Airworthiness Directives; Textron Aviation Inc. Airplanes, 32308-32315 [2020-11340]
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(i) Documentation showing the
member was released or discharged
from active duty due to his or her death
while on active duty;
(ii) Documentation verifying the
member of the armed forces was killed
while serving on active duty; and
(iii) Documentation verifying the
widow or widower’s marriage to the
member of the armed forces (i.e., a
marriage license or other legal
documentation verifying marriage); and
(iv) A statement certifying that the
individual seeking to use the authority
is the un-remarried widow or widower
of the service member.
*
*
*
*
*
(h) Agency Reporting Requirements.
(1) As required by Executive Order
13832, each agency shall report
annually (by December 31st of each
year) to OPM and the Department of
Labor on:
(i) The number of positions made
available under the military spouse
hiring authority;
(ii) The number of applications
submitted under the military spouse
hiring authority;
(iii) The number of military spouses
appointed under the military spouse
hiring authority during the preceding
fiscal year; and
(iv) Actions taken to advertise the
military spouse hiring authority, and
any other actions taken to promote the
hiring of military spouses.
(2) As required by section 573(d) of
Public Law 115–232 section 573(d),
each agency shall report annually until
August 13, 2023, and separate from the
report required in paragraph (h)(1) of
this section on the following:
(i) The number of relocating and nonrelocating spouses of current military
members appointed under this
authority;
(ii) The types of positions filled (by
title, series, and grade level); and
(iii) The effectiveness of this hiring
authority.
(3) Agencies should send their reports
electronically to OPM’s Employee
Services at militaryspouse@opm.gov.
(4) Agencies are also required to send
their reports separately and directly to
Department of Labor (DOL) at
Merens.Nathan.P@DOL.gov.
[FR Doc. 2020–10768 Filed 5–28–20; 8:45 am]
BILLING CODE 6325–39–P
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Response; telephone: 301–287–3789;
email: Eric.Schrader@nrc.gov; both are
staff of the U.S. Nuclear Regulatory
Commission, Washington, DC 20555–
0001.
NUCLEAR REGULATORY
COMMISSION
10 CFR Parts 50 and 52
RIN 3150–AJ68
Emergency Preparedness for Small
Modular Reactors and Other New
Technologies
Nuclear Regulatory
Commission.
ACTION: Proposed rule and guidance;
correction.
AGENCY:
The Nuclear Regulatory
Commission (NRC) is correcting a
proposed rule that appeared in the
Federal Register on May 12, 2020. The
NRC is proposing to amend its
regulations to include new alternative
emergency preparedness requirements
for small modular reactors and other
new technologies, such as non-lightwater reactors and certain non-power
production or utilization facilities. This
action is necessary to correct a
definition.
SUMMARY:
Effective May 29, 2020.
You may submit comments
by any of the following methods (unless
this document describes a different
method for submitting comments on a
specific subject):
• Federal Rulemaking Website: Go to
https://www.regulations.gov and search
for Docket ID NRC–2015–0225. Address
questions about NRC dockets to Carol
Gallagher; telephone: 301–415–3463;
email: Carol.Gallagher@nrc.gov. For
technical questions contact the
individuals listed in the FOR FURTHER
INFORMATION CONTACT section of this
document.
• Email comments to
Rulemaking.Comments@nrc.gov. If you
do not receive an automatic email reply
confirming receipt, then contact us at
301–415–1677.
• Mail comments to: Secretary, U.S.
Nuclear Regulatory Commission,
Washington, DC 20555–0001, ATTN:
Rulemakings and Adjudications Staff.
For additional direction on obtaining
information and submitting comments,
see ‘‘Obtaining Information and
Submitting Comments’’ in the
SUPPLEMENTARY INFORMATION section of
this document.
FOR FURTHER INFORMATION CONTACT:
Robert Beall, Office of Nuclear Material
Safety and Safeguards, U.S. Nuclear
Regulatory Commission, Washington DC
20555; telephone: 301–415–3874; email:
Robert.Beall@nrc.gov; or Eric Schrader,
Office of Nuclear Security and Incident
DATES:
ADDRESSES:
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The NRC
published a proposed rule in the
Federal Register on May 12, 2020 (85
FR 28436), to amend its regulations to
create an alternative emergency
preparedness framework for small
modular reactors and other new
technologies.
On page 28460, in the first column,
second paragraph, fourth line correct
the definition ‘‘Non-power production
or utilization facility’’ to read as follows:
Non-power production or utilization
facility means a production or
utilization facility, licensed under
§ 50.21(a) or (c), or § 50.22, as
applicable, that is not a nuclear power
reactor or a production facility as
defined under paragraphs (1) and (2) of
the definition of Production facility in
this section.
SUPPLEMENTARY INFORMATION:
[NRC–2015–0225]
Sfmt 4702
Dated May 20, 2020.
For the Nuclear Regulatory Commission.
Pamela J. Shepherd-Vladimir,
Acting Chief, Regulatory Analysis and
Rulemaking Support Branch, Division of
Rulemaking, Environmental, and Financial
Support, Office of Nuclear Material Safety
and Safeguards.
[FR Doc. 2020–11228 Filed 5–28–20; 8:45 am]
BILLING CODE 7590–01–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2018–0049; Product
Identifier 2017–CE–031–AD]
RIN 2120–AA64
Airworthiness Directives; Textron
Aviation Inc. Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Supplemental notice of
proposed rulemaking (SNPRM);
reopening of comment period.
AGENCY:
The FAA is revising an earlier
proposal for certain Textron Aviation
Inc. (Textron) Model 172N, 172P, 172Q,
172RG, F172N, F172P, FR172K, R172K,
182E, 182F, 182G, 182H, 182J, 182K,
182L, 182M, 182N, 182P, 182Q, 182R,
T182, F182P, F182Q, F182RG, R182,
TR182, 206, P206/TP206, U206/TU206,
207/T207, 210–5 (205), 210–5A (205A),
210B, 210C, 210D, 210E, 210F, and
T210F airplanes. This action revises the
SUMMARY:
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notice of proposed rulemaking (NPRM)
by modifying the estimated costs of the
proposed AD, the repetitive inspection
intervals, and the credit allowed for
previous actions; clarifying the
inspection instructions for airplanes
with the service kit installed; correcting
the contact information for obtaining the
service information; and adding a
reporting requirement to collect the
inspection results. The FAA is
proposing this airworthiness directive
(AD) to address the unsafe condition on
these products. Since these actions
would impose an additional burden
over those in the NPRM based on
comments from commenters, the FAA is
reopening the comment period to allow
the public the chance to comment on
these changes.
DATES: The comment period for the
NPRM published in the Federal
Register on February 1, 2018 (83 FR
4605), is reopened.
The FAA must receive comments on
this SNPRM by July 13, 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 SNPRM, contact Textron Aviation
Inc., Textron Aviation Customer
Service, One Cessna Blvd., Wichita,
Kansas 67215; telephone: (316) 517–
5800; email: customercare@txtav.com;
internet: https://support.cessna.com.
You may review this referenced service
information at the FAA, Airworthiness
Products Section, Operational Safety
Branch, 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 Docket No. FAA–2018–
0049; or in person at Docket Operations
between 9 a.m. and 5 p.m., Monday
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through Friday, except Federal holidays.
The AD docket contains this SNPRM,
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:
Comments Invited
The FAA invites you to send any
written relevant data, views, or
arguments about this proposal. Send
your comments to an address listed
under the ADDRESSES section. Include
‘‘Docket No. FAA–2018–0049; Product
Identifier 2017–CE–031–AD’’ at the
beginning of your comments. The FAA
specifically invites comments on the
overall regulatory, economic,
environmental, and energy aspects of
this SNPRM. The FAA will consider all
comments received by the closing date
and may amend this SNPRM because of
those comments.
The FAA will post all comments,
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 received about this SNPRM.
Discussion
The FAA issued an NPRM to amend
14 CFR part 39 by adding an AD that
would apply to certain Textron (type
certificate previously held by Cessna
Aircraft Company) Model 172N, 172P,
172Q, 172RG, F172N, F172P, FR172K,
R172K, 182E, 182F, 182G, 182H, 182J,
182K, 182L, 182M, 182N, 182P, 182Q,
182R, T182, F182P, F182Q, F182RG,
R182, TR182, 206, P206/TP206, U206/
TU206, 207/T207, 210–5 (205), 210–5A
(205A), 210B, 210C, 210D, 210E, 210F,
and T210F airplanes. The NPRM
published in the Federal Register on
February 1, 2018 (83 FR 4605). The
NPRM was prompted by a report from
an operator of one of the affected
Textron airplanes that cracks were
found in the lower area of the forward
cabin doorpost bulkhead. The NPRM
proposed to require repetitively
inspecting the lower area of the forward
cabin doorposts at the strut attach fitting
for cracks and repairing any cracks
found by modifying the area with the
applicable service kit.
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Comments
The FAA gave the public the
opportunity to comment on the NPRM.
The following presents the comments
received on the NPRM and the FAA’s
response to each comment.
Request To Withdraw the NPRM
Matt Gunsch stated that cracking at
the location identified in the NPRM was
not observed while performing annual
inspections on hundreds of Cessna
airplanes as a mechanic with an
Inspection Authorization. The
commenter explained that these
inspections were on airplanes from the
Model 172A to the newest restart
airplane, with some flown as little as 25
hours a year to others that were flown
l,000 hours a year, all with no evidence
of cracking at this location. The FAA
infers the commenter would like to see
the NPRM withdrawn.
The FAA disagrees. The FAA’s
investigation revealed more than four
dozen similar cracks on Textron Model
100- and 200-series airplanes. The FAA
has not changed this proposed AD based
on this comment.
