Airworthiness Directives; Textron Aviation Inc. Airplanes, 69134-69138 [2020-24046]
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Federal Register / Vol. 85, No. 212 / Monday, November 2, 2020 / Rules and Regulations
passed the requirements in the
Accomplishment Instructions, paragraph
3.B.6., of EASB 65.00.19 and EASB 65A008,
as applicable to your model helicopter, is
acceptable for compliance with this
paragraph.
National Archives and Records
Administration (NARA). For information on
the availability of this material at NARA,
email fedreg.legal@nara.gov, or go to: https://
www.archives.gov/federal-register/cfr/ibrlocations.html.
(f) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Rotorcraft Standards
Branch, FAA, may approve AMOCs for this
AD. Send your proposal to: Rao Edupuganti,
Aviation Safety Engineer, Regulations and
Policy Section, Rotorcraft Standards Branch,
FAA, 10101 Hillwood Pkwy., Fort Worth, TX
76177; telephone 817–222–5110; email 9ASW-FTW-AMOC-Requests@faa.gov.
(2) For operations conducted under a 14
CFR part 119 operating certificate or under
14 CFR part 91, subpart K, the FAA suggests
that you notify your principal inspector, or
lacking a principal inspector, the manager of
the local flight standards district office or
certificate holding district office, before
operating any aircraft complying with this
AD through an AMOC.
Issued on October 6, 2020.
Lance T. Gant,
Director, Compliance & Airworthiness
Division, Aircraft Certification Service.
(g) Additional Information
The subject of this AD is addressed in
European Union Aviation Safety Agency
(EASA) AD No. 2019–0165–E, dated July 12,
2019. You may view the EASA AD on the
internet at https://www.regulations.gov in
Docket No. FAA–2020–0618.
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(h) Subject
Joint Aircraft Service Component (JASC)
Code: 62, Tail Rotor Gearbox.
(i) Material Incorporated by Reference
(1) The Director of the Federal Register
approved the incorporation by reference of
the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) You must use this service information
as applicable to do the actions required by
this AD, unless the AD specifies otherwise.
(i) Airbus Helicopters Emergency Alert
Service Bulletin (EASB) No. 65.00.19,
Revision 0, dated July 10, 2019.
(ii) Airbus Helicopters EASB No. 65A008,
Revision 0, dated July 10, 2019.
Note 1 to paragraph (i)(2): Airbus
Helicopters EASB Nos. 65.00.19 and 65A008,
each Revision 0 and dated July 10, 2019, are
co-published as one document along with
Airbus Helicopters EASB Nos. 65.00.09 and
65.06, each Revision 0 and dated July 10,
2019, which are not incorporated by
reference in this AD.
(3) For service information identified in
this AD, contact Airbus Helicopters, 2701 N.
Forum Drive, Grand Prairie, TX 75052;
telephone 972–641–0000 or 800–232–0323;
fax 972–641–3775; or at https://
www.airbus.com/helicopters/services/
technical-support.html.
(4) You may view this service information
at the FAA, Office of the Regional Counsel,
Southwest Region, 10101 Hillwood Pkwy.,
Room 6N–321, Fort Worth, TX 76177. For
information on the availability of this
material at the FAA, call 817–222–5110.
(5) You may view this service information
that is incorporated by reference at the
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[FR Doc. 2020–23977 Filed 10–30–20; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2020–0472; Project
Identifier 2018–CE–060–AD; Amendment
39–21295; AD 2020–21–22]
RIN 2120–AA64
Airworthiness Directives; Textron
Aviation Inc. Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
The FAA is adopting a new
airworthiness directive (AD) for all
Textron Aviation Inc. (Textron) Models
180, 180A, 180B, 180C, 180D, 180E,
180F, 180G, 180H, 180J, 180K, 182,
182A, 182B, 182C, 182D, 185, 185A,
185B, 185C, 185D, 185E, A185E, and
A185F airplanes. This AD was
prompted by a report of cracks found in
the tailcone and horizontal stabilizer
attachment structure. This AD requires
inspecting the tailcone and horizontal
stabilizer for corrosion and cracks and
repairing or replacing damaged parts as
necessary. The FAA is issuing this AD
to address the unsafe condition on these
products.
DATES: This AD is effective December 7,
2020.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of December 7, 2020.
ADDRESSES: For service information
identified in this final rule, contact
Textron Aviation Customer Service,
P.O. Box 7706, Wichita, Kansas 67277,
(316) 517–5800; customercare@
txtav.com; internet: https://txtav.com.
You may view this 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. It is also available on the internet
at https://www.regulations.gov by
SUMMARY:
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searching for and locating Docket No.
FAA–2020–0472.
Examining the AD Docket
You may examine the AD docket on
the internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2020–
0472; or in person at Docket Operations
between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
The AD docket contains this final rule,
the regulatory evaluation, any
comments received, and other
information. The address for Docket
Operations is U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE,
Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT: Tara
Shawn, Aerospace Engineer, Wichita
ACO Branch, 1801 Airport Road, Room
100, Wichita, Kansas 67209; telephone:
(316) 946–4141; fax: (316) 946–4107;
email: tara.shawn@faa.gov or WichitaCOS@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 by adding an AD that would
apply to all Textron Aviation Inc.
(Textron) (type certificate previously
held by Cessna Aircraft Company)
Models 180, 180A, 180B, 180C, 180D,
180E, 180F, 180G, 180H, 180J, 180K,
182, 182A, 182B, 182C, 182D, 185,
185A, 185B, 185C, 185D, 185E, A185E,
and A185F airplanes. The NPRM
published in the Federal Register on
May 14, 2020 (85 FR 28890). The NPRM
was prompted by a report of cracks
found in the tailcone and horizontal
stabilizer attachment structure on a
Textron Model 185 airplane. The FAA
discovered similar conditions on 29
additional Textron 180 and 185 series
airplanes and determined that the
combination of the attachment structure
design and high loads during landing
contribute to the development of cracks
in the tailcone and horizontal stabilizer
attachment structure. The NPRM
proposed to require inspecting the
tailcone and horizontal stabilizer for
corrosion, cracks, and loose or sheared
rivets and repairing or replacing
damaged parts as necessary. The FAA is
issuing this AD to prevent failure of the
horizontal stabilizer to tailcone
attachment, which could lead to tail
separation with consequent loss of
control of the airplane.
