatory Single Engine Service Letter SEL-57-08, Revision 1, dated 
November 19, 2019 (SEL-57-08 R1). Visually inspect the carry-thru 
spar lower cap (including the lower surface, upper surface, and 
edge) with a 10X magnification lens looking for corrosion, cracks, 
and damage. You are not required to inspect the lower cap to web 
radius, spar web, or upper cap. Refer to the `Spar Dimensions' 
figure on page 6 and the `Spar Detail' figure on page 7 of SEL-57-08 
R1 for the location of the specific spar features.
    (1) If there is a crack, before further flight, remove the 
carry-thru spar from service.
    (2) If there is damage or evidence of previous removal of 
corrosion (blending), before further flight, either remove the 
carry-thru spar from service or repair the area using a method 
approved as specified in paragraph (o) of this AD. Comply with the 
requirements in paragraph (h) of this AD before further flight.
    (3) If there is any corrosion, before further flight, remove the 
corrosion in the affected area by following steps 6.B.(1) through 
(7) of the Accomplishment Instructions in SEL-57-08 R1 and then 
mechanically measure the depth of the blended area using a straight 
edge and feeler gauge or a depth gauge micrometer.
    (i) If the material removed in the blended area exceeds the 
allowable blend limits specified in table 1 (including the notes) of 
SEL-57-08 R1, before further flight, either remove the carry-thru 
spar from service or repair the area using a method approved as 
specified in paragraph (o) of this AD. Comply with the requirements 
in paragraph (h) of this AD before further flight.
    (ii) If the material removed in the blended area does not exceed 
the allowable blend limits specified in table 1 (including the 
notes) of SEL-57-08 R1, comply with the requirements in paragraph 
(h) of this AD before further flight.
    (4) If the visual inspection did not detect corrosion, cracks, 
or damage and there is no evidence of previous removal of corrosion, 
comply with the requirements in paragraph (h) of this AD before 
further flight.

(h) Eddy Current Inspection

    (1) Complete an eddy current inspection of the carry-thru spar 
lower cap for cracks, corrosions, and damage in the following areas 
in accordance with step 7 of the Accomplishment Instructions in SEL-
57-08 R1.
    (i) The kick area as depicted in the `Spar Dimensions' figure on 
page 6 of SEL-57-08 R1. You must complete an eddy current inspection 
of the lower cap kick area of your airplane regardless of whether 
corrosion was found as a result of the visual inspection in 
paragraph (g) of this AD.
    (ii) All areas where corrosion was found and removed as a result 
of the inspection in paragraph (g) of this AD.
    (2) If there is a crack, before further flight, remove the 
carry-thru spar from service.
    (3) If there is any damage, before further flight, either remove 
the carry-thru spar from service or repair the area using a method 
approved as specified in paragraph (o) of this AD. After completing 
the repair, repeat the eddy current inspection of the repaired area 
before further flight.
    (4) If there is any corrosion, before further flight, remove the 
corrosion by following the requirements in paragraph (g)(3) of this 
AD. You must repeat the eddy current inspection and comply with 
paragraph (h) of this AD for the area where the additional material 
was removed, but you do not have to repeat the eddy current 
inspection of the kick area.

(i) Corrosion Protection

    Before further flight after completing the eddy current 
inspection in paragraph (h) of this AD, apply protective coating and 
corrosion inhibiting compound (CIC) by following steps 9 and 10 of 
the Accomplishment Instructions in SEL-57-08 R1.

(j) Installation Prohibition

    As of March 9, 2020 (the effective date of this AD), do not 
install on any airplane a carry-thru spar unless it has been 
inspected as required by paragraphs (g) and (h) of this AD and 
corrosion protection applied as required by paragraph (i).

(k) Reporting Requirement

    Within 10 days after completing the inspections required by this 
AD or within 10 days after March 9, 2020 (the effective date of this 
AD), whichever occurs later, report to the FAA by email ([email protected]) all information requested in the Carry-Thru Spar 
Inspection Report Attachment to SEL-57-08 R1.

