Airworthiness Directives; Textron Aviation Inc. (Type Certificate Previously Held by Cessna Aircraft Company) Airplanes, 25812-25817 [2021-09871]
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Federal Register / Vol. 86, No. 89 / Tuesday, May 11, 2021 / Proposed Rules
For the reasons discussed above, I
certify this proposed regulation:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
(2) Would not affect intrastate
aviation in Alaska, and
(3) Would not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 14 CFR part
39 as follows:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive:
■
Airbus SAS: Docket No. FAA–2021–0350;
Project Identifier MCAI–2020–01633–T.
(a) Comments Due Date
The FAA must receive comments on this
airworthiness directive (AD) by June 25,
2021.
(c) Applicability
This AD applies to all Airbus SAS
airplanes identified in paragraphs (c)(1)
through (7) of this AD, certificated in any
category.
(1) Model A318–111, –112, –121, and –122
airplanes.
(2) Model A319–111, –112, –113, –114,
–115, –131, –132, –133, –151N, –153N, and
–171N airplanes.
(3) Model A320–211, –212, –214, –216,
–231, –232, –233, –251N, –252N, –253N,
–271N, –272N, and –273N airplanes.
(4) Model A321–111, –112, –131, –211,
–212, –213, –231, –232, –251N, –251NX,
–252N, –252NX, –253N, –253NX, –271N,
–271NX, –272N, and –272NX airplanes.
(5) Model A330–201, –202, –203, –223,
–223F, –243, –243F, –301, –302, –303, –321,
–322, –323, –341, –342, –343, –841, and –941
airplanes.
(6) Model A340–211, –212, –213, –311,
–312, –313, 541, and –642 airplanes.
(7) Model A380–841, –842, and –861
airplanes.
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(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Requirements
Except as specified in paragraph (h) of this
AD: Comply with all required actions and
compliance times specified in, and in
accordance with, European Union Aviation
Safety Agency (EASA) AD 2020–0274, dated
December 10, 2020 (EASA AD 2020–0274).
(h) Exceptions to EASA AD 2020–0274
(1) Where EASA AD 2020–0274 refers to its
effective date, this AD requires using the
effective date of this AD.
(2) Where EASA AD 2020–0274 defines a
‘‘reconnection cycle’’ as ‘‘repeated
disconnection and connection of a battery
. . .’’ this AD defines it as ‘‘one instance of
disconnection and connection of a
battery. . . .’’
(3) The ‘‘Remarks’’ section of EASA AD
2020–0274 does not apply to this AD.
(i) No Reporting Requirement
Although the service information
referenced in EASA AD 2020–0274 specifies
to submit certain information to the
manufacturer, this AD does not include that
requirement.
(b) Affected ADs
None.
(d) Subject
Air Transport Association (ATA) of
America Code 24, Electrical Power.
(e) Reason
This AD was prompted by a report that
repetitive disconnection and reconnection of
certain nickel-cadmium (Ni-Cd) batteries
during airplane parking or storage could lead
to a reduction in capacity of those batteries.
The FAA is issuing this AD to address
reduced capacity of certain Ni-Cd batteries,
which could lead to reduced battery
endurance performance and possibly result
in failure to supply the minimum essential
electrical power during abnormal or
emergency conditions.
(j) Other FAA AD Provisions
The following provisions also apply to this
AD:
(1) Alternative Methods of Compliance
(AMOCs): The Manager, Large Aircraft
Section, International Validation 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 responsible Flight
Standards Office, as appropriate. If sending
information directly to the Large Aircraft
Section, International Validation Branch,
send it to the attention of the person
identified in paragraph (k)(2) of this AD.
Information may be emailed to: 9-AVS-AIR730-AMOC@faa.gov. Before using any
approved AMOC, notify your appropriate
principal inspector, or lacking a principal
inspector, the manager of the responsible
Flight Standards Office.