Requests To Change the Repetitive
Inspection Compliance Intervals
Mark Stephenson, Ronald Welch, the
Aircraft Owners and Pilots Association
(AOPA), Kermit Bunde, Matt Gunsch,
Howard Nelson, and an anonymous
commenter requested the FAA change
the compliance time for the repetitive
inspection intervals to hours TIS only
and remove the 12-month calendar time
inspection requirement. Neal Bachman
suggested the compliance time be based
on take off and landing cycles. Most of
these commenters stated the cracking
identified in the proposed AD was
attributed to metal fatigue, which is
driven by usage, not calendar time.
Several commenters noted that an
annual repetitive inspection adds an
unnecessary burden for operators of
low-use airplanes that may accumulate
less than 1,000 hours TIS per year. The
anonymous commenter stated that a
repetitive inspection every 12 months
was unjustified and unsupported
because the FAA did not include in the
AD docket crack-propagation math
models or show raw data indicating the
number of airplanes with cracks, their
associated TIS, or the crack lengths.
Craig Morton requested the FAA
change the multiple compliance time
interval from ‘‘whichever occurs first’’
to ‘‘whichever occurs later.’’
David Scott requested that the FAA
increase the repetitive interval
depending on airplane configuration.
The FAA partially agrees. The FAA
did not provide the data requested by
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the anonymous commenter because the
raw data relied upon by the FAA in its
risk analysis did not include crack
lengths. The FAA agrees to revise the
calendar time requirement because a
repetitive inspection annually does not
account for low use airplanes. The FAA
has adjusted the proposed repetitive
inspection interval from 12 months or
1,000 hours TIS to 36 calendar months
or 1,000 hours TIS. The FAA has
determined this extended compliance
time adequately addresses the identified
unsafe condition. In addition, this
compliance time corresponds with the
manufacturer’s guidance, for certain
airplanes, that is published in
supplemental inspection documents
(SIDs) and is supported by the fleet
history. The FAA disagrees with
providing an allowance for takeoff and
landing cycles because there is
insufficient data to support inspection
intervals based on this aspect of an
airplane’s usage. Also, FAA regulations
do not require all operators to maintain
records of landing and takeoff cycles.
The FAA also disagrees with the
requests to base the inspection solely on
flight hours and to increase the
inspection interval. In developing
appropriate compliance times for this
proposed AD, the FAA considered the
urgency associated with the subject
unsafe condition, the manufacturer’s
recommended compliance times, the
availability of parts, and the practical
aspect of accomplishing the required
inspection and any on-condition
actions. In light of these factors, the
FAA determined the proposed
compliance times are appropriate and
address the identified unsafe condition.
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Request To Decrease the Initial
Inspection Compliance Time
An anonymous commenter suggested
the FAA require the initial inspection
before 4,000 hours TIS. The commenter
stated that cracking might occur in
airplanes before the 4,000 hours TIS
identified in the proposed AD.
The FAA partially agrees. The FAA
agrees that unverified reports indicate
cracking may occur before an airplane
accumulates 4,000 hours TIS. However,
the FAA disagrees with reducing the
compliance time for the initial
inspection at this time because the data
available from the manufacturer and
from the FAA service difficulty
reporting system does not contain
sufficient information to justify it. The
FAA has added a reporting requirement
to the proposed AD to help the FAA
collect more data to determine if the
cracking is occurring at an earlier
period. The FAA will analyze the
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reporting results and may take further
rulemaking action.
Requests To Clarify the Repetitive
Inspection Instructions
Two commenters requested the FAA
clarify the repetitive inspection
instructions for airplanes that have a
service kit installed. Adam Ondrajka
noted it is more difficult to do the
inspection after installation of the
service kit because it covers some of the
area susceptible to cracking. Hageland
Aviation Services, Inc. (Hageland
Aviation) requested the proposed AD be
revised to include verbiage that allows
the inspection to be performed with the
service kit remaining in place, and
inspecting for any cracking that has
propagated past the boundaries of the
kit. This commenter also stated that the
term ‘‘to the fullest extent’’ in the
repetitive inspection instructions for
airplanes with a service kit installed is
unclear and could be interpreted to
require removal of the kit to complete
the inspection.
The FAA agrees. The FAA has
changed the proposed inspection
language to clarify the service kit should
not be removed during the inspections
and to inspect for cracks extending
beyond the modified parts.
Requests Regarding the Service Kits
AOPA requested the FAA allow the
installation of the service kit to
terminate the repetitive inspection
requirements of the proposed AD.
AOPA and Adam Ondrajka noted that
installation of the kit is terminating
action in Cessna Mandatory Service
Bulletins SEB 93–5R1 and SEB 95–19,
and the FAA did not provide
justification or reasoning in the NPRM
for continuing the repetitive inspections
after installation of the kit.
Neal Bachman requested the FAA
encourage the installation of the service
kit preemptively to prevent future
cracking, and stated that if ongoing
inspections are required after the service
kit is installed then the kit is
inadequate.
The FAA partially agrees. Owners
may voluntarily install the service kit,
as neither the NPRM nor this SNPRM
would prohibit the installation of the
service kit prior to observed cracking.
The structure added by the service kit
reinforces the critical area on which
cracking has been found. However, the
manufacturer did not provide sufficient
evidence that installation of the service
kits corrects the unsafe condition and
therefore warrants discontinuing the
inspections. In addition, the FAA has
received unconfirmed reports of
cracking extending beyond the repair
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doubler that is installed as part of the
kit. At this time, sufficient information
is not available to determine the cause
of the continued cracking. Therefore,
the FAA has added a reporting
requirement to this SNPRM to evaluate
the crack development.
Comment Regarding Variable Time
Limit for Kit Installation
Mark Stephenson requested the FAA
change the compliance time for
installing the service kit after crack
detection to a variable compliance time
based on the size, number, or severity of
the identified cracking. The commenter
noted that the proposed AD specifies
installing the service kit before further
flight if cracks are found, while at the
same time specifying a 1,000-hour
repeat inspection of the area if no cracks
are found. The commenter stated that
therefore the FAA is accepting that
flight with cracks is acceptable for
periods approaching 1,000 hours and
concluded the logic for the requirement
to incorporate the service kit before
further flight is flawed.
The FAA disagrees. There is
insufficient data on crack growth rate to
support flight with known cracks
without installation of the service kit.
Therefore, this proposed AD would not
allow variable compliance times based
on the size, number, or severity of the
identified cracking. The installation of
the service kit reinforces the cracked
area. The FAA has not changed this
SNPRM based on this comment.
Concern for Parts Availability
Urban Moore, Hageland Aviation,
Bruce Thomas, and Paul Gryko
expressed concern that the proposed AD
may ground airplanes after cracks are
identified because of the unavailability
of parts. The commenters indicated that
waiting times for some of the service
kits were several months.
The FAA recognizes the demand for
the service kits following the issuance of
the proposed AD is likely to increase.
However, the FAA has determined that
the proposed actions and compliance
times are necessary to address the
identified unsafe condition. The FAA
has not changed this proposed AD based
on this comment. However, operators
may request approval of an alternative
method of compliance (AMOC) to
extend the compliance times under the
provisions of paragraph (m) of this
proposed AD. The operator must justify
in the request that an extension of the
compliance time will provide an
adequate level of safety.
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Request for Specific Part Numbers
Urban Moore noted that Textron
would not provide the specific part
numbers for each item included in the
service kits.
The FAA disagrees. The applicable
service kits identify the part numbers
required for the kit installation. The
FAA will post in the AD docket all
service documents incorporated by
reference when the FAA issues the final
rule. Until then, and as specified in the
ADDRESSES section of the NPRM and this
SNPRM, interested parties may contact
Textron for a copy of the service
information identified in this SNPRM. A
party may also view the service
information in person at the FAA’s
offices in Kansas City, Missouri.
Request To Include the Possibility of
Extended Cracks
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Textron suggested the FAA change
the language in the proposed AD to
reflect that cracks could extend beyond
the doublers installed in accordance
with the service kits, if an operator
installed a service kit before the AD was
released.
The FAA agrees. The FAA has added
language to paragraphs (g) and (h)(2) of
this proposed AD to address potential
cracking on airplanes with the service
kits installed.
Request To Provide Credit for
Airplanes With SK206–42 or SK206–
42A Installed
Textron requested the FAA clarify the
credit in paragraph (k)(3) of the
proposed AD for Model 207 and T207
airplanes that have installed a service
kit in accordance with Cessna Single
Engine Service Bulletin SEB 93–5, dated
March 26, 1993. Specifically, Textron
asked whether owners/operators are
expected to remove the kit and install a
new kit.
The FAA agrees to clarify the credit
for Model 207 and T207 airplanes. The
FAA has revised paragraph (k)(3) of the
NPRM and redesignated it as paragraph
(k)(2)(i) in this SNPRM. As now
proposed, paragraph (k)(2)(i) specifies
that the reinforcement detailed in
Cessna Single Engine Service Kit
SK207–19A, dated May 29, 2019, must
be done to receive credit for previous
installations. As specified in Cessna
Single Engine Service Kit SK207–19A,
dated May 29, 2019, the reinforcement
can be done on airplanes with a
previously installed SK206–42() kit.
Request To Allow Credit for Previous
Actions
Hageland Aviation, Jason Vink,
Stephen Greenwood, Adam Ondrajka,
AOPA, Textron, and an anonymous
commenter requested the FAA allow
credit for initial inspections and service
kit installations in accordance with
Request To Make Service Information
Cessna Service Bulletins SEB 93–5, SEB
Available
93–5 Revision l, and SEB 95–19.