Comments
The FAA gave the public the
opportunity to participate in developing
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this final rule. The following presents
the comments received on the NPRM
and the FAA’s response to each
comment.
Support for the NPRM
Two individual commenters
supported the NPRM.
Request To Clarify Why the AD Is
Necessary
Three individual commenters
requested the FAA clarify why an AD is
necessary. The commenters stated the
proposed inspection is already
performed at every annual inspection.
One of these commenters stated the
current service bulletin is also sufficient
to address this issue, and unlike the seat
rail AD, which was necessary to remove
subjective interpretation from the
inspection measurements, this issue is
more objective. The FAA infers that the
commenter is referring to AD 2011–10–
09, Amendment 39–16690 (76 FR
27865, May 13, 2011).
The FAA disagrees. Although 14 CFR
43.15 and Appendix D to Part 43 do
require that 100-hour and annual
inspections include an inspection of the
tailcone and horizontal stabilizer
attachment structure, this AD requires
an inspection directed towards specific
areas with a history of cracking. Data
obtained during evaluation of this
unsafe condition indicated that the
current routine maintenance and
inspection procedures alone are not
adequate to address it. Also, while an
operator may incorporate into its
maintenance program the inspections in
the service bulletin referenced by the
commenters, not all operators are
required to do so. In order for these
inspections to become mandatory, and
to correct the unsafe conditions
identified in the NPRM, the FAA must
issue an AD. The compliance times as
proposed should allow the inspections
to be completed during the annual/100
hour inspection, thereby minimizing the
costs on operators.
The FAA did not make any changes
to the proposed AD based on these
comments.
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Request To Address Cause of the
Cracking
An individual commenter requested
the AD address the cause of the cracking
instead of changing the affected parts so
that the cycle time between inspections
could be increased. As examples, the
commenter stated that if the cause is
vibration, then propeller balance should
be required to correct the vibration; if
the cause is corrosion, then corrosion
prevention should be required.
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The FAA disagrees. The FAA
determined that a combination of the
attachment structure design and the
high design loads during landing
contribute to the development of cracks
in the tailcone and horizontal stabilizer
attachment structure. The FAA
evaluated the failures and determined
that the appropriate corrective action
was to replace the parts if corrosion or
cracks are detected during the
inspection. The FAA did not make any
changes to the proposed AD based on
this comment.
Request Change to Applicability
The Aircraft Owners and Pilots
Association (AOPA) requested the FAA
clarify why the proposed AD applies to
Model 182-series airplanes, because the
airplanes found with cracking and
corrosion damage were Textron Model
180- and 185-series airplanes that have
a different landing gear configuration
with higher loads during landing. Citing
the same or similar reasons, three
individual commenters requested that
the proposed AD not apply to Model
182-series airplanes.
The FAA agrees to provide additional
information explaining why the
proposed AD would apply to Model
182-series airplanes. While the landing
stresses for the Model 182-series are not
equal to that of the Model 180- and 185series, the FAA determined that the
development of cracks in the tailcone
and horizontal stabilizer attachment
structure is a combination of landing
stresses and the attachment structure
design. Models 182 through 182D
airplanes have the same tailcone design
as Model 185-series airplanes. After the
FAA issued an Airworthiness Concern
Sheet about this issue on February 8,
2017, requesting information on Model
180- and 185-series airplanes, Textron
released Single Engine Mandatory
Service Letter SEL–55–01, dated
December 7, 2017 (SEL–55–01), which
included Models 182 through 182D.
Inspection results from SEL–55–01 have
included multiple reports of cracking on
Models 182 through 182D.
The FAA did not make any changes
to the proposed AD based on these
comments.
Another individual commenter
requested the proposed AD require
inspections for Model 182-series
airplanes that have been converted to
tail wheel airplanes and not require
inspections for Model 180- and 185series airplanes on floats, if the cause is
vibration from landings.
The FAA disagrees. The FAA has
determined that the development of
cracks in the tailcone and horizontal
stabilizer attachment structure is a
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69135
combination of the attachment structure
design and high landing loads. The high
loads encountered during landing are
not specifically the result of vibration.
Data obtained during evaluation of the
unsafe condition identified cracking on
aircraft with and without floats.
The FAA did not make any changes
to the proposed AD based on this
comment.
The same individual commenter also
requested the proposed AD not apply to
lower time airplanes, such as those with
3,000 hours or less. The commenter did
not provide justification for this request.
The FAA disagrees. This AD was
proposed to address corrosion and
cracks in the tailcone and horizontal
stabilizer attachment structure. As
corrosion may develop over time,
regardless of how many flight hours the
airplane accumulates, the commenter’s
suggestion, if adopted, would not
adequately address the unsafe
condition.
The FAA did not make any changes
to the proposed AD based on this
comment.
Request for Credit for Previous Actions
AOPA and two individual
commenters requested the FAA revise
paragraph (h) of the AD to allow credit
for previous actions performed by using
SEL–55–01 if the airplane was also
inspected for loose or sheared rivets.
The commenters suggested there are no
significant differences between SEL–55–
01 and the proposed AD. AOPA also
requested credit for actions performed
during the prior annual inspection.
The FAA agrees that operators may
take credit for previous compliance with
SEL–55–01; however, a change to the
AD is unnecessary. Paragraph (f) of this
AD requires compliance unless already
done. Thus, the AD already allows
credit for the initial inspection specified
in SEL–55–01 if completed before the
effective date of the AD. Similarly,
operators may take credit for actions
performed during the prior annual
inspection if those actions are identical
to the procedures specified in SEL–55–
01.
The FAA did not make any changes
to the proposed AD based on these
comments.
Request To Delay Issuance of AD
An anonymous commenter requested
the FAA delay issuing the AD to allow
more research into the problem and
solutions. The commenter stated that
the AD is too invasive and that
removing and replacing the tail every
500 hours could be far more dangerous
to the airplane than the cracks.
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The FAA disagrees. The AD does not
require removing the tail in order to
complete the visual inspection. SEL–
55–01 provides instructions to gain
access to the inspection area without
removal of the tail. The FAA has
received feedback from operators that
this inspection has been completed
during annual maintenance. No delay in
the effective date of the AD is
warranted.
The FAA did not make any changes
to the proposed AD based on this
comment.