(2) Contacting the Manufacturer: For any
requirement in this AD to obtain instructions
from a manufacturer, the instructions must
be accomplished using a method approved
by the Manager, Large Aircraft Section,
International Validation Branch, FAA; or
EASA; or Airbus SAS’s EASA Design
PO 00000
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Organization Approval (DOA). If approved by
the DOA, the approval must include the
DOA-authorized signature.
(3) Required for Compliance (RC): Except
as required by paragraph (j)(2) of this AD, if
any service information referenced in EASA
AD 2020–0274 that contains paragraphs that
are labeled as RC, the instructions in RC
paragraphs, including subparagraphs under
an RC paragraph, must be done to comply
with this AD; any paragraphs, including
subparagraphs under those paragraphs, that
are not identified as RC are recommended.
The instructions in paragraphs, including
subparagraphs under those paragraphs, not
identified as RC may be deviated from using
accepted methods in accordance with the
operator’s maintenance or inspection
program without obtaining approval of an
AMOC, provided the instructions identified
as RC can be done and the airplane can be
put back in an airworthy condition. Any
substitutions or changes to instructions
identified as RC require approval of an
AMOC.
(k) Related Information
(1) For information about EASA AD 2020–
0274 contact EASA, Konrad-Adenauer-Ufer
3, 50668 Cologne, Germany; telephone +49
221 8999 000; email ADs@easa.europa.eu;
Internet www.easa.europa.eu. You may find
this EASA AD on the EASA website at
https://ad.easa.europa.eu. You may view this
material at the FAA, Airworthiness Products
Section, Operational Safety Branch, 2200
South 216th St., Des Moines, WA. For
information on the availability of this
material at the FAA, call 206–231–3195. This
material may be found in the AD docket on
the internet at https://www.regulations.gov
by searching for and locating Docket No.
FAA–2021–0350.
(2) For more information about this AD,
contact Dan Rodina, Aerospace Engineer,
Large Aircraft Section, International
Validation Branch, FAA, 2200 South 216th
St., Des Moines, WA 98198; telephone and
fax 206–231–3225; email dan.rodina@
faa.gov.
Issued on May 5, 2021.
Lance T. Gant,
Director, Compliance & Airworthiness
Division, Aircraft Certification Service.
[FR Doc. 2021–09876 Filed 5–10–21; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2020–1078; Project
Identifier AD–2020–00716–A]
RIN 2120–AA64
Airworthiness Directives; Textron
Aviation Inc. (Type Certificate
Previously Held by Cessna Aircraft
Company) Airplanes
Federal Aviation
Administration (FAA), DOT.
AGENCY:
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Federal Register / Vol. 86, No. 89 / Tuesday, May 11, 2021 / Proposed Rules
Notice of proposed rulemaking
(NPRM).
ACTION:
The FAA proposes to adopt a
new airworthiness directive (AD) for all
Textron Aviation Inc. (Textron) (Type
Certificate previously held by Cessna
Aircraft Company) Models 210N, 210R,
P210N, P210R, T210N, T210R, 177,
177A, 177B, 177RG, and F177RG
airplanes. This proposed AD was
prompted by the in-flight break-up of a
Model T210M airplane in Australia, due
to fatigue cracking that initiated at a
corrosion pit, and subsequent corrosion
reports on other Model 210-series and
Model 177-series airplanes. This
proposed AD would require visual and
eddy current inspections of the carrythru spar lower cap, corrective action if
necessary, application of a protective
coating and corrosion inhibiting
compound (CIC), and reporting the
inspection results to the FAA. The FAA
is proposing this AD to address the
unsafe condition on these products.
DATES: The FAA must receive comments
on this proposed AD by June 25, 2021.
ADDRESSES: You may send comments,
using the procedures found in 14 CFR
11.43 and 11.45, by any of the following
methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: (202) 493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations,
M–30, West Building Ground Floor,
Room W12–140, 1200 New Jersey
Avenue SE, Washington, DC 20590.