Hageland Aviation stated that failing to
Matt Gunsch commented about the
give credit could affect intrastate
difficulty obtaining the service bulletins aviation within the state of Alaska.
that are the basis of the proposed AD
Adam Ondrajka stated that paragraphs
and requested the FAA include the
(k)(1)(v) and (k)(3) of the proposed AD
referenced service documents in the AD include contradictory language for
Docket.
previous repairs completed on Model
207 and T207 airplanes. Textron and an
The FAA partially agrees. The FAA
anonymous commenter requested credit
will post in the AD docket all service
for inspections that have been
documents incorporated by reference
previously completed.
when the FAA issues the final rule.
The FAA partially agrees. Paragraph
Until then, and as specified in the
ADDRESSES section of the NPRM and this (f), ‘‘Compliance,’’ of both the NPRM
and this SNPRM states compliance is
SNPRM, interested parties may contact
required ‘‘unless already done,’’ which
Textron for a copy of the service
information identified in this SNPRM. A allows credit for any AD action
completed before the effective date of
party may also view the service
the AD.
information in person at the FAA’s
The FAA has revised paragraphs
offices in Kansas City, Missouri.
(k)(1) and (2) of this SNPRM to provide
Request To Update Service Information credit for most airplane models that
have installed the service kit using
Textron requested the FAA update
Cessna Single Engine Service Bulletin
references to the service bulletin and
SEB 93–5, dated March 26, 1993; or
service kit information in the proposed
Cessna Single Engine Service Bulletin
AD to reflect the latest revision levels.
SEB 93–5, Revision 1, dated September
The FAA agrees. The FAA has
8, 1995. The FAA has also revised
updated the service information in this
paragraph (k)(3) (redesignated as
paragraph (k)(2)(i) in this SNPRM) to
proposed AD accordingly.
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allow credit for Model 207, T207, 207A,
and T207A airplanes that have installed
the service kit if additional
reinforcement has also been done.
The FAA disagrees that the language
in paragraphs (k)(1)(v) and (k)(3) of the
NPRM is contradictory. Paragraph
(k)(1)(v) of the NPRM applies only to the
inspection, while paragraph (k)(3) of the
NPRM applies to the repair. Similarly,
paragraph (k)(1) of this SNPRM applies
only to the inspection, while paragraph
(k)(2) of this SNPRM applies to the
repair.
The FAA acknowledges Hageland
Aviation’s comment that intrastate
aviation within the state of Alaska will
be affected if credit is not given. The
FAA has revised paragraph (k) of this
SNPRM to provide credit for most
airplane models that have installed the
service kit. Additionally, paragraph (f),
‘‘Compliance,’’ of both the NPRM and
the SNPRM states compliance is
required ‘‘unless already done,’’ which
allows credit for any AD action
completed before the effective date of
the AD. Therefore, the FAA is giving
credit for previous actions.
Requests To Change the Costs of
Compliance
AOPA, Urban Moore, Duane Taylor,
Ely Cyrus, Hageland Aviation, Stephen
Greenwood, Neal Bachman, Howard
Nelson, an anonymous commenter, Paul
Gryko, and Richard James requested the
FAA update the costs of the service kits.
These commenters stated the estimated
costs in the NPRM for the installation of
the service kits did not represent the
current costs of the kits. The
commenters also expressed concern that
Textron was increasing the prices of the
service kits.
The FAA agrees. The FAA has revised
the estimated cost of the service kits to
account for the known costs.
Urban Moore requested the FAA
increase the number of labor hours
estimated to complete the repair.
The FAA agrees. The FAA has
increased the estimated work-hours to
install the service kits from 24 workhours to 36 work-hours.
An anonymous commenter stated the
labor rate of $85 per work-hour is out
of date.
The FAA disagrees. The FAA Office
of Aviation Policy and Plans provides
the labor rate of $85 per work-hour to
use when estimating the labor costs of
complying with AD requirements.
An anonymous commenter stated the
estimated cost in the NPRM should be
doubled to account for the cost to repair
the doorposts for both wing struts.
The FAA disagrees. The estimated
costs in both the NPRM and this
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SNPRM already account for repairs on
both sides of the airplane.
Request To Correct the Language in the
Cost of Compliance for Affected
Products
An anonymous commenter noted an
error in the estimated costs and stated
that the Cost of Compliance section
incorrectly refers to 2,928 engines
instead of the correct number of
airplanes.
The FAA disagrees. The Cost of
Compliance section in the NPRM
estimates that the proposed AD would
affect 14,653 airplanes of U.S. registry;
it does not refer to the number of
affected engines. The FAA has not
changed this proposed AD based on this
comment.
Request To Change the Manufacturer
Contact Information
Textron requested the FAA change
the internet contact information for
contacting the manufacturer to https://
support.cessna.com.
The FAA agrees. The FAA has
updated the contact information
accordingly.
Request for Docket Correction
Stephen Greenwood noted that in the
NPRM the docket number is incorrectly
listed as FAA–2017–0049 instead of
FAA–2018–0049. The FAA infers that
the commenter is requesting that the
FAA correct the docket number.
The FAA agrees. The FAA published
a proposed rule; correction because of
the docket number error in the NPRM
on February 13, 2018 (83 FR 6136). This
SNPRM references the correct docket
number.
Request To Extend the Comment Period
Howard Nelson stated that after the
proposed AD is updated with the
correct costs for the repair kit, the FAA
should extend the comment period.
The FAA agrees. The FAA has
updated the estimated cost of the repair
service kit and has made other changes
that increase the burden on the
operators. Therefore, the FAA is issuing
this SNPRM to allow further comment
on these changes.
Other Differences Between the NPRM
and This SNPRM
Table 1 to paragraph (c) of this
SNPRM contains changes to some of the
model designations listed in the
applicability in order to match the
models as they are listed in the type
certificate data sheet. Where the NPRM
referred to ‘‘P206/TP206,’’ ‘‘U206/
TU206,’’ and ‘‘207/T207,’’ series of
airplanes, this SNPRM identifies the
following model designations: P206,
P206A, P206B, P206C, P206D, P206E,
TP206A, TP206B, TP206C, TP206D,
TP206E, U206, U206A, U206B, U206C,
U206D, U206E, U206F, U206G,
TU206A, TU206B, TU206C, TU206D,
TU206E, TU206F, TU206G, 207, 207A,
T207, and T207A.
The Model ‘‘F182RG’’ listed in Table
1 to paragraph (c) of the NPRM was
based on the model designation
specified in the service information.
Table 1 to paragraph (c) of this SNPRM
lists ‘‘Model FR182,’’ which is the
correct model designation as it is listed
in the type certificate data sheet for that
model.
This SNPRM also clarifies the affected
serial numbers listed in table 1 to
paragraph (c) of the NPRM. Where the
table to paragraph (c) of this SNPRM
identifies an affected serial number
range that includes all eligible serial
numbers for a given model, the FAA has
instead specified ‘‘All serial numbers’’
in this SNPRM.
Related Service Information Under 1
CFR Part 51
The FAA reviewed Cessna Single
Engine Service Bulletin SEB 95–19,
dated December 29, 1995 (SEB 95–19);
and Cessna Single Engine Service
Bulletin SEB 93–5, Revision 2, dated
May 29, 2019 (SEB 93–5R2). For the
applicable model airplanes, the service
information contains procedures for
repetitively inspecting the lower area of
the forward cabin doorposts for cracks
and repairing any cracks found by
modifying the area with an applicable
Cessna service kit.
The FAA also reviewed Cessna Single
Engine Service Kit SK207–19A, dated
May 29, 2019. The service information
contains procedures to reinforce the
lower forward doorpost bulkhead and
wing strut fitting by adding a doubler
and a channel to each forward cabin
doorpost bulkhead.
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 Cessna Single
Engine Service Kit SK172–147, dated
December 29, 1995. This service kit
provides instructions to add a channel
to each forward cabin doorpost
bulkhead. The FAA also reviewed
Cessna Single Engine Service Kit
SK182–115, dated December 29, 1995;
Cessna Single Engine Service Kit
SK206–42D, dated May 29, 2019; and
Cessna Single Engine Service Kit
SK210–156, dated December 29, 1995.
For the applicable model airplanes,
these service kits provide instructions to
add a doubler and a channel to each
forward cabin doorpost bulkhead.
FAA’s Determination
The FAA is proposing 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. Certain changes described above
expand the scope of the NPRM. As a
result, the FAA has determined that it
is necessary to reopen the comment
period to provide additional
opportunity for the public to comment
on this SNPRM.
Proposed Requirements of This SNPRM
This SNPRM would require
repetitively inspecting the lower area of
the forward cabin doorposts for cracks
and repairing any cracks found by
modifying the area with the applicable
Cessna service kit.
Costs of Compliance
The FAA estimates that this proposed
AD would affect 14,653 airplanes of
U.S. registry.
The FAA estimates the following
costs to comply with this proposed AD:
jbell on DSKJLSW7X2PROD with PROPOSALS
ESTIMATED COSTS
Cost per
product
Cost on U.S.
operators
Action
Labor cost
Parts cost
Inspect the lower area of the forward
cabin doorposts for cracks.
Reporting requirement ...............................
1.5 work-hours × $85 per hour = $127.50
Not applicable .........
$127.50
$1,868,257.50
1 work-hour × $85 per hour = $85 ..........
Not applicable .........