Comment Concerning Potential Causes
of Damage
AOPA requested the FAA clarify
whether all causes of potential damage
have been scrutinized. AOPA suggested
that other sources of damage to the
tailcone and horizontal stabilizer area
attachment structure, such as wear from
ground personnel moving the aircraft by
the horizontal stabilizer, may have
resulted in the cracking and corrosion
discovered.
The FAA agrees to provide additional
information. Damage to the tailcone and
horizontal stabilizer could be a result of
ground personnel moving the aircraft by
the horizontal stabilizer. In addition,
high loads due to a number of potential
causes in combination with the
attachment structure design could result
in damage to the tailcone and horizontal
stabilizer. However, even if the FAA
could identify the exact sources of high
loads, it would not likely alter the
actions required by the AD to correct the
identified unsafe condition.
The FAA did not make any changes
to the proposed AD based on this
comment.
Comment Concerning Parts
An anonymous commenter stated that
parts to repair are not available. The
commenter did not provide supporting
data with this comment.
The FAA is not aware of the
unavailability of replacement parts. To
the extent operators may have difficulty
obtaining replacement parts, the FAA
cannot base its AD action on whether
spare parts are available or can be
produced. While every effort is made to
avoid grounding aircraft, the FAA must
address the identified unsafe condition.
The FAA did not make any changes
to the proposed AD based on this
comment.
Request Regarding Costs
One individual commenter requested
the FAA require that Textron provide a
service kit that addresses the design
flaw and assists with the costs
mandated by the AD. The commenter
stated that this AD focuses on a known
vulnerable area in all tail wheeled
Cessna aircraft, caused by a systemic
design flaw that is a major safety of
flight condition.
The FAA, as a federal agency, is
responsible for all directives, policies,
and mandates issued under its
authority. The FAA does not have the
authority to require a manufacturer to
bear AD costs incurred in modifying or
repairing privately-owned aircraft. The
general obligation of the operator to
maintain its aircraft in an airworthy
condition is vital, but sometimes
expensive. If the manufacturer
determines it will cover the cost of
implementing a particular action, then
the manufacturer does so voluntarily.
The FAA did not make any changes to
the proposed AD based on this
comment.
Comment Regarding the Service
Information
An individual commenter stated the
proposed AD does not reference or
coincide with Cessna Supplemental
Inspection Document 53–10–01, which
covers the tailcone inspection.
The commenter’s statement does not
include a suggestion specific to the AD
or a request the FAA can act on. The
FAA did not make any changes to the
proposed AD based on this comment.
Conclusion
The FAA reviewed the relevant data,
considered the comments received, and
determined that air safety and the
public interest require adopting this
final rule as proposed.
Related Service Information Under 1
CFR Part 51
The FAA reviewed Textron Aviation
Single Engine Mandatory Service Letter
SEL–55–01, dated December 7, 2017.
The service information contains
procedures for inspecting the stabilizer
hinge brackets, tailcone reinforcement
angles, corner reinforcements, stabilizer
hinge reinforcement channel, stabilizer
hinge assemblies, stabilizer aft spar
reinforcement, and the lower half of the
stabilizer aft spar from station (STA) 16
on the left side of the stabilizer aft spar
to STA 16 on the right side for cracks
and corrosion. 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.
Differences Between This AD and the
Service Information
The service information applies to
airplanes with more than 3,000 total
hours time-in-service or 10 years in
service, while this AD applies regardless
of the airplane’s time-in-service. This
AD requires inspecting for and replacing
loose or sheared rivets, which is not
specified in the service information.
Costs of Compliance
The FAA estimates that this AD
affects 6,586 airplanes of U.S. registry.
The FAA estimates the following
costs to comply with this AD:
ESTIMATED COSTS
Action
Labor cost
Parts cost
Cost per
product
Cost on U.S.
operators
Inspection .................
2 work-hours × $85 per hour = $170 ........
Not applicable ...........................................
$170
$1,119,620
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The FAA estimates the following
costs to do any necessary replacements
that would be required based on the
results of the inspection. The FAA has
no way of determining the number of
aircraft that might need these actions:
ON-CONDITION COSTS
Action
Labor cost
Replace left-hand (LH) stabilizer hinge bracket ...........
Replace right-hand (RH) stabilizer hinge bracket ........
4 work-hours × $85 per workhour = $340 ....................
4 work-hours × $85 per workhour = $340 ....................
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Parts cost
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$551
530
Cost per
product
$891
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69137
ON-CONDITION COSTS—Continued
Labor cost
Replace LH tailcone reinforcement angle ....................
Replace RH tailcone reinforcement angle ...................
Replace LH corner reinforcement ................................
Replace RH corner reinforcement ................................
Replace LH stabilizer hinge reinforcement channel ....
Replace RH stabilizer hinge reinforcement channel ....
Replace LH stabilizer hinge assembly .........................
Replace RH stabilizer hinge assembly ........................
Replace LH stabilizer aft spar reinforcement ...............
Replace RH stabilizer aft spar reinforcement ..............
Replace stabilizer aft spar ............................................
(* includes work-hour cost for replacing stabilizer aft
spar reinforcement parts).
Remove and replace horizontal and vertical stabilizers
and rig flight controls.
12 work-hours × $85 per workhour = $1,020 ...............
12 work-hours × $85 per workhour = $1,020 ...............
6 work-hours × $85 per workhour = $510 ....................
6 work-hours × $85 per workhour = $510 ....................
6 work-hours × $85 per workhour = $510 ....................
6 work-hours × $85 per workhour = $510 ....................
1 work-hours × $85 per workhour = $85 .....................
1 work-hours × $85 per workhour = $85 ......................
(*) ..................................................................................
(*) ..................................................................................
28* work-hours × $85 per workhour = $2,380 .............
2,291
3,006
169
390
99
99
570
694
825
466
563
3,311
4,026
679
900
609
609
655
779
825
466
2,943
8 work-hours × $85 per workhour = $680 ....................
Not applicable
680
Since corrosion may affect any or all
of the parts subject to the inspection in
this AD differently and the severity of
the corrosion on each part would affect
the time necessary to correct the
condition, the FAA has no way to
determine an overall cost per product
for removing the corrosion. Similarly,
loose or sheared rivets may also affect
any or all of the parts subject to the
inspection in this AD differently, and
the time necessary to correct the
condition on each product would be
different. Therefore, the FAA has no
way to determine an overall cost per
product for replacing loose or sheared
rivets.