• Hand Delivery: Deliver to Mail
address above between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
For service information identified in
this NPRM, contact Textron Aviation
Inc., One Cessna Boulevard, Wichita, KS
67215; phone: (316) 517–6061; email:
structures@txtav.com; website: https://
support.cessna.com. You may view this
referenced service information at the
FAA, Airworthiness Products Section,
Operational Safety Branch, 901 Locust,
Kansas City, MO 64106. For information
on the availability of this material at the
FAA, call (816) 329–4148.
SUMMARY:
Examining the AD Docket
You may examine the AD docket at
https://www.regulations.gov by
searching for and locating Docket No.
FAA–2020–1078; 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
NPRM, any comments received, and
other information. The street address for
Docket Operations is listed above.
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FOR FURTHER INFORMATION CONTACT:
Bobbie Kroetch, Aviation Safety
Engineer, Wichita ACO Branch, FAA,
1801 Airport Rd, Wichita, KS 67209;
phone: (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 ADDRESSES. Include Docket No.
FAA–2020–1078; Project Identifier AD–
2020–00716–A’’ at the beginning of your
comments. The most helpful comments
reference a specific portion of the
proposal, explain the reason for any
recommended change, and include
supporting data. The FAA will consider
all comments received by the closing
date and may amend this proposal
because of those comments.
Except for Confidential Business
Information (CBI) as described in the
following paragraph, and other
information as described in 14 CFR
11.35, the FAA will post all comments
received, without change, to https://
www.regulations.gov, including any
personal information you provide. The
agency will also post a report
summarizing each substantive verbal
contact received about this NPRM.
Confidential Business Information
CBI is commercial or financial
information that is both customarily and
actually treated as private by its owner.
Under the Freedom of Information Act
(FOIA) (5 U.S.C. 552), CBI is exempt
from public disclosure. If your
comments responsive to this NPRM
contain commercial or financial
information that is customarily treated
as private, that you actually treat as
private, and that is relevant or
responsive to this NPRM, it is important
that you clearly designate the submitted
comments as CBI. Please mark each
page of your submission containing CBI
as ‘‘PROPIN.’’ The FAA will treat such
marked submissions as confidential
under the FOIA, and they will not be
placed in the public docket of this
NPRM. Submissions containing CBI
should be sent to Bobbie Kroetch,
Aviation Safety Engineer, Wichita ACO
Branch, FAA, 1801 Airport Rd, Wichita,
KS 67209. Any commentary that the
FAA receives which is not specifically
designated as CBI will be placed in the
public docket for this rulemaking.
Background
The FAA received a report that, on
May 26, 2019, a Textron Model T210M
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airplane experienced an in-flight breakup while performing low-altitude aerial
survey operations in Australia. The
carry-thru spar failed and resulted in
wing separation and loss of control of
the airplane. A visual examination of
the fracture surface identified fatigue
cracking that initiated at a corrosion pit.
The FAA issued an airworthiness
concern sheet (ACS) on June 27, 2019,
advising owners and operators of the
accident and requesting relevant
information about the fleet.
Following the ACS, the FAA received
reports of widespread and severe
corrosion of the carry-thru spar. Earlier
Models 210G, T210G, 210H, T210H,
210J, T210J, 210K, T210K, 210L, T210L,
210M, and T210M airplanes
experienced the most widespread and
severe corrosion, and the FAA issued
AD 2020–03–16 (85 FR 10043, February
21, 2020) (AD 2020–03–16) as a final
rule; request for comments to
immediately address the unsafe
condition on those airplanes.
The FAA also received reports of
corrosion on later Models 210N, P210N,
T210N, 210R, P210R, and T210R
airplanes and Model 177-series
airplanes. On Models 210N, P210N,
T210N, 210R, P210R, and T210R
airplanes, the upper surface of the carrythru spar is covered by fuselage skin
and is not exposed to the environment.