85
1,245,505
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Federal Register / Vol. 85, No. 104 / Friday, May 29, 2020 / Proposed Rules
The FAA estimates the following
costs to do any necessary repairs that
would be required based on the results
of the proposed inspection. Reference
the applicable Cessna single engine
service bulletin for kit applicability. The
32313
FAA has no way of determining the
number of airplanes that might need
this repair:
ON-CONDITION COSTS
Action
Install
Install
Install
Install
Install
Cessna
Cessna
Cessna
Cessna
Cessna
Single-Engine
Single-Engine
Single-Engine
Single-Engine
Single-Engine
Labor cost
Service
Service
Service
Service
Service
Kit
Kit
Kit
Kit
Kit
SK172–147
SK182–115
SK206–42D
SK207–19A
SK210–156
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 1 hour 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
36
36
36
36
36
work-hours
work-hours
work-hours
work-hours
work-hours
×
×
×
×
×
Parts cost
$85 per hour = $3,060 ......................
85 per hour = 3,060 ..........................
85 per hour = 3,060 ..........................
85 per hour = 3,060 ..........................
85 per hour = 3,060 ..........................
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
airplanes 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
$3,415
7,490
3,115
4,957
7,020
$6,475
10,550
6,175
8,017
10,080
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:
■
Regulatory Findings
Authority: 49 U.S.C. 106(g), 40113, 44701.
The FAA 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 this proposed regulation:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
(2) Will not affect intrastate aviation
in Alaska, and
(3) Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive (AD):
■
Textron Aviation Inc.: Docket No. FAA–
2018–0049; Product Identifier 2017–CE–
031–AD.
(a) Comments Due Date
The FAA must receive comments by July
13, 2020.
(b) Affected ADs
None.
(c) Applicability
This AD applies to the following Textron
Aviation Inc. (type certificate previously held
by Cessna Aircraft Company) model
airplanes, certificated in any category:
jbell on DSKJLSW7X2PROD with PROPOSALS
TABLE 1 TO PARAGRAPH (C)—AFFECTED MODELS AND SERIAL NUMBERS
Model
Serial Nos.
172N ...................................................................
172P ....................................................................
172Q ...................................................................
17272885 through 17274009 inclusive.
All serial numbers.
17275869, 17275927 through 17275934 inclusive, 17275952, 17275959, 17275960,
17275962, 17275964, 17275965, 17275967, 17275968, 17275969, 17275971, 17275992,
17275999, 17276002, 17276005, 17276029, 17276032, 17276042, 17276045, 17276051,
17276052, 17276054, 17276101, 17276109, 17276140, 17276147, 17276188, and
17276211.
All serial numbers.
F17201910 through F17202039 inclusive.
All serial numbers.
172RG .................................................................
F172N .................................................................
F172P .................................................................
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Federal Register / Vol. 85, No. 104 / Friday, May 29, 2020 / Proposed Rules
TABLE 1 TO PARAGRAPH (C)—AFFECTED MODELS AND SERIAL NUMBERS—Continued
Model
Serial Nos.
FR172K ...............................................................
R172K .................................................................
182E ....................................................................
182F ....................................................................
182G ...................................................................
182H ...................................................................
182J ....................................................................
182K ....................................................................
182L ....................................................................
182M ...................................................................
182N ...................................................................
182P ....................................................................
182Q ...................................................................
182R ...................................................................
T182 ....................................................................
F182P .................................................................
F182Q .................................................................
FR182 .................................................................
R182 ...................................................................
R182 and TR182 ................................................
206 ......................................................................
P206, P206A, P206B, P206C, P206D, P206E,
TP206A, TP206B, TP206C, TP206D, and
TP206E.
U206, U206A, U206B, U206C, U206D, U206E,
U206F, U206G, TU206A, TU206B, TU206C,
TU206D, TU206E, TU206F, and TU206G.
207, 207A, T207, and T207A .............................
210–5 (205) ........................................................
210–5A (205A) ....................................................
210B ....................................................................
210C ...................................................................
210D ...................................................................
210E ....................................................................
210F ....................................................................
T210F ..................................................................
(d) Subject
Joint Aircraft System Component (JASC)/
Air Transport Association (ATA) of America
Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by a report of
cracks found in the lower area of the forward
cabin doorpost bulkhead. The FAA is issuing
this AD to detect and address cracking of the
wing strut attach point. The unsafe
condition, if not addressed, could result in
failure of the wing in operation, which could
result in loss of control of the airplane.
jbell on DSKJLSW7X2PROD with PROPOSALS
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Initial Inspections
(1) For airplanes without a lower forward
doorpost bulkhead and wing strut fitting
reinforcement service kit (service kit)
installed in accordance with Cessna Single
Engine Service Bulletin SEB95–19, dated
December 29, 1995 (SEB95–19), or Cessna
Single Engine Service Bulletin SEB93–5,
Revision 2, dated May 29, 2019 (SEB93–5R2):
At the applicable compliance time specified
in paragraph (g)(1)(i) or (ii) of this AD, do a
visual inspection of the lower forward
doorpost at the strut attach fitting for cracks
VerDate Sep<11>2014
16:14 May 28, 2020
Jkt 250001
FR17200656 through FR17200675 inclusive.
R1723200 through R1723454 inclusive.
All serial numbers.
All serial numbers.
All serial numbers.
All serial numbers.
All serial numbers.
All serial numbers.
All serial numbers.
All serial numbers.
All serial numbers.
All serial numbers.
All serial numbers.
All serial numbers.
All serial numbers.
All serial numbers.
All serial numbers.
All serial numbers.
R18200002 through R18200583 inclusive.
R18200001 and R18200584 through R18202039 inclusive.
All serial numbers.
All serial numbers.
All serial numbers.
All
All
All
All
All
All
All
All
All
serial
serial
serial
serial
serial
serial
serial
serial
serial
numbers.
numbers.
numbers.
numbers.
numbers.
numbers.
numbers.
numbers.
numbers.
in accordance with steps 1.A., 1.B., 1.C., and
1.B. (the step following step 1.C.) of the
Accomplishment Instructions in SEB95–19;
or steps 1.A. and 1.B. of the Accomplishment
Instructions in SEB93–5R2; as applicable to
your model airplane.
(i) For airplanes that have accumulated less
than 4,000 hours time-in-service (TIS) as of
the effective date of this AD: Initially inspect
prior to the accumulation of 4,000 hours TIS
or within the next 200 hours TIS after the
effective date of this AD, whichever occurs
later.
(ii) For airplanes that have accumulated
4,000 or more hours TIS as of the effective
date of this AD: Initially inspect within 200
hours TIS after the effective date of this AD
or within 12 calendar months after the
effective date of this AD, whichever occurs
first.
(2) For airplanes with a service kit installed
in accordance with SEB95–19 or SEB93–5R2:
At the later of the times specified in
paragraphs (g)(2)(i) and (ii) of this AD, do a
visual inspection of the lower forward
doorpost at the strut attach fitting for cracks
in accordance with steps 1.A., 1.B., 1.C., and
1.B. (the step following step 1.C.) of the
Accomplishment Instructions in SEB95–19;
or steps 1.A. and 1.B. of the Accomplishment
Instructions in SEB93–5R2; as applicable to
your model airplane. Do not remove the
installed service kit; instead, inspect for
PO 00000
Frm 00011
Fmt 4702
Sfmt 4702
cracking that extends beyond the modified
parts.
(i) At the applicable time specified in
paragraph (g)(1)(i) or (ii) of this AD.
(ii) Within 1,000 hours TIS or 36 calendar
months, whichever occurs first, since
installing the service kit.
(h) Repetitive Inspections
(1) If no cracks are found during the initial
inspection required by paragraph (g)(1) or (2)
of this AD, thereafter repeat the inspection at
intervals not to exceed 36 calendar months
or 1,000 hours TIS, whichever occurs first
from the last inspection, as long as no cracks
are found.
(2) If cracks are found during any
inspection required by paragraph (g)(1) or
(h)(1) of this AD, do the inspection specified
in paragraph (g)(2) of this AD within 36
calendar months or 1,000 hours TIS,
whichever occurs first after installing the
service kit required by paragraph (i)(1) of this
AD. Thereafter, repeat the inspection at
intervals not to exceed 36 calendar months
or 1,000 hours TIS, whichever occurs first
from the last inspection, as long as no
additional cracks are found.
(i) Corrective Actions
(1) If cracks are found during any
inspection required by paragraph (g)(1) or
paragraph (h)(1) of this AD, before further
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flight, install a service kit in accordance with
step 1.D. of the Accomplishment Instructions
in SEB95–19; or step 1.C. of the
Accomplishment Instructions in SEB93–5R2;
as applicable to your model airplane.
(2) If cracks are found during any
inspection required by paragraph (g)(2) or
(h)(2) of this AD, before further flight, repair
the area using a method approved by the
Manager, Wichita ACO Branch, FAA. For a
repair method to be approved by the
Manager, Wichita ACO Branch as required by
this paragraph, the Manager’s approval letter
must specifically refer to this AD. You may
use the contact information in paragraph
(n)(1) of this AD to obtain FAA approval of
your repair method.
jbell on DSKJLSW7X2PROD with PROPOSALS
(j) Reporting Requirement
Within 30 days after the effective date of
this AD, or within 30 days after completing
the initial inspection required by paragraph
(g) of this AD, whichever occurs later, report
the findings of the initial inspection
(regardless if cracks were found or not) to the
FAA at Wichita-COS@faa.gov. Thereafter,
within 30 days after completing each
repetitive inspection required by paragraph
(h) of this AD, if any crack was found, report
the crack findings to the FAA at WichitaCOS@faa.gov. Include in your reports the
following information:
(1) Name and address of the owner;
(2) Date of the inspection;
(3) Name, address, telephone number, and
email address of the person submitting the
report;
(4) Airplane serial number and total hours
TIS on the airplane at the time of the
inspection; and
(5) If any crack was found during the
inspection, provide detailed crack
information as specified below:
(i) A sketch or picture detailing the crack
location;
(ii) Measured length of the crack(s) found;
(iii) Installation of a Cessna service kit or
any other kit or repair before the inspection;
and
(iv) Installation of any supplemental type
certificates (STCs), alterations, repairs, or
field approvals affecting the area of concern
or affecting gross weight.