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Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
section 106, describes the authority of
the FAA Administrator. Subtitle VII:
Aviation Programs, describes in more
detail the scope of the Agency’s
authority.
The FAA is issuing this rulemaking
under the authority described in
Subtitle VII, Part A, Subpart III, Section
44701: General requirements. Under
that section, Congress charges the FAA
with promoting safe flight of civil
aircraft in air commerce by prescribing
regulations for practices, methods, and
procedures the Administrator finds
necessary for safety in air commerce.
This regulation is within the scope of
that authority because it addresses an
unsafe condition that is likely to exist or
develop on products identified in this
rulemaking action.
Regulatory Findings
This AD will not have federalism
implications under Executive Order
13132. This AD will not have a
substantial direct effect on the States, on
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the relationship between the national
government and the States, or on the
distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that this AD:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
(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.
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive:
■
2020–21–22 Textron Aviation Inc.:
Amendment 39–21295; Docket No.
FAA–2020–0472; Project Identifier
2018–CE–060–AD.
(a) Effective Date
This airworthiness directive (AD) is
effective December 7, 2020.
(b) Affected ADs
None.
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Parts cost
Cost per
product
Action
(c) Applicability
This AD applies to Textron Aviation Inc.
(type certificate previously held by Cessna
Aircraft Company) Models 180, 180A, 180B,
180C, 180D, 180E, 180F, 180G, 180H, 180J,
180K, 182, 182A, 182B, 182C, 182D, 185,
185A, 185B, 185C, 185D, 185E, A185E, and
A185F airplanes, all serial numbers,
certificated in any category.
(d) Subject
Joint Aircraft System Component (JASC)/
Air Transport Association (ATA) of America
Code 53, Fuselage; 55, Stabilizers.
(e) Unsafe Condition
This AD was prompted by a report of
cracks found in the tailcone and horizontal
stabilizer attachment structure. The FAA is
issuing this AD to detect and correct
corrosion and cracks in the tailcone and
horizontal stabilizer attachment structure.
The unsafe condition, if not addressed, could
result in failure of the horizontal stabilizer to
tailcone attachment, which could lead to tail
separation with consequent loss of control of
the airplane.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Inspect, Repair, and Replace
Within the next 100 hours time-in-service
(TIS) after the effective date of this AD or
within the next 12 months after the effective
date of this AD, whichever occurs later, and
thereafter every 500 hours TIS or 5 years,
whichever occurs first, visually inspect each
stabilizer hinge bracket, tailcone
reinforcement angle, corner reinforcement,
stabilizer hinge reinforcement channel,
stabilizer hinge assembly, stabilizer aft spar
reinforcement, and the lower half of the
stabilizer aft spar from station (STA) 16 on
the left side to STA 16 on the right side for
corrosion and cracks; remove any corrosion;
and replace any part with a crack by
following the Accomplishment Instructions,
paragraphs 9 through 11 and 13, of Textron
Aviation Single Engine Mandatory Service
Letter SEL–55–01, dated December 7, 2017.
Also inspect for loose rivets and sheared
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rivets. If there is a loose or sheared rivet,
before further flight, replace the rivet.
of the local flight standards district office/
certificate holding district office.
(h) Credit for Previous Actions
Actions accomplished before the effective
date of this AD within the previous 5 years
or 500 hours TIS, whichever was the most
recent, in accordance with the procedures
specified in the documents listed in
paragraphs (h)(i) through (viii) of this AD as
applicable to your airplane are considered
acceptable for compliance with the
corresponding actions in paragraph (g) of this
AD. The time between any inspection for
which credit is allowed by this paragraph
and the next inspection accomplished in
accordance with paragraph (g) of this AD
must not exceed 500 hours TIS or 5 years,
whichever occurs first.
(i) Cessna Aircraft Company Model 100
Series (1953–1962) Service Manual,
Supplemental Inspection Number: 53–10–01,
D138–1–13 Temporary Revision Number 8,
dated May 18, 2015.
(ii) Cessna Aircraft Company Model 100
Series (1963–1968) Service Manual,
Supplemental Inspection Number: 53–10–01,
D637–1–13 Temporary Revision Number 10,
dated May 18, 2015;
(iii) Cessna Aircraft Company Model 180/
185 Series (1969–1980) Service Manual,
Supplemental Inspection Number: 53–10–01,
D2000–9–13 Temporary Revision Number 9,
dated May 18, 2015.
(iv) Cessna Aircraft Company Model 180/
185 Series (1981–1985) Service Manual,
Supplemental Inspection Number: 53–10–01,
D2067–1TR9 Temporary Revision Number 9,
dated May 1, 2016.
(v) Cessna Aircraft Company Model 100
Series (1953–1962) Service Manual,
Supplemental Inspection Number: 55–10–01,
D138–1–13 Temporary Revision Number 7,
dated December 1, 2011.
(vi) Cessna Aircraft Company Model 100
Series (1963–1968) Service Manual,
Supplemental Inspection Number: 55–10–01,
D637–1–13 Temporary Revision Number 9,
dated December 1, 2011.
(vii) Cessna Aircraft Company Model 180/
185 Series (1969–1980) Service Manual,
Supplemental Inspection Number: 55–10–01,
D2000–9–13 Temporary Revision Number 7,
dated December 1, 2011.
(viii) Cessna Aircraft Company Model 180/
185 Series (1981–1985) Service Manual,
Supplemental Inspection Number: 55–10–01,
D2067–1–13 Temporary Revision Number 7,
dated December 1, 2011.
(j) Related Information
For more information about this AD,
contact Tara Shawn, Aerospace Engineer,
Wichita ACO Branch, 1801 Airport Road,
Room 100, Wichita, Kansas 67209; telephone:
(316) 946–4141; fax: (316) 946–4107; email:
tara.shawn@faa.gov or Wichita-COS@faa.gov.
(i) 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 (j) of this
AD.
(2) Before using any approved AMOC,
notify your appropriate principal inspector,
or lacking a principal inspector, the manager
VerDate Sep<11>2014
17:00 Oct 30, 2020
Jkt 253001
(k) Material Incorporated by Reference
(1) The Director of the Federal Register
approved the incorporation by reference
(IBR) of the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) You must use this service information
as applicable to do the actions required by
this AD, unless the AD specifies otherwise.