(l) Credit for Previous Actions

    (1) You may take credit for the visual inspection required by 
paragraph (g) of this AD if you performed the visual inspection 
before March 9, 2020 (the effective date of this AD) using Textron 
Aviation Mandatory Single Engine Service Letter SEL-57-08, dated 
November 1, 2019 (SEL-57-08); Textron Aviation Mandatory Single 
Engine Service Letter SEL-57-06, dated June 24, 2019 (SEL-57-06); or 
Textron Aviation Mandatory Single Engine Service Letter SEL-57-06, 
Revision 1, dated November 19, 2019 (SEL-57-06 R1).
    (2) You may take credit for the eddy current inspection of the 
lower cap kick area and all locations where corrosion was removed on 
the carry-thru spar lower cap as specified in paragraph (h) of this 
AD if you performed the eddy current inspection before March 9, 2020 
(the effective date of this AD) using SEL-57-08, SEL-57-06, or SEL-
57-06 R1.
    (3) You may take credit for the corrosion protection required by 
paragraph (i) of this AD if you performed those actions before March 
9, 2020 (the effective date of this AD) using SEL-57-08.
    (4) If you can take credit for the visual and eddy current 
inspections as specified in paragraphs (l)(1) and (2) of this AD but 
you did not apply protective coating and CIC to the spar, you must 
apply protective coating and CIC by following steps 9 and 10 of the 
Accomplishment Instructions in Textron SEL-57-08 R1 within 12 months 
after the date you completed the visual and eddy current 
inspections.
    (5) To take credit for any previous action, you must have 
provided a completed Carry-Thru Spar Inspection Report, an 
attachment to Textron SEL-57-06, Textron SEL-57-06 R1, or Textron 
SEL-57-08 to Textron Aviation Inc. before March 9, 2020 (the 
effective date of this AD), or you must comply with paragraph (k) of 
this AD within 10 days after March 9, 2020 (the effective date of 
this AD).

(m) Special Flight Permit

    Special flight permits are prohibited.

(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 requirements of the Paperwork Reduction Act unless that 
collection of information displays a currently 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 2 hours per response, including the 
time for reviewing instructions, searching existing data sources, 
gathering and maintaining the data needed, completing and reviewing 
the collection of information. All responses to this collection

[[Page 10047]]

of information are mandatory. Send comments regarding this burden 
estimate or any other aspect of this collection of information, 
including suggestions for reducing this burden to: Information 
Collection Clearance Officer, Federal Aviation Administration, 10101 
Hillwood Parkway, Fort Worth, TX 76177-1524.

(o) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Wichita ACO Branch, 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 certification office, 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) An AMOC that provides an acceptable level of safety may be 
used for any repair, modification, or alteration required by this AD 
if it is approved by a Textron Aviation, Inc. Unit Member (UM) of 
the Textron Organization Designation Authorization (ODA), that has 
been authorized by the Manager, Wichita ACO Branch, to make those 
findings. To be approved, the repair, modification deviation, or 
alteration deviation must meet the certification basis of the 
airplane, and the approval must specifically refer to this AD.

(p) Related Information

    For more information about this AD, contact Bobbie Kroetch, 
Aerospace Engineer, Wichita ACO Branch, 1801 Airport Road, Room 100, 
Wichita, Kansas 67209; telephone: (316) 946-4155; fax: (316) 946-
4107; email: [email protected] or [email protected].

(q) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the 
incorporation by reference (IBR) of the service information listed 
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) You must use this service information as applicable to do 
the actions required by this AD, unless the AD specifies otherwise.
    (i) Textron Aviation Mandatory Service Letter SEL-57-08, 
Revision 1, dated November 19, 2019.
    (ii) [Reserved]
    (3) For the service information identified in this AD, contact 
Textron Aviation Inc., One Cessna Boulevard, Wichita, Kansas 67215, 
phone: (316) 517-6061; email: [email protected]; internet: 
https://support.cessna.com.
    (4) You may view this service information at FAA, Policy and 
Innovation Division, 901 Locust, Kansas City, Missouri 64106. For 
information on the availability of this material at the FAA, call 
(816) 329-4148.
    (5) You may view this service information that is incorporated 
by reference at the National Archives and Records Administration 
(NARA). For information on the availability of this material at 
NARA, email: [email protected], or go to: https://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued on February 13, 2020.
Lance T. Gant,
Aircraft Certification Service, Director, Compliance and Airworthiness 
Division, AIR-700.
[FR Doc. 2020-03276 Filed 2-20-20; 8:45 am]
 BILLING CODE 4910-13-P

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