This removes the leak paths at the skin
splices common to the earlier Model
210 airplanes and reduces the potential
for moisture intrusion. Additionally, the
later Model 210 airplanes were
manufactured with zinc chromate
primer applied to all carry-thru spars.
However, the later Model 210 airplanes
were also delivered with foam installed
along the carry-thru spar lower cap. The
foam traps moisture against the lower
surface of the carry-thru spar cap, which
can aid in the development of corrosion.
The Model 177-series airplanes share a
similar carry-thru spar design with the
earlier Model 210-series airplanes: The
upper surface of the carry-thru spars are
exposed, and the spars may not have
been delivered with zinc chromate
primer applied. Although Model 177series airplanes were not delivered with
foam padding installed on the lower
surface of the carry-thru spar, corrosion
has been reported on the carry-thru spar
lower cap. Corrosion of the carry-thru
spar lower cap can lead to fatigue
cracking or reduced structural strength
of the carry-thru spar, which, if not
addressed, could result in wing
separation and loss of control of the
airplane.
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Federal Register / Vol. 86, No. 89 / Tuesday, May 11, 2021 / Proposed Rules
FAA’s Determination
The FAA is issuing this NPRM after
determining that the unsafe condition
described previously is likely to exist or
develop on other products of the same
type design.
Related Service Information Under 1
CFR Part 51
The FAA reviewed the following
service documents proposed for
compliance with this NPRM:
• Textron Aviation Mandatory Single
Engine Service Letter, SEL–57–08,
Revision 2, dated August, 3, 2020 (SEL–
57–08R2); and
• Textron Aviation Mandatory Single
Engine Service Letter, SEL–57–09,
Revision 1, dated August, 3, 2020 (SEL–
57–09R1).
For the applicable airplanes specified,
these service letters contain instructions
for visually inspecting the carry-thru
spar for corrosion, damage, and cracks
and for completing an eddy current
inspection. This service information
also specifies applying protective
coating and CIC.
This service information is reasonably
available because the interested parties
have access to it through their normal
course of business or by the means
identified in the ADDRESSES section of
this NPRM.
Other Related Service Information
The FAA reviewed the following
service letters related to this NPRM,
which, for the applicable airplanes
specified, contain instructions for
visually inspecting the carry-thru spar
for corrosion and doing an eddy current
inspection of the carry-thru spar
regardless of whether corrosion was
found and removed. This service
information also contains instructions
for applying CIC, but does not specify
applying protective coating.
• Textron Aviation Mandatory Single
Engine Service Letter, SEL–57–06, dated
June, 24, 2019 (SEL–57–06);
• Textron Aviation Mandatory Single
Engine Service Letter, SEL–57–06,
Revision 1, dated November 19, 2019;
• Textron Aviation Mandatory Single
Engine Service Letter, SEL–57–07, dated
June 24, 2019 (SEL–57–07); and
• Textron Aviation Mandatory Single
Engine Service Letter, SEL–57–07,
Revision 1, dated November 19, 2019.
The FAA also reviewed the service
letters listed below related to this
NPRM, which, for the applicable
airplanes specified, contain the same
instructions and repair criteria as SEL–
57–08R2 and SEL–57–09R1.
• Textron Aviation Mandatory Single
Engine Service Letter, SEL–57–08, dated
November 1, 2019;
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• Textron Aviation Mandatory Single
Engine Service Letter, SEL–57–08,
Revision 1, dated November 19, 2019;
and
• Textron Aviation Mandatory Single
Engine Service Letter, SEL–57–09, dated
November 19, 2019.
Proposed AD Requirements in This
NPRM
This proposed AD would require
accomplishing the actions specified in
SEL–57–08R2 and SEL–57–09R1, except
as discussed under Differences Between
this Proposed AD and the Service
Information. This proposed AD also
requires reporting the inspection results
to the FAA by email at Wichita-COS@
faa.gov.