(i) Textron Aviation Single Engine
Mandatory Service Letter SEL–55–01, dated
December 7, 2017.
(ii) [Reserved]
(3) For Textron Aviation service
information identified in this AD, contact
Textron Aviation Customer Service, P.O. Box
7706, Wichita, Kansas 67277, (316) 517–
5800; customercare@txtav.com; internet:
https://txtav.com.
(4) You may view this service information
at 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.
(5) You may view this service information
that is incorporated by reference at the
National Archives and Records
Administration (NARA). For information on
the availability of this material at NARA,
email: fedreg.legal@nara.gov, or go to:
https://www.archives.gov/federal-register/cfr/
ibr-locations.html.
Issued on October 8, 2020.
Lance T. Gant,
Director, Compliance & Airworthiness
Division, Aircraft Certification Service.
[FR Doc. 2020–24046 Filed 10–30–20; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2020–0746; Project
Identifier 2019–CE–012–AD; Amendment
39–21301; AD 2020–22–05]
RIN 2120–AA64
Airworthiness Directives; Pilatus
Aircraft Ltd. Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
The FAA is adopting a new
airworthiness directive (AD) for Pilatus
Aircraft Ltd. Model PC–12/47E
airplanes. This AD was results from
SUMMARY:
PO 00000
Frm 00020
Fmt 4700
Sfmt 4700
mandatory continuing airworthiness
information (MCAI) originated by an
aviation authority of another country to
identify and correct an unsafe condition
on an aviation product. The MCAI
describes the unsafe condition as
seizing of a main landing gear (MLG)
spring pack assembly. This AD requires
replacement of affected parts and
prohibits (re)installation of affected
parts. The FAA is issuing this AD to
address the unsafe condition on these
products.
DATES: This AD is effective December 7,
2020.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of December 7, 2020.
ADDRESSES: For service information
identified in this final rule, contact
Pilatus Aircraft Ltd., Customer
Technical Support (MCC), P.O. Box 992,
CH–6371 Stans, Switzerland; telephone:
+41 (0)41 619 67 74; fax: +41 (0)41 619
67 73; email: Techsupport@pilatusaircraft.com; internet: https://
www.pilatus-aircraft.com/en. You may
view this 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. It is also available on the internet
at https://www.regulations.gov by
searching for and locating Docket No.
FAA–2020–0746.
Examining the AD Docket
You may examine the AD docket on
the internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2020–
0746; or in person at Docket Operations
between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
The AD docket contains this final rule,
the MCAI, any comments received, and
other information. The address for
Docket Operations is U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE,
Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT:
Doug Rudolph, Aerospace Engineer,
FAA, General Aviation & Rotorcraft
Section, International Validation
Branch, 901 Locust, Room 301, Kansas
City, Missouri 64106; telephone: (816)
329–4059; fax: (816) 329–4090; email:
doug.rudolph@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
E:\FR\FM\02NOR1.SGM
02NOR1
]]>Agencies
[Federal Register Volume 85, Number 212 (Monday, November 2, 2020)]
[Rules and Regulations]
[Pages 69134-69138]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2020-24046]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2020-0472; Project Identifier 2018-CE-060-AD; Amendment
39-21295; AD 2020-21-22]
RIN 2120-AA64
Airworthiness Directives; Textron Aviation Inc. Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: The FAA is adopting a new airworthiness directive (AD) for all
Textron Aviation Inc. (Textron) Models 180, 180A, 180B, 180C, 180D,
180E, 180F, 180G, 180H, 180J, 180K, 182, 182A, 182B, 182C, 182D, 185,
185A, 185B, 185C, 185D, 185E, A185E, and A185F airplanes. This AD was
prompted by a report of cracks found in the tailcone and horizontal
stabilizer attachment structure. This AD requires inspecting the
tailcone and horizontal stabilizer for corrosion and cracks and
repairing or replacing damaged parts as necessary. The FAA is issuing
this AD to address the unsafe condition on these products.
DATES: This AD is effective December 7, 2020.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of December 7,
2020.
ADDRESSES: For service information identified in this final rule,
contact Textron Aviation Customer Service, P.O. Box 7706, Wichita,
Kansas 67277, (316) 517-5800; [email protected]; internet: https://txtav.com. You may view this 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. It is also available on
the internet at https://www.regulations.gov by searching for and
locating Docket No. FAA-2020-0472.
Examining the AD Docket
You may examine the AD docket on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2020-
0472; or in person at Docket Operations between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays. The AD docket contains
this final rule, the regulatory evaluation, any comments received, and
other information. The address for Docket Operations is U.S. Department
of Transportation, Docket Operations, M-30, West Building Ground Floor,
Room W12-140, 1200 New Jersey Avenue SE, Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT: Tara Shawn, Aerospace Engineer,
Wichita ACO Branch, 1801 Airport Road, Room 100, Wichita, Kansas 67209;
telephone: (316) 946-4141; fax: (316) 946-4107; email:
[email protected] or [email protected].
SUPPLEMENTARY INFORMATION:
Discussion
The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 by adding an AD that would apply to all Textron Aviation
Inc. (Textron) (type certificate previously held by Cessna Aircraft
Company) Models 180, 180A, 180B, 180C, 180D, 180E, 180F, 180G, 180H,
180J, 180K, 182, 182A, 182B, 182C, 182D, 185, 185A, 185B, 185C, 185D,
185E, A185E, and A185F airplanes. The NPRM published in the Federal
Register on May 14, 2020 (85 FR 28890). The NPRM was prompted by a
report of cracks found in the tailcone and horizontal stabilizer
attachment structure on a Textron Model 185 airplane. The FAA
discovered similar conditions on 29 additional Textron 180 and 185
series airplanes and determined that the combination of the attachment
structure design and high loads during landing contribute to the
development of cracks in the tailcone and horizontal stabilizer
attachment structure. The NPRM proposed to require inspecting the
tailcone and horizontal stabilizer for corrosion, cracks, and loose or
sheared rivets and repairing or replacing damaged parts as necessary.
The FAA is issuing this AD to prevent failure of the horizontal
stabilizer to tailcone attachment, which could lead to tail separation
with consequent loss of control of the airplane.