(k) Credit for Previous Actions
(1) You may take credit for the initial
inspection required by paragraph (g) of this
AD if you performed the inspection before
the effective date of this AD using Cessna
Single Engine Service Bulletin SEB93–5,
dated March 26, 1993; or Cessna Single
Engine Service Bulletin SEB93–5, Revision 1,
dated September 8, 1995.
(2) You may take credit for the installation
required by paragraph (i)(1) of this AD as
follows.
(i) For Model 207, T207, 207A, and T207A
airplanes with a service kit installed using
SK206–42, SK206–42A, SK206–42B, or
SK206–42C: You may take credit for the
installation if done before the effective date
of this AD using Cessna Single Engine
Service Bulletin SEB93–5, dated March 26,
1993, or Cessna Single Engine Service
Bulletin SEB93–5, Revision 1, dated
September 8, 1995; if the reinforcement of
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16:14 May 28, 2020
Jkt 250001
32315
the lower forward doorpost bulkhead and
wing strut fitting specified in Cessna Single
Engine Service Kit SK207–19A, dated May
29, 2019, is also accomplished within 200
hours TIS after the effective date of this AD.
(ii) For all other models: You may take
credit for the installation if done before the
effective date of this AD using Cessna Single
Engine Service Bulletin SEB 93–5, dated
March 26, 1993; or Cessna Single Engine
Service Bulletin SEB 93–5, Revision 1, dated
September 8, 1995.
availability of this material at the FAA, call
(816) 329–4148.
(l) 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 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 1 hour 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 HOMELAND
SECURITY
(m) 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 (n)(1) 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.
(n) Related Information
(1) 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.
(2) For service information identified in
this AD, contact Textron Aviation Inc.,
Textron Aviation Customer Service, One
Cessna Blvd., Wichita, Kansas 67215;
telephone: (316) 517–5800; email:
customercare@txtav.com; internet: https://
support.cessna.com. You may review this
referenced service information at the FAA,
Airworthiness Products Section, Operational
Safety Branch, 901 Locust, Kansas City,
Missouri 64106. For information on the
PO 00000
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Fmt 4702
Sfmt 4702
Issued on May 21, 2020.
Gaetano A. Sciortino,
Deputy Director for Strategic Initiatives,
Compliance & Airworthiness Division,
Aircraft Certification Service.
[FR Doc. 2020–11340 Filed 5–28–20; 8:45 am]
BILLING CODE 4910–13–P
Coast Guard
33 CFR Part 165
[Docket Number USCG–2020–0248]
RIN 1625–AA00
Safety Zone; Apra Outer Harbor, Naval
Base Guam
Coast Guard, DHS.
Notice of proposed rulemaking.
AGENCY:
ACTION:
The Coast Guard is proposing
to establish a temporary safety zone for
certain waters of Apra Outer Harbor.
This action is necessary to provide for
the safety of life on these navigable
waters near Polaris Point, Guam, during
a fireworks display on July 4, 2020. This
proposed rulemaking would prohibit
persons and vessels from entering the
safety zone unless authorized by the
Captain of the Port Guam (COTP) or a
designated representative. We invite
your comments on this proposed
rulemaking.
SUMMARY:
Comments and related material
must be received by the Coast Guard on
or before June 29, 2020.
ADDRESSES: You may submit comments
identified by docket number USCG–
2020–0248 using the Federal
eRulemaking Portal at https://
www.regulations.gov. See the ‘‘Public
Participation and Request for
Comments’’ portion of the
SUPPLEMENTARY INFORMATION section for
further instructions on submitting
comments.
DATES:
If
you have questions about this proposed
rulemaking, call or email Chief Robert
Davis, Sector Guam, U.S. Coast Guard;
telephone 671–355–4866, email
wwmguam@uscg.mil.
SUPPLEMENTARY INFORMATION:
FOR FURTHER INFORMATION CONTACT:
I. Table of Abbreviations
CFR Code of Federal Regulations
DHS Department of Homeland Security
FR Federal Register
NPRM Notice of proposed rulemaking
§ Section
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]]>Agencies
[Federal Register Volume 85, Number 104 (Friday, May 29, 2020)]
[Proposed Rules]
[Pages 32308-32315]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2020-11340]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2018-0049; Product Identifier 2017-CE-031-AD]
RIN 2120-AA64
Airworthiness Directives; Textron Aviation Inc. Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Supplemental notice of proposed rulemaking (SNPRM); reopening
of comment period.
-----------------------------------------------------------------------
SUMMARY: The FAA is revising an earlier proposal for certain Textron
Aviation Inc. (Textron) Model 172N, 172P, 172Q, 172RG, F172N, F172P,
FR172K, R172K, 182E, 182F, 182G, 182H, 182J, 182K, 182L, 182M, 182N,
182P, 182Q, 182R, T182, F182P, F182Q, F182RG, R182, TR182, 206, P206/
TP206, U206/TU206, 207/T207, 210-5 (205), 210-5A (205A), 210B, 210C,
210D, 210E, 210F, and T210F airplanes. This action revises the
[[Page 32309]]
notice of proposed rulemaking (NPRM) by modifying the estimated costs
of the proposed AD, the repetitive inspection intervals, and the credit
allowed for previous actions; clarifying the inspection instructions
for airplanes with the service kit installed; correcting the contact
information for obtaining the service information; and adding a
reporting requirement to collect the inspection results. The FAA is
proposing this airworthiness directive (AD) to address the unsafe
condition on these products. Since these actions would impose an
additional burden over those in the NPRM based on comments from
commenters, the FAA is reopening the comment period to allow the public
the chance to comment on these changes.
DATES: The comment period for the NPRM published in the Federal
Register on February 1, 2018 (83 FR 4605), is reopened.
The FAA must receive comments on this SNPRM by July 13, 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 SNPRM, contact Textron
Aviation Inc., Textron Aviation Customer Service, One Cessna Blvd.,
Wichita, Kansas 67215; telephone: (316) 517-5800; email:
[email protected]; internet: https://support.cessna.com. You may
review this referenced service information at the FAA, Airworthiness
Products Section, Operational Safety Branch, 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 Docket No. FAA-2018-
0049; 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 SNPRM, 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:
Comments Invited
The FAA invites you to send any written relevant data, views, or
arguments about this proposal. Send your comments to an address listed
under the ADDRESSES section. Include ``Docket No. FAA-2018-0049;
Product Identifier 2017-CE-031-AD'' at the beginning of your comments.
The FAA specifically invites comments on the overall regulatory,
economic, environmental, and energy aspects of this SNPRM. The FAA will
consider all comments received by the closing date and may amend this
SNPRM because of those comments.
The FAA will post all comments, 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 received about this SNPRM.
Discussion
The FAA issued an NPRM to amend 14 CFR part 39 by adding an AD that
would apply to certain Textron (type certificate previously held by
Cessna Aircraft Company) Model 172N, 172P, 172Q, 172RG, F172N, F172P,
FR172K, R172K, 182E, 182F, 182G, 182H, 182J, 182K, 182L, 182M, 182N,
182P, 182Q, 182R, T182, F182P, F182Q, F182RG, R182, TR182, 206, P206/
TP206, U206/TU206, 207/T207, 210-5 (205), 210-5A (205A), 210B, 210C,
210D, 210E, 210F, and T210F airplanes. The NPRM published in the
Federal Register on February 1, 2018 (83 FR 4605). The NPRM was
prompted by a report from an operator of one of the affected Textron
airplanes that cracks were found in the lower area of the forward cabin
doorpost bulkhead. The NPRM proposed to require repetitively inspecting
the lower area of the forward cabin doorposts at the strut attach
fitting for cracks and repairing any cracks found by modifying the area
with the applicable service kit.
Comments
The FAA gave the public the opportunity to comment on the NPRM. The
following presents the comments received on the NPRM and the FAA's
response to each comment.
Request To Withdraw the NPRM
Matt Gunsch stated that cracking at the location identified in the
NPRM was not observed while performing annual inspections on hundreds
of Cessna airplanes as a mechanic with an Inspection Authorization. The
commenter explained that these inspections were on airplanes from the
Model 172A to the newest restart airplane, with some flown as little as
25 hours a year to others that were flown l,000 hours a year, all with
no evidence of cracking at this location. The FAA infers the commenter
would like to see the NPRM withdrawn.
The FAA disagrees. The FAA's investigation revealed more than four
dozen similar cracks on Textron Model 100- and 200-series airplanes.
The FAA has not changed this proposed AD based on this comment.
Requests To Change the Repetitive Inspection Compliance Intervals
Mark Stephenson, Ronald Welch, the Aircraft Owners and Pilots
Association (AOPA), Kermit Bunde, Matt Gunsch, Howard Nelson, and an
anonymous commenter requested the FAA change the compliance time for
the repetitive inspection intervals to hours TIS only and remove the
12-month calendar time inspection requirement. Neal Bachman suggested
the compliance time be based on take off and landing cycles. Most of
these commenters stated the cracking identified in the proposed AD was
attributed to metal fatigue, which is driven by usage, not calendar
time. Several commenters noted that an annual repetitive inspection
adds an unnecessary burden for operators of low-use airplanes that may
accumulate less than 1,000 hours TIS per year. The anonymous commenter
stated that a repetitive inspection every 12 months was unjustified and
unsupported because the FAA did not include in the AD docket crack-
propagation math models or show raw data indicating the number of
airplanes with cracks, their associated TIS, or the crack lengths.