Differences Between This Proposed AD
and the Service Information
• Although Textron SEL–57–08R2
also applies to Models 210G, T210G,
210H, T210H, 210J, T210J, 210K,
T210K, 210L, T210L, 210M, and T210M
airplanes, this proposed AD would not.
The FAA issued AD 2020–03–16 to
address the immediate safety of flight
for those airplanes.
• Textron SEL–57–08R2 and Textron
SEL–57–09R1 specify inspecting all
interior surfaces of the carry-thru spar;
additionally, Textron SEL–57–09R1
specifies inspecting the lower surface of
the outboard spar to wing attach lugs.
This proposed AD would only require
inspecting the carry-thru spar lower cap,
including the lower surface, edge, and
upper surface of the lower cap. While
the web, upper cap, and lugs of the
carry-thru spar may be susceptible to
corrosion, evidence does not support
including inspection of these areas as
part of this proposed AD. The FAA will
continue to monitor reports of corrosion
on all areas of the carry-thru spar for
potential future action.
• Textron SEL–57–08R2 and Textron
SEL–57–09R1 do not require an eddy
current inspection on the carry-thru
spar unless the amount of material
removed in the blended area exceeds
0.010 inch deep but is within limits.
This proposed AD would require an
eddy current inspection of all locations
on the carry-thru spar where corrosion
was removed. The fatigue crack on the
Model T210M airplane that suffered the
fatal in-flight break-up initiated from a
corrosion pit approximately 0.011 inch
deep in the lower cap kick area. The
visual and less restrictive eddy current
inspection requirements specified in
SEL–57–08R2 and SEL–57–09R1 could
potentially miss similar fatigue cracks
on airplanes currently operating in the
field.
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• Textron SEL–57–08R2 and Textron
SEL–57–09R1 only require eddy current
inspection of the lower cap kick of the
carry-thru spar if corrosion is identified
on the carry-thru spar cap. This
proposed AD would require a one-time
eddy current inspection of the lower cap
kick area of all affected airplanes,
regardless of the results of the visual
inspection. The fatigue crack on the
Model T210M airplane that suffered the
fatal in-flight break-up initiated in the
lower cap kick area. Cracks and
corrosion damage may be difficult to
identify through visual inspection
alone. The FAA will use the results of
the one-time eddy current inspection of
the lower cap kick area, in part, to
determine the necessity of future
rulemaking action.
• Textron SEL–57–08R2 and Textron
SEL–57–09R1 specify contacting
Textron for evaluation and disposition
of certain damage. Instead, this
proposed AD would require removing
the carry-thru spar from service or
repairing it (if possible) in accordance
with the AMOC procedures identified in
paragraph (o) of this proposed AD.
Operators should work with Textron to
develop a repair in support of an AMOC
request.
• Textron SEL–57–08 R2 and Textron
SEL–57–09R1 provide instruction
allowing airplanes that have complied
with SEL–57–06 or SEL–57–07 to
complete the application of the
protective coating and CIC within 200
flight hours or at the next annual
inspection, whichever occurs first. This
proposed AD would permit those
airplanes that have complied with the
visual and eddy current inspections in
SEL–57–06 or SEL–57–07, as required
by paragraphs (g) and (h) of this
proposed AD, to complete the
application of the protective coating and
CIC within 24 months from the date of
the visual and eddy current inspections
or within 12 months after the effective
date of this AD, whichever occurs first.
Interim Action
The FAA considers this proposed AD
an interim action. This proposed AD
would require a one-time visual
inspection of specified areas on the
carry-thru spar lower cap and an eddy
current inspection of the lower cap kick
area and any locations where corrosion
was removed. This proposed AD would
also require reporting the inspection
results to the FAA. The FAA will
analyze the inspection results received
to determine further rulemaking action.
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Federal Register / Vol. 86, No. 89 / Tuesday, May 11, 2021 / Proposed Rules
Costs of Compliance
The FAA estimates that this AD, if
adopted as proposed, would affect 3,421
airplanes of U.S. registry.