Comments
The FAA gave the public the opportunity to participate in
developing
[[Page 69135]]
this final rule. The following presents the comments received on the
NPRM and the FAA's response to each comment.
Support for the NPRM
Two individual commenters supported the NPRM.
Request To Clarify Why the AD Is Necessary
Three individual commenters requested the FAA clarify why an AD is
necessary. The commenters stated the proposed inspection is already
performed at every annual inspection. One of these commenters stated
the current service bulletin is also sufficient to address this issue,
and unlike the seat rail AD, which was necessary to remove subjective
interpretation from the inspection measurements, this issue is more
objective. The FAA infers that the commenter is referring to AD 2011-
10-09, Amendment 39-16690 (76 FR 27865, May 13, 2011).
The FAA disagrees. Although 14 CFR 43.15 and Appendix D to Part 43
do require that 100-hour and annual inspections include an inspection
of the tailcone and horizontal stabilizer attachment structure, this AD
requires an inspection directed towards specific areas with a history
of cracking. Data obtained during evaluation of this unsafe condition
indicated that the current routine maintenance and inspection
procedures alone are not adequate to address it. Also, while an
operator may incorporate into its maintenance program the inspections
in the service bulletin referenced by the commenters, not all operators
are required to do so. In order for these inspections to become
mandatory, and to correct the unsafe conditions identified in the NPRM,
the FAA must issue an AD. The compliance times as proposed should allow
the inspections to be completed during the annual/100 hour inspection,
thereby minimizing the costs on operators.
The FAA did not make any changes to the proposed AD based on these
comments.
Request To Address Cause of the Cracking
An individual commenter requested the AD address the cause of the
cracking instead of changing the affected parts so that the cycle time
between inspections could be increased. As examples, the commenter
stated that if the cause is vibration, then propeller balance should be
required to correct the vibration; if the cause is corrosion, then
corrosion prevention should be required.
The FAA disagrees. The FAA determined that a combination of the
attachment structure design and the high design loads during landing
contribute to the development of cracks in the tailcone and horizontal
stabilizer attachment structure. The FAA evaluated the failures and
determined that the appropriate corrective action was to replace the
parts if corrosion or cracks are detected during the inspection. The
FAA did not make any changes to the proposed AD based on this comment.
Request Change to Applicability
The Aircraft Owners and Pilots Association (AOPA) requested the FAA
clarify why the proposed AD applies to Model 182-series airplanes,
because the airplanes found with cracking and corrosion damage were
Textron Model 180- and 185-series airplanes that have a different
landing gear configuration with higher loads during landing. Citing the
same or similar reasons, three individual commenters requested that the
proposed AD not apply to Model 182-series airplanes.
The FAA agrees to provide additional information explaining why the
proposed AD would apply to Model 182-series airplanes. While the
landing stresses for the Model 182-series are not equal to that of the
Model 180- and 185-series, the FAA determined that the development of
cracks in the tailcone and horizontal stabilizer attachment structure
is a combination of landing stresses and the attachment structure
design. Models 182 through 182D airplanes have the same tailcone design
as Model 185-series airplanes. After the FAA issued an Airworthiness
Concern Sheet about this issue on February 8, 2017, requesting
information on Model 180- and 185-series airplanes, Textron released
Single Engine Mandatory Service Letter SEL-55-01, dated December 7,
2017 (SEL-55-01), which included Models 182 through 182D. Inspection
results from SEL-55-01 have included multiple reports of cracking on
Models 182 through 182D.
The FAA did not make any changes to the proposed AD based on these
comments.
Another individual commenter requested the proposed AD require
inspections for Model 182-series airplanes that have been converted to
tail wheel airplanes and not require inspections for Model 180- and
185-series airplanes on floats, if the cause is vibration from
landings.
The FAA disagrees. The FAA has determined that the development of
cracks in the tailcone and horizontal stabilizer attachment structure
is a combination of the attachment structure design and high landing
loads. The high loads encountered during landing are not specifically
the result of vibration. Data obtained during evaluation of the unsafe
condition identified cracking on aircraft with and without floats.
The FAA did not make any changes to the proposed AD based on this
comment.
The same individual commenter also requested the proposed AD not
apply to lower time airplanes, such as those with 3,000 hours or less.
The commenter did not provide justification for this request.
The FAA disagrees. This AD was proposed to address corrosion and
cracks in the tailcone and horizontal stabilizer attachment structure.
As corrosion may develop over time, regardless of how many flight hours
the airplane accumulates, the commenter's suggestion, if adopted, would
not adequately address the unsafe condition.
The FAA did not make any changes to the proposed AD based on this
comment.
Request for Credit for Previous Actions
AOPA and two individual commenters requested the FAA revise
paragraph (h) of the AD to allow credit for previous actions performed
by using SEL-55-01 if the airplane was also inspected for loose or
sheared rivets. The commenters suggested there are no significant
differences between SEL-55-01 and the proposed AD. AOPA also requested
credit for actions performed during the prior annual inspection.
The FAA agrees that operators may take credit for previous
compliance with SEL-55-01; however, a change to the AD is unnecessary.
Paragraph (f) of this AD requires compliance unless already done. Thus,
the AD already allows credit for the initial inspection specified in
SEL-55-01 if completed before the effective date of the AD. Similarly,
operators may take credit for actions performed during the prior annual
inspection if those actions are identical to the procedures specified
in SEL-55-01.
The FAA did not make any changes to the proposed AD based on these
comments.
Request To Delay Issuance of AD
An anonymous commenter requested the FAA delay issuing the AD to
allow more research into the problem and solutions. The commenter
stated that the AD is too invasive and that removing and replacing the
tail every 500 hours could be far more dangerous to the airplane than
the cracks.
[[Page 69136]]
The FAA disagrees. The AD does not require removing the tail in
order to complete the visual inspection. SEL-55-01 provides
instructions to gain access to the inspection area without removal of
the tail. The FAA has received feedback from operators that this
inspection has been completed during annual maintenance. No delay in
the effective date of the AD is warranted.
The FAA did not make any changes to the proposed AD based on this
comment.
Comment Concerning Potential Causes of Damage
AOPA requested the FAA clarify whether all causes of potential
damage have been scrutinized. AOPA suggested that other sources of
damage to the tailcone and horizontal stabilizer area attachment
structure, such as wear from ground personnel moving the aircraft by
the horizontal stabilizer, may have resulted in the cracking and
corrosion discovered.