Craig Morton requested the FAA change the multiple compliance time
interval from ``whichever occurs first'' to ``whichever occurs later.''
David Scott requested that the FAA increase the repetitive interval
depending on airplane configuration.
The FAA partially agrees. The FAA did not provide the data
requested by
[[Page 32310]]
the anonymous commenter because the raw data relied upon by the FAA in
its risk analysis did not include crack lengths. The FAA agrees to
revise the calendar time requirement because a repetitive inspection
annually does not account for low use airplanes. The FAA has adjusted
the proposed repetitive inspection interval from 12 months or 1,000
hours TIS to 36 calendar months or 1,000 hours TIS. The FAA has
determined this extended compliance time adequately addresses the
identified unsafe condition. In addition, this compliance time
corresponds with the manufacturer's guidance, for certain airplanes,
that is published in supplemental inspection documents (SIDs) and is
supported by the fleet history. The FAA disagrees with providing an
allowance for takeoff and landing cycles because there is insufficient
data to support inspection intervals based on this aspect of an
airplane's usage. Also, FAA regulations do not require all operators to
maintain records of landing and takeoff cycles. The FAA also disagrees
with the requests to base the inspection solely on flight hours and to
increase the inspection interval. In developing appropriate compliance
times for this proposed AD, the FAA considered the urgency associated
with the subject unsafe condition, the manufacturer's recommended
compliance times, the availability of parts, and the practical aspect
of accomplishing the required inspection and any on-condition actions.
In light of these factors, the FAA determined the proposed compliance
times are appropriate and address the identified unsafe condition.
Request To Decrease the Initial Inspection Compliance Time
An anonymous commenter suggested the FAA require the initial
inspection before 4,000 hours TIS. The commenter stated that cracking
might occur in airplanes before the 4,000 hours TIS identified in the
proposed AD.
The FAA partially agrees. The FAA agrees that unverified reports
indicate cracking may occur before an airplane accumulates 4,000 hours
TIS. However, the FAA disagrees with reducing the compliance time for
the initial inspection at this time because the data available from the
manufacturer and from the FAA service difficulty reporting system does
not contain sufficient information to justify it. The FAA has added a
reporting requirement to the proposed AD to help the FAA collect more
data to determine if the cracking is occurring at an earlier period.
The FAA will analyze the reporting results and may take further
rulemaking action.
Requests To Clarify the Repetitive Inspection Instructions
Two commenters requested the FAA clarify the repetitive inspection
instructions for airplanes that have a service kit installed. Adam
Ondrajka noted it is more difficult to do the inspection after
installation of the service kit because it covers some of the area
susceptible to cracking. Hageland Aviation Services, Inc. (Hageland
Aviation) requested the proposed AD be revised to include verbiage that
allows the inspection to be performed with the service kit remaining in
place, and inspecting for any cracking that has propagated past the
boundaries of the kit. This commenter also stated that the term ``to
the fullest extent'' in the repetitive inspection instructions for
airplanes with a service kit installed is unclear and could be
interpreted to require removal of the kit to complete the inspection.
The FAA agrees. The FAA has changed the proposed inspection
language to clarify the service kit should not be removed during the
inspections and to inspect for cracks extending beyond the modified
parts.
Requests Regarding the Service Kits
AOPA requested the FAA allow the installation of the service kit to
terminate the repetitive inspection requirements of the proposed AD.
AOPA and Adam Ondrajka noted that installation of the kit is
terminating action in Cessna Mandatory Service Bulletins SEB 93-5R1 and
SEB 95-19, and the FAA did not provide justification or reasoning in
the NPRM for continuing the repetitive inspections after installation
of the kit.
Neal Bachman requested the FAA encourage the installation of the
service kit preemptively to prevent future cracking, and stated that if
ongoing inspections are required after the service kit is installed
then the kit is inadequate.
The FAA partially agrees. Owners may voluntarily install the
service kit, as neither the NPRM nor this SNPRM would prohibit the
installation of the service kit prior to observed cracking. The
structure added by the service kit reinforces the critical area on
which cracking has been found. However, the manufacturer did not
provide sufficient evidence that installation of the service kits
corrects the unsafe condition and therefore warrants discontinuing the
inspections. In addition, the FAA has received unconfirmed reports of
cracking extending beyond the repair doubler that is installed as part
of the kit. At this time, sufficient information is not available to
determine the cause of the continued cracking. Therefore, the FAA has
added a reporting requirement to this SNPRM to evaluate the crack
development.
Comment Regarding Variable Time Limit for Kit Installation
Mark Stephenson requested the FAA change the compliance time for
installing the service kit after crack detection to a variable
compliance time based on the size, number, or severity of the
identified cracking. The commenter noted that the proposed AD specifies
installing the service kit before further flight if cracks are found,
while at the same time specifying a 1,000-hour repeat inspection of the
area if no cracks are found. The commenter stated that therefore the
FAA is accepting that flight with cracks is acceptable for periods
approaching 1,000 hours and concluded the logic for the requirement to
incorporate the service kit before further flight is flawed.
The FAA disagrees. There is insufficient data on crack growth rate
to support flight with known cracks without installation of the service
kit. Therefore, this proposed AD would not allow variable compliance
times based on the size, number, or severity of the identified
cracking. The installation of the service kit reinforces the cracked
area. The FAA has not changed this SNPRM based on this comment.
Concern for Parts Availability
Urban Moore, Hageland Aviation, Bruce Thomas, and Paul Gryko
expressed concern that the proposed AD may ground airplanes after
cracks are identified because of the unavailability of parts. The
commenters indicated that waiting times for some of the service kits
were several months.
The FAA recognizes the demand for the service kits following the
issuance of the proposed AD is likely to increase. However, the FAA has
determined that the proposed actions and compliance times are necessary
to address the identified unsafe condition. The FAA has not changed
this proposed AD based on this comment. However, operators may request
approval of an alternative method of compliance (AMOC) to extend the
compliance times under the provisions of paragraph (m) of this proposed
AD. The operator must justify in the request that an extension of the
compliance time will provide an adequate level of safety.
[[Page 32311]]
Request for Specific Part Numbers
Urban Moore noted that Textron would not provide the specific part
numbers for each item included in the service kits.
The FAA disagrees. The applicable service kits identify the part
numbers required for the kit installation. The FAA will post in the AD
docket all service documents incorporated by reference when the FAA
issues the final rule. Until then, and as specified in the ADDRESSES
section of the NPRM and this SNPRM, interested parties may contact
Textron for a copy of the service information identified in this SNPRM.
A party may also view the service information in person at the FAA's
offices in Kansas City, Missouri.
Request To Include the Possibility of Extended Cracks
Textron suggested the FAA change the language in the proposed AD to
reflect that cracks could extend beyond the doublers installed in
accordance with the service kits, if an operator installed a service
kit before the AD was released.
The FAA agrees. The FAA has added language to paragraphs (g) and
(h)(2) of this proposed AD to address potential cracking on airplanes
with the service kits installed.
Request To Make Service Information Available
Matt Gunsch commented about the difficulty obtaining the service
bulletins that are the basis of the proposed AD and requested the FAA
include the referenced service documents in the AD Docket.
The FAA partially agrees. The FAA will post in the AD docket all
service documents incorporated by reference when the FAA issues the
final rule. Until then, and as specified in the ADDRESSES section of
the NPRM and this SNPRM, interested parties may contact Textron for a
copy of the service information identified in this SNPRM. A party may
also view the service information in person at the FAA's offices in
Kansas City, Missouri.
Request To Update Service Information
Textron requested the FAA update references to the service bulletin
and service kit information in the proposed AD to reflect the latest
revision levels.
The FAA agrees. The FAA has updated the service information in this
proposed AD accordingly.
Request To Provide Credit for Airplanes With SK206-42 or SK206-42A
Installed
Textron requested the FAA clarify the credit in paragraph (k)(3) of
the proposed AD for Model 207 and T207 airplanes that have installed a
service kit in accordance with Cessna Single Engine Service Bulletin
SEB 93-5, dated March 26, 1993. Specifically, Textron asked whether
owners/operators are expected to remove the kit and install a new kit.
The FAA agrees to clarify the credit for Model 207 and T207
airplanes. The FAA has revised paragraph (k)(3) of the NPRM and
redesignated it as paragraph (k)(2)(i) in this SNPRM. As now proposed,
paragraph (k)(2)(i) specifies that the reinforcement detailed in Cessna
Single Engine Service Kit SK207-19A, dated May 29, 2019, must be done
to receive credit for previous installations. As specified in Cessna
Single Engine Service Kit SK207-19A, dated May 29, 2019, the
reinforcement can be done on airplanes with a previously installed
SK206-42() kit.
Request To Allow Credit for Previous Actions
Hageland Aviation, Jason Vink, Stephen Greenwood, Adam Ondrajka,
AOPA, Textron, and an anonymous commenter requested the FAA allow
credit for initial inspections and service kit installations in
accordance with Cessna Service Bulletins SEB 93-5, SEB 93-5 Revision l,
and SEB 95-19. Hageland Aviation stated that failing to give credit
could affect intrastate aviation within the state of Alaska. Adam
Ondrajka stated that paragraphs (k)(1)(v) and (k)(3) of the proposed AD
include contradictory language for previous repairs completed on Model
207 and T207 airplanes. Textron and an anonymous commenter requested
credit for inspections that have been previously completed.