The FAA estimates the following
costs to comply with this proposed AD:
ESTIMATED COSTS
Cost per
product
Cost on U.S.
operators
Action
Labor cost
Parts cost
Inspections (includes part removal for access, removal of foam, if required, visual
inspection, eddy current inspection of the
cap kick area, and reassembly).
Spar treatment (application of primer and
corrosion inhibitor) *.
Report of inspection results ............................
12 work-hours × $85 per hour = $1,020 ........
Not applicable
$1,020
$3,489,420
3.5 work-hours × $85 per hour = $297.50 .....
$340 ...............
637.50
2,180,887.50
2 work-hours × $85 per hour = $170 .............
Not applicable
170
581,570
* Model 210-series airplanes may only
require application of corrosion
inhibitor, depending on the condition of
the zinc chromate primer. Model 177series airplanes may or may not require
application of the primer, depending on
the production year and the quality of
any existing zinc chromate primer.
The FAA estimates the following
costs to do any necessary repairs or
replacements that would be required
based on the results of the proposed
inspection. The agency has no way of
determining the number of aircraft that
might need these actions:
ON-CONDITION COSTS
Action
Labor cost
Parts cost
Corrosion removal ........................................................
On-condition eddy current inspection ...........................
Spar replacement, Model 210/T210-series airplanes ..
Spar replacement, Model P210-series airplanes .........
Spar replacement, Model 177-series airplanes ...........
2 work-hours × $85 per hour = $170 ...........................
1 work-hour × $85 per hour = $85 ...............................
160 work-hours × $85 per hour = $13,600 ..................
170 work-hours × $85 per hour = $14,450 ..................
120 work-hours × $85 per hour = $10,200 ..................
Not applicable
Not applicable
$30,000 ..........
$30,000 ..........
$30,000 ..........
The amount of work-hours necessary
to complete the eddy current inspection
and corrosion removal will depend on
the extent of the corrosion on the spar.
The FAA has no way of estimating the
work-hours that may be required for
those procedures. The FAA’s cost
estimate assumes a minimum of one
hour for the eddy current inspection
and two hours for the corrosion
removal. If the operator needs an
alternative method of compliance for
repair, the FAA has no way of
estimating the extent of damage or
follow-on eddy current inspection that
may be required. The FAA has no way
of estimating the potential cost of those
actions.
Replacement spars are not currently
available from Textron. Textron no
longer produces the current spar design,
and they are working to develop a new
spar design. The FAA does not have
data to determine the availability of
replacement spars from other sources.
Paperwork Reduction Act
A federal agency may not conduct or
sponsor, and a person is not required to
respond to, nor shall a person be subject
to penalty for failure to comply with a
collection of information subject to the
requirements of the Paperwork
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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 take
approximately 2 hours per response,
including the time for reviewing
instructions, searching existing data
sources, gathering and maintaining the
data needed, and 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.
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Cost per
product
$170
85
43,600
44,450
40,200
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
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) Would not affect intrastate
aviation in Alaska, and
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(3) Would not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 14 CFR part
39 as follows:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive:
■
Textron Aviation Inc. (Type Certificate
previously held by Cessna Aircraft
Company): Docket No. FAA–2020–1078;
Project Identifier AD–2020–00716–A.
(a) Comments Due Date
The FAA must receive comments on this
airworthiness directive (AD) by June 25,
2021.
(b) Affected ADs
None.
(c) Applicability
This AD applies to Textron Aviation Inc.
(Type Certificate previously held by Cessna
Aircraft Company) Models 210N, 210R,
P210N, P210R, T210N, T210R, 177, 177A,
177B, 177RG, and F177RG airplanes, all
serial numbers, certificated in any category.
(d) Subject
Joint Aircraft System Component (JASC)
Code 5310, Fuselage Main, Structure.