The FAA agrees to provide additional information. Damage to the
tailcone and horizontal stabilizer could be a result of ground
personnel moving the aircraft by the horizontal stabilizer. In
addition, high loads due to a number of potential causes in combination
with the attachment structure design could result in damage to the
tailcone and horizontal stabilizer. However, even if the FAA could
identify the exact sources of high loads, it would not likely alter the
actions required by the AD to correct the identified unsafe condition.
The FAA did not make any changes to the proposed AD based on this
comment.
Comment Concerning Parts
An anonymous commenter stated that parts to repair are not
available. The commenter did not provide supporting data with this
comment.
The FAA is not aware of the unavailability of replacement parts. To
the extent operators may have difficulty obtaining replacement parts,
the FAA cannot base its AD action on whether spare parts are available
or can be produced. While every effort is made to avoid grounding
aircraft, the FAA must address the identified unsafe condition.
The FAA did not make any changes to the proposed AD based on this
comment.
Request Regarding Costs
One individual commenter requested the FAA require that Textron
provide a service kit that addresses the design flaw and assists with
the costs mandated by the AD. The commenter stated that this AD focuses
on a known vulnerable area in all tail wheeled Cessna aircraft, caused
by a systemic design flaw that is a major safety of flight condition.
The FAA, as a federal agency, is responsible for all directives,
policies, and mandates issued under its authority. The FAA does not
have the authority to require a manufacturer to bear AD costs incurred
in modifying or repairing privately-owned aircraft. The general
obligation of the operator to maintain its aircraft in an airworthy
condition is vital, but sometimes expensive. If the manufacturer
determines it will cover the cost of implementing a particular action,
then the manufacturer does so voluntarily. The FAA did not make any
changes to the proposed AD based on this comment.
Comment Regarding the Service Information
An individual commenter stated the proposed AD does not reference
or coincide with Cessna Supplemental Inspection Document 53-10-01,
which covers the tailcone inspection.
The commenter's statement does not include a suggestion specific to
the AD or a request the FAA can act on. The FAA did not make any
changes to the proposed AD based on this comment.
Conclusion
The FAA reviewed the relevant data, considered the comments
received, and determined that air safety and the public interest
require adopting this final rule as proposed.
Related Service Information Under 1 CFR Part 51
The FAA reviewed Textron Aviation Single Engine Mandatory Service
Letter SEL-55-01, dated December 7, 2017. The service information
contains procedures for inspecting the stabilizer hinge brackets,
tailcone reinforcement angles, corner reinforcements, stabilizer hinge
reinforcement channel, stabilizer hinge assemblies, stabilizer aft spar
reinforcement, and the lower half of the stabilizer aft spar from
station (STA) 16 on the left side of the stabilizer aft spar to STA 16
on the right side for cracks and corrosion. 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.
Differences Between This AD and the Service Information
The service information applies to airplanes with more than 3,000
total hours time-in-service or 10 years in service, while this AD
applies regardless of the airplane's time-in-service. This AD requires
inspecting for and replacing loose or sheared rivets, which is not
specified in the service information.
Costs of Compliance
The FAA estimates that this AD affects 6,586 airplanes of U.S.
registry.
The FAA estimates the following costs to comply with this AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost per Cost on U.S.
Action Labor cost Parts cost product operators
----------------------------------------------------------------------------------------------------------------
Inspection........................ 2 work-hours x $85 Not applicable...... $170 $1,119,620
per hour = $170.
----------------------------------------------------------------------------------------------------------------
The FAA estimates the following costs to do any necessary
replacements that would be required based on the results of the
inspection. The FAA has no way of determining the number of aircraft
that might need these actions:
On-Condition Costs
----------------------------------------------------------------------------------------------------------------
Cost per
Action Labor cost Parts cost product
----------------------------------------------------------------------------------------------------------------
Replace left-hand (LH) stabilizer hinge 4 work-hours x $85 per workhour $551 $891
bracket. = $340.
Replace right-hand (RH) stabilizer hinge 4 work-hours x $85 per workhour 530 870
bracket. = $340.
[[Page 69137]]
Replace LH tailcone reinforcement angle....... 12 work-hours x $85 per workhour 2,291 3,311
= $1,020.
Replace RH tailcone reinforcement angle....... 12 work-hours x $85 per workhour 3,006 4,026
= $1,020.
Replace LH corner reinforcement............... 6 work-hours x $85 per workhour 169 679
= $510.
Replace RH corner reinforcement............... 6 work-hours x $85 per workhour 390 900
= $510.
Replace LH stabilizer hinge reinforcement 6 work-hours x $85 per workhour 99 609
channel. = $510.
Replace RH stabilizer hinge reinforcement 6 work-hours x $85 per workhour 99 609
channel. = $510.
Replace LH stabilizer hinge assembly.......... 1 work-hours x $85 per workhour 570 655
= $85.
Replace RH stabilizer hinge assembly.......... 1 work-hours x $85 per workhour 694 779
= $85.
Replace LH stabilizer aft spar reinforcement.. (*)............................. 825 825
Replace RH stabilizer aft spar reinforcement.. (*)............................. 466 466
Replace stabilizer aft spar................... 28* work-hours x $85 per 563 2,943
(* includes work-hour cost for replacing workhour = $2,380.
stabilizer aft spar reinforcement parts).
Remove and replace horizontal and vertical 8 work-hours x $85 per workhour Not applicable 680
stabilizers and rig flight controls. = $680.
----------------------------------------------------------------------------------------------------------------
Since corrosion may affect any or all of the parts subject to the
inspection in this AD differently and the severity of the corrosion on
each part would affect the time necessary to correct the condition, the
FAA has no way to determine an overall cost per product for removing
the corrosion. Similarly, loose or sheared rivets may also affect any
or all of the parts subject to the inspection in this AD differently,
and the time necessary to correct the condition on each product would
be different. Therefore, the FAA has no way to determine an overall
cost per product for replacing loose or sheared rivets.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. Subtitle VII: Aviation Programs,
describes in more detail the scope of the Agency's authority.
The FAA is issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701: General requirements.