The FAA partially agrees. Paragraph (f), ``Compliance,'' of both
the NPRM and this SNPRM states compliance is required ``unless already
done,'' which allows credit for any AD action completed before the
effective date of the AD.
The FAA has revised paragraphs (k)(1) and (2) of this SNPRM to
provide credit for most airplane models that have installed the service
kit using Cessna Single Engine Service Bulletin SEB 93-5, dated March
26, 1993; or Cessna Single Engine Service Bulletin SEB 93-5, Revision
1, dated September 8, 1995. The FAA has also revised paragraph (k)(3)
(redesignated as paragraph (k)(2)(i) in this SNPRM) to allow credit for
Model 207, T207, 207A, and T207A airplanes that have installed the
service kit if additional reinforcement has also been done.
The FAA disagrees that the language in paragraphs (k)(1)(v) and
(k)(3) of the NPRM is contradictory. Paragraph (k)(1)(v) of the NPRM
applies only to the inspection, while paragraph (k)(3) of the NPRM
applies to the repair. Similarly, paragraph (k)(1) of this SNPRM
applies only to the inspection, while paragraph (k)(2) of this SNPRM
applies to the repair.
The FAA acknowledges Hageland Aviation's comment that intrastate
aviation within the state of Alaska will be affected if credit is not
given. The FAA has revised paragraph (k) of this SNPRM to provide
credit for most airplane models that have installed the service kit.
Additionally, paragraph (f), ``Compliance,'' of both the NPRM and the
SNPRM states compliance is required ``unless already done,'' which
allows credit for any AD action completed before the effective date of
the AD. Therefore, the FAA is giving credit for previous actions.
Requests To Change the Costs of Compliance
AOPA, Urban Moore, Duane Taylor, Ely Cyrus, Hageland Aviation,
Stephen Greenwood, Neal Bachman, Howard Nelson, an anonymous commenter,
Paul Gryko, and Richard James requested the FAA update the costs of the
service kits. These commenters stated the estimated costs in the NPRM
for the installation of the service kits did not represent the current
costs of the kits. The commenters also expressed concern that Textron
was increasing the prices of the service kits.
The FAA agrees. The FAA has revised the estimated cost of the
service kits to account for the known costs.
Urban Moore requested the FAA increase the number of labor hours
estimated to complete the repair.
The FAA agrees. The FAA has increased the estimated work-hours to
install the service kits from 24 work-hours to 36 work-hours.
An anonymous commenter stated the labor rate of $85 per work-hour
is out of date.
The FAA disagrees. The FAA Office of Aviation Policy and Plans
provides the labor rate of $85 per work-hour to use when estimating the
labor costs of complying with AD requirements.
An anonymous commenter stated the estimated cost in the NPRM should
be doubled to account for the cost to repair the doorposts for both
wing struts.
The FAA disagrees. The estimated costs in both the NPRM and this
[[Page 32312]]
SNPRM already account for repairs on both sides of the airplane.
Request To Correct the Language in the Cost of Compliance for Affected
Products
An anonymous commenter noted an error in the estimated costs and
stated that the Cost of Compliance section incorrectly refers to 2,928
engines instead of the correct number of airplanes.
The FAA disagrees. The Cost of Compliance section in the NPRM
estimates that the proposed AD would affect 14,653 airplanes of U.S.
registry; it does not refer to the number of affected engines. The FAA
has not changed this proposed AD based on this comment.
Request To Change the Manufacturer Contact Information
Textron requested the FAA change the internet contact information
for contacting the manufacturer to https://support.cessna.com.
The FAA agrees. The FAA has updated the contact information
accordingly.
Request for Docket Correction
Stephen Greenwood noted that in the NPRM the docket number is
incorrectly listed as FAA-2017-0049 instead of FAA-2018-0049. The FAA
infers that the commenter is requesting that the FAA correct the docket
number.
The FAA agrees. The FAA published a proposed rule; correction
because of the docket number error in the NPRM on February 13, 2018 (83
FR 6136). This SNPRM references the correct docket number.
Request To Extend the Comment Period
Howard Nelson stated that after the proposed AD is updated with the
correct costs for the repair kit, the FAA should extend the comment
period.
The FAA agrees. The FAA has updated the estimated cost of the
repair service kit and has made other changes that increase the burden
on the operators. Therefore, the FAA is issuing this SNPRM to allow
further comment on these changes.
Other Differences Between the NPRM and This SNPRM
Table 1 to paragraph (c) of this SNPRM contains changes to some of
the model designations listed in the applicability in order to match
the models as they are listed in the type certificate data sheet. Where
the NPRM referred to ``P206/TP206,'' ``U206/TU206,'' and ``207/T207,''
series of airplanes, this SNPRM identifies the following model
designations: P206, P206A, P206B, P206C, P206D, P206E, TP206A, TP206B,
TP206C, TP206D, TP206E, U206, U206A, U206B, U206C, U206D, U206E, U206F,
U206G, TU206A, TU206B, TU206C, TU206D, TU206E, TU206F, TU206G, 207,
207A, T207, and T207A.
The Model ``F182RG'' listed in Table 1 to paragraph (c) of the NPRM
was based on the model designation specified in the service
information. Table 1 to paragraph (c) of this SNPRM lists ``Model
FR182,'' which is the correct model designation as it is listed in the
type certificate data sheet for that model.
This SNPRM also clarifies the affected serial numbers listed in
table 1 to paragraph (c) of the NPRM. Where the table to paragraph (c)
of this SNPRM identifies an affected serial number range that includes
all eligible serial numbers for a given model, the FAA has instead
specified ``All serial numbers'' in this SNPRM.
Related Service Information Under 1 CFR Part 51
The FAA reviewed Cessna Single Engine Service Bulletin SEB 95-19,
dated December 29, 1995 (SEB 95-19); and Cessna Single Engine Service
Bulletin SEB 93-5, Revision 2, dated May 29, 2019 (SEB 93-5R2). For the
applicable model airplanes, the service information contains procedures
for repetitively inspecting the lower area of the forward cabin
doorposts for cracks and repairing any cracks found by modifying the
area with an applicable Cessna service kit.
The FAA also reviewed Cessna Single Engine Service Kit SK207-19A,
dated May 29, 2019. The service information contains procedures to
reinforce the lower forward doorpost bulkhead and wing strut fitting by
adding a doubler and a channel to each forward cabin doorpost bulkhead.
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 Cessna Single Engine Service Kit SK172-147, dated
December 29, 1995. This service kit provides instructions to add a
channel to each forward cabin doorpost bulkhead. The FAA also reviewed
Cessna Single Engine Service Kit SK182-115, dated December 29, 1995;
Cessna Single Engine Service Kit SK206-42D, dated May 29, 2019; and
Cessna Single Engine Service Kit SK210-156, dated December 29, 1995.
For the applicable model airplanes, these service kits provide
instructions to add a doubler and a channel to each forward cabin
doorpost bulkhead.
FAA's Determination
The FAA is proposing 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. Certain changes described above expand the scope of the
NPRM. As a result, the FAA has determined that it is necessary to
reopen the comment period to provide additional opportunity for the
public to comment on this SNPRM.
Proposed Requirements of This SNPRM
This SNPRM would require repetitively inspecting the lower area of
the forward cabin doorposts for cracks and repairing any cracks found
by modifying the area with the applicable Cessna service kit.
Costs of Compliance
The FAA estimates that this proposed AD would affect 14,653
airplanes of U.S. registry.
The FAA estimates the following costs to comply with this proposed
AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost per Cost on U.S.
Action Labor cost Parts cost product operators
----------------------------------------------------------------------------------------------------------------
Inspect the lower area of the 1.5 work-hours x $85 per Not applicable..... $127.50 $1,868,257.50
forward cabin doorposts for hour = $127.50.
cracks.
Reporting requirement........... 1 work-hour x $85 per Not applicable..... 85 1,245,505
hour = $85.
----------------------------------------------------------------------------------------------------------------
[[Page 32313]]
The FAA estimates the following costs to do any necessary repairs
that would be required based on the results of the proposed inspection.
Reference the applicable Cessna single engine service bulletin for kit
applicability. The FAA has no way of determining the number of
airplanes that might need this repair:
On-Condition Costs
----------------------------------------------------------------------------------------------------------------
Cost per
Action Labor cost Parts cost product
----------------------------------------------------------------------------------------------------------------
Install Cessna Single-Engine Service Kit 36 work-hours x $85 per hour = $3,415 $6,475
SK172-147. $3,060.
Install Cessna Single-Engine Service Kit 36 work-hours x 85 per hour = 3,060 7,490 10,550
SK182-115.
Install Cessna Single-Engine Service Kit 36 work-hours x 85 per hour = 3,060 3,115 6,175
SK206-42D.
Install Cessna Single-Engine Service Kit 36 work-hours x 85 per hour = 3,060 4,957 8,017
SK207-19A.
Install Cessna Single-Engine Service Kit 36 work-hours x 85 per hour = 3,060 7,020 10,080
SK210-156.
----------------------------------------------------------------------------------------------------------------
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 1 hour 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 airplanes 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
The FAA 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 this proposed
regulation:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Will not affect intrastate aviation in Alaska, and
(3) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
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 adding the following new airworthiness
directive (AD):
Textron Aviation Inc.: Docket No. FAA-2018-0049; Product Identifier
2017-CE-031-AD.
(a) Comments Due Date
The FAA must receive comments by July 13, 2020.
(b) Affected ADs
None.
(c) Applicability
This AD applies to the following Textron Aviation Inc. (type
certificate previously held by Cessna Aircraft Company) model
airplanes, certificated in any category:
Table 1 to Paragraph (c)--Affected Models and Serial Numbers
------------------------------------------------------------------------
Model Serial Nos.
------------------------------------------------------------------------
172N......................... 17272885 through 17274009 inclusive.
172P......................... All serial numbers.
172Q......................... 17275869, 17275927 through 17275934
inclusive, 17275952, 17275959, 17275960,
17275962, 17275964, 17275965, 17275967,
17275968, 17275969, 17275971, 17275992,
17275999, 17276002, 17276005, 17276029,
17276032, 17276042, 17276045, 17276051,
17276052, 17276054, 17276101, 17276109,
17276140, 17276147, 17276188, and
17276211.
172RG........................ All serial numbers.
F172N........................ F17201910 through F17202039 inclusive.
F172P........................ All serial numbers.
[[Page 32314]]
FR172K....................... FR17200656 through FR17200675 inclusive.
R172K........................ R1723200 through R1723454 inclusive.
182E......................... All serial numbers.
182F......................... All serial numbers.
182G......................... All serial numbers.
182H......................... All serial numbers.
182J......................... All serial numbers.
182K......................... All serial numbers.
182L......................... All serial numbers.
182M......................... All serial numbers.
182N......................... All serial numbers.
182P......................... All serial numbers.
182Q......................... All serial numbers.
182R......................... All serial numbers.
T182......................... All serial numbers.
F182P........................ All serial numbers.
F182Q........................ All serial numbers.
FR182........................ All serial numbers.
R182......................... R18200002 through R18200583 inclusive.
R182 and TR182............... R18200001 and R18200584 through R18202039
inclusive.
206.......................... All serial numbers.
P206, P206A, P206B, P206C, All serial numbers.
P206D, P206E, TP206A,
TP206B, TP206C, TP206D, and
TP206E.
U206, U206A, U206B, U206C, All serial numbers.
U206D, U206E, U206F, U206G,
TU206A, TU206B, TU206C,
TU206D, TU206E, TU206F, and
TU206G.
207, 207A, T207, and T207A... All serial numbers.
210-5 (205).................. All serial numbers.
210-5A (205A)................ All serial numbers.
210B......................... All serial numbers.
210C......................... All serial numbers.
210D......................... All serial numbers.
210E......................... All serial numbers.
210F......................... All serial numbers.
T210F........................ All serial numbers.
------------------------------------------------------------------------
(d) Subject
Joint Aircraft System Component (JASC)/Air Transport Association
(ATA) of America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by a report of cracks found in the lower
area of the forward cabin doorpost bulkhead. The FAA is issuing this
AD to detect and address cracking of the wing strut attach point.
The unsafe condition, if not addressed, could result in failure of
the wing in operation, which could result in loss of control of the
airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Initial Inspections
(1) For airplanes without a lower forward doorpost bulkhead and
wing strut fitting reinforcement service kit (service kit) installed
in accordance with Cessna Single Engine Service Bulletin SEB95-19,
dated December 29, 1995 (SEB95-19), or Cessna Single Engine Service
Bulletin SEB93-5, Revision 2, dated May 29, 2019 (SEB93-5R2): At the
applicable compliance time specified in paragraph (g)(1)(i) or (ii)
of this AD, do a visual inspection of the lower forward doorpost at
the strut attach fitting for cracks in accordance with steps 1.A.,
1.B., 1.C., and 1.B. (the step following step 1.C.) of the
Accomplishment Instructions in SEB95-19; or steps 1.A. and 1.B. of
the Accomplishment Instructions in SEB93-5R2; as applicable to your
model airplane.
(i) For airplanes that have accumulated less than 4,000 hours
time-in-service (TIS) as of the effective date of this AD: Initially
inspect prior to the accumulation of 4,000 hours TIS or within the
next 200 hours TIS after the effective date of this AD, whichever
occurs later.
(ii) For airplanes that have accumulated 4,000 or more hours TIS
as of the effective date of this AD: Initially inspect within 200
hours TIS after the effective date of this AD or within 12 calendar
months after the effective date of this AD, whichever occurs first.
(2) For airplanes with a service kit installed in accordance
with SEB95-19 or SEB93-5R2: At the later of the times specified in
paragraphs (g)(2)(i) and (ii) of this AD, do a visual inspection of
the lower forward doorpost at the strut attach fitting for cracks in
accordance with steps 1.A., 1.B., 1.C., and 1.B. (the step following
step 1.C.) of the Accomplishment Instructions in SEB95-19; or steps
1.A. and 1.B. of the Accomplishment Instructions in SEB93-5R2; as
applicable to your model airplane. Do not remove the installed
service kit; instead, inspect for cracking that extends beyond the
modified parts.
(i) At the applicable time specified in paragraph (g)(1)(i) or
(ii) of this AD.
(ii) Within 1,000 hours TIS or 36 calendar months, whichever
occurs first, since installing the service kit.
(h) Repetitive Inspections
(1) If no cracks are found during the initial inspection
required by paragraph (g)(1) or (2) of this AD, thereafter repeat
the inspection at intervals not to exceed 36 calendar months or
1,000 hours TIS, whichever occurs first from the last inspection, as
long as no cracks are found.
(2) If cracks are found during any inspection required by
paragraph (g)(1) or (h)(1) of this AD, do the inspection specified
in paragraph (g)(2) of this AD within 36 calendar months or 1,000
hours TIS, whichever occurs first after installing the service kit
required by paragraph (i)(1) of this AD. Thereafter, repeat the
inspection at intervals not to exceed 36 calendar months or 1,000
hours TIS, whichever occurs first from the last inspection, as long
as no additional cracks are found.
(i) Corrective Actions
(1) If cracks are found during any inspection required by
paragraph (g)(1) or paragraph (h)(1) of this AD, before further
[[Page 32315]]
flight, install a service kit in accordance with step 1.D. of the
Accomplishment Instructions in SEB95-19; or step 1.C. of the
Accomplishment Instructions in SEB93-5R2; as applicable to your
model airplane.
(2) If cracks are found during any inspection required by
paragraph (g)(2) or (h)(2) of this AD, before further flight, repair
the area using a method approved by the Manager, Wichita ACO Branch,
FAA. For a repair method to be approved by the Manager, Wichita ACO
Branch as required by this paragraph, the Manager's approval letter
must specifically refer to this AD. You may use the contact
information in paragraph (n)(1) of this AD to obtain FAA approval of
your repair method.
(j) Reporting Requirement
Within 30 days after the effective date of this AD, or within 30
days after completing the initial inspection required by paragraph
(g) of this AD, whichever occurs later, report the findings of the
initial inspection (regardless if cracks were found or not) to the
FAA at [email protected]. Thereafter, within 30 days after
completing each repetitive inspection required by paragraph (h) of
this AD, if any crack was found, report the crack findings to the
FAA at [email protected]. Include in your reports the following
information:
(1) Name and address of the owner;
(2) Date of the inspection;
(3) Name, address, telephone number, and email address of the
person submitting the report;
(4) Airplane serial number and total hours TIS on the airplane
at the time of the inspection; and
(5) If any crack was found during the inspection, provide
detailed crack information as specified below:
(i) A sketch or picture detailing the crack location;
(ii) Measured length of the crack(s) found;
(iii) Installation of a Cessna service kit or any other kit or
repair before the inspection; and
(iv) Installation of any supplemental type certificates (STCs),
alterations, repairs, or field approvals affecting the area of
concern or affecting gross weight.
(k) Credit for Previous Actions
(1) You may take credit for the initial inspection required by
paragraph (g) of this AD if you performed the inspection before the
effective date of this AD using Cessna Single Engine Service
Bulletin SEB93-5, dated March 26, 1993; or Cessna Single Engine
Service Bulletin SEB93-5, Revision 1, dated September 8, 1995.
(2) You may take credit for the installation required by
paragraph (i)(1) of this AD as follows.
(i) For Model 207, T207, 207A, and T207A airplanes with a
service kit installed using SK206-42, SK206-42A, SK206-42B, or
SK206-42C: You may take credit for the installation if done before
the effective date of this AD using Cessna Single Engine Service
Bulletin SEB93-5, dated March 26, 1993, or Cessna Single Engine
Service Bulletin SEB93-5, Revision 1, dated September 8, 1995; if
the reinforcement of the lower forward doorpost bulkhead and wing
strut fitting specified in Cessna Single Engine Service Kit SK207-
19A, dated May 29, 2019, is also accomplished within 200 hours TIS
after the effective date of this AD.
(ii) For all other models: You may take credit for the
installation if done before the effective date of this AD using
Cessna Single Engine Service Bulletin SEB 93-5, dated March 26,
1993; or Cessna Single Engine Service Bulletin SEB 93-5, Revision 1,
dated September 8, 1995.
(l) 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 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 1 hour 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.
(m) 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 (n)(1) 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.
(n) Related Information
(1) 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].
(2) For service information identified in this AD, contact
Textron Aviation Inc., Textron Aviation Customer Service, One Cessna
Blvd., Wichita, Kansas 67215; telephone: (316) 517-5800; email:
[email protected]; internet: https://support.cessna.com. You
may review this referenced service information at the FAA,
Airworthiness Products Section, Operational Safety Branch, 901
Locust, Kansas City, Missouri 64106. For information on the
availability of this material at the FAA, call (816) 329-4148.
Issued on May 21, 2020.
Gaetano A. Sciortino,
Deputy Director for Strategic Initiatives, Compliance & Airworthiness
Division, Aircraft Certification Service.
[FR Doc. 2020-11340 Filed 5-28-20; 8:45 am]
BILLING CODE 4910-13-P