Under that section, Congress charges the FAA with promoting safe flight
of civil aircraft in air commerce by prescribing regulations for
practices, methods, and procedures the Administrator finds necessary
for safety in air commerce. This regulation is within the scope of that
authority because it addresses an unsafe condition that is likely to
exist or develop on products identified in this rulemaking action.
Regulatory Findings
This AD will not have federalism implications under Executive Order
13132. This AD will not have a substantial direct effect on the States,
on the relationship between the national government and the States, or
on the distribution of power and responsibilities among the various
levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(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.
Adoption of the Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive:
2020-21-22 Textron Aviation Inc.: Amendment 39-21295; Docket No.
FAA-2020-0472; Project Identifier 2018-CE-060-AD.
(a) Effective Date
This airworthiness directive (AD) is effective December 7, 2020.
(b) Affected ADs
None.
(c) Applicability
This AD applies to Textron Aviation Inc. (type certificate
previously held by Cessna Aircraft Company) Models 180, 180A, 180B,
180C, 180D, 180E, 180F, 180G, 180H, 180J, 180K, 182, 182A, 182B,
182C, 182D, 185, 185A, 185B, 185C, 185D, 185E, A185E, and A185F
airplanes, all serial numbers, certificated in any category.
(d) Subject
Joint Aircraft System Component (JASC)/Air Transport Association
(ATA) of America Code 53, Fuselage; 55, Stabilizers.
(e) Unsafe Condition
This AD was prompted by a report of cracks found in the tailcone
and horizontal stabilizer attachment structure. The FAA is issuing
this AD to detect and correct corrosion and cracks in the tailcone
and horizontal stabilizer attachment structure. The unsafe
condition, if not addressed, could result in failure of the
horizontal stabilizer to tailcone attachment, which could lead to
tail separation with consequent loss of control of the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Inspect, Repair, and Replace
Within the next 100 hours time-in-service (TIS) after the
effective date of this AD or within the next 12 months after the
effective date of this AD, whichever occurs later, and thereafter
every 500 hours TIS or 5 years, whichever occurs first, visually
inspect each stabilizer hinge bracket, tailcone reinforcement angle,
corner reinforcement, stabilizer hinge reinforcement channel,
stabilizer hinge assembly, stabilizer aft spar reinforcement, and
the lower half of the stabilizer aft spar from station (STA) 16 on
the left side to STA 16 on the right side for corrosion and cracks;
remove any corrosion; and replace any part with a crack by following
the Accomplishment Instructions, paragraphs 9 through 11 and 13, of
Textron Aviation Single Engine Mandatory Service Letter SEL-55-01,
dated December 7, 2017. Also inspect for loose rivets and sheared
[[Page 69138]]
rivets. If there is a loose or sheared rivet, before further flight,
replace the rivet.
(h) Credit for Previous Actions
Actions accomplished before the effective date of this AD within
the previous 5 years or 500 hours TIS, whichever was the most
recent, in accordance with the procedures specified in the documents
listed in paragraphs (h)(i) through (viii) of this AD as applicable
to your airplane are considered acceptable for compliance with the
corresponding actions in paragraph (g) of this AD. The time between
any inspection for which credit is allowed by this paragraph and the
next inspection accomplished in accordance with paragraph (g) of
this AD must not exceed 500 hours TIS or 5 years, whichever occurs
first.
(i) Cessna Aircraft Company Model 100 Series (1953-1962) Service
Manual, Supplemental Inspection Number: 53-10-01, D138-1-13
Temporary Revision Number 8, dated May 18, 2015.
(ii) Cessna Aircraft Company Model 100 Series (1963-1968)
Service Manual, Supplemental Inspection Number: 53-10-01, D637-1-13
Temporary Revision Number 10, dated May 18, 2015;
(iii) Cessna Aircraft Company Model 180/185 Series (1969-1980)
Service Manual, Supplemental Inspection Number: 53-10-01, D2000-9-13
Temporary Revision Number 9, dated May 18, 2015.
(iv) Cessna Aircraft Company Model 180/185 Series (1981-1985)
Service Manual, Supplemental Inspection Number: 53-10-01, D2067-1TR9
Temporary Revision Number 9, dated May 1, 2016.
(v) Cessna Aircraft Company Model 100 Series (1953-1962) Service
Manual, Supplemental Inspection Number: 55-10-01, D138-1-13
Temporary Revision Number 7, dated December 1, 2011.
(vi) Cessna Aircraft Company Model 100 Series (1963-1968)
Service Manual, Supplemental Inspection Number: 55-10-01, D637-1-13
Temporary Revision Number 9, dated December 1, 2011.
(vii) Cessna Aircraft Company Model 180/185 Series (1969-1980)
Service Manual, Supplemental Inspection Number: 55-10-01, D2000-9-13
Temporary Revision Number 7, dated December 1, 2011.
(viii) Cessna Aircraft Company Model 180/185 Series (1981-1985)
Service Manual, Supplemental Inspection Number: 55-10-01, D2067-1-13
Temporary Revision Number 7, dated December 1, 2011.
(i) 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 (j) 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.
(j) Related Information
For more information about this AD, contact Tara Shawn,
Aerospace Engineer, Wichita ACO Branch, 1801 Airport Road, Room 100,
Wichita, Kansas 67209; telephone: (316) 946-4141; fax: (316) 946-
4107; email: [email protected] or [email protected].
(k) Material Incorporated by Reference
(1) The Director of the Federal Register approved the
incorporation by reference (IBR) of the service information listed
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this service information as applicable to do
the actions required by this AD, unless the AD specifies otherwise.
(i) Textron Aviation Single Engine Mandatory Service Letter SEL-
55-01, dated December 7, 2017.
(ii) [Reserved]
(3) For Textron Aviation service information identified in this
AD, contact Textron Aviation Customer Service, P.O. Box 7706,
Wichita, Kansas 67277, (316) 517-5800; [email protected];
internet: https://txtav.com.
(4) You may view this service information at 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.
(5) You may view this service information that is incorporated
by reference at the National Archives and Records Administration
(NARA). For information on the availability of this material at
NARA, email: [email protected], or go to: https://www.archives.gov/federal-register/cfr/ibr-locations.html.
Issued on October 8, 2020.
Lance T. Gant,
Director, Compliance & Airworthiness Division, Aircraft Certification
Service.
[FR Doc. 2020-24046 Filed 10-30-20; 8:45 am]
BILLING CODE 4910-13-P