(e) Unsafe Condition
This AD was prompted by the in-flight
break-up of a Model T210M airplane, due to
fatigue cracking of the carry-thru spar that
initiated at a corrosion pit and subsequent
corrosion reports on other Model 210-series
and Model 177-series airplanes. The FAA is
issuing this AD to detect and correct cracks,
corrosion, and other damage of the carry-thru
spar lower cap, which, if not corrected, could
lead to the carry-thru spar being unable to
support the required structural loads and
could result in separation of the wing and
loss of airplane control.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
VerDate Sep<11>2014
16:39 May 10, 2021
Jkt 253001
(g) Visual Inspection
Within 200 hours time-in-service (TIS)
after the effective date of this AD or within
12 months after the effective date of this AD,
whichever occurs first, prepare the carry-thru
spar lower cap for inspection by following
steps 4 and 5 of the Accomplishment
Instructions in Textron Aviation Mandatory
Single Engine Service Letter, SEL–57–08,
Revision 2, dated August, 3, 2020 (SEL–57–
08R2) or Textron Aviation Mandatory Single
Engine Service Letter, SEL–57–09, Revision
1, dated August, 3, 2020 (SEL–57–09R1), as
applicable to your airplane model. Visually
inspect the carry-thru spar lower cap
(including the lower surface, upper surface,
and edge) with a 10X magnification lens
looking for corrosion, cracks, and damage.
You are not required to inspect the lower cap
to web radius, spar web, upper cap, or lugs.
Refer to the ‘Spar Dimensions’ and the ‘Spar
Detail’ figures on page 7 of SEL–57–08R2 or
SEL–57–09R1, as applicable to your airplane
model, for the location of the specific spar
features.
(1) If there is a crack, before further flight,
remove the carry-thru spar from service.
(2) If there is damage or evidence of
previous removal of corrosion (blending),
before further flight, either remove the carrythru spar from service or repair the area using
a method approved as specified in paragraph
(o) of this AD. Comply with the requirements
in paragraph (h) of this AD before further
flight.
(3) If there is any corrosion, before further
flight, remove the corrosion in the affected
area by following steps 6.B.(1) through (7) of
the Accomplishment Instructions in SEL–57–
08R2 or SEL–57–09R1, as applicable to your
airplane model, and then mechanically
measure the depth of the blended area using
a straight edge and feeler gauge or a depth
gauge micrometer.
(i) If the material removed in the blended
area exceeds the allowable blend limits
specified in table 1 (including the notes) of
SEL–57–08R2 or SEL–57–09R1, as applicable
to your airplane model, before further flight,
either remove the carry-thru spar from
service or repair the area using a method
approved as specified in paragraph (o) of this
AD. Comply with the requirements in
paragraph (h) of this AD before further flight.
(ii) If the material removed in the blended
area does not exceed the allowable blend
limits specified in table 1 (including the
notes) of SEL–57–08R2 or SEL–57–09R1, as
applicable to your airplane model, comply
with the requirements in paragraph (h) of this
AD before further flight.
(4) If the visual inspection did not detect
corrosion, cracks, or damage and there is no
evidence of previous removal of corrosion,
comply with the requirements in paragraph
(h) of this AD before further flight.
(h) Eddy Current Inspection
(1) Complete an eddy current inspection of
the carry-thru spar lower cap for cracks,
corrosion, and damage in the following areas
in accordance with step 7 of the
Accomplishment Instructions in SEL–57–
08R2 or SEL–57–09R1, as applicable to your
airplane model.
(i) The kick area as depicted in the ‘Spar
Dimensions’ figure on page 7 of SEL–57–
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Frm 00008
Fmt 4702
Sfmt 4702
08R2 or SEL–57–09R1, as applicable to your
airplane. You must complete an eddy current
inspection of the lower cap kick area of your
airplane regardless of whether corrosion was
found and removed as a result of the visual
inspection in paragraph (g) of this AD.
(ii) All areas where corrosion was found
and removed as a result of the inspection in
paragraph (g) of this AD.
(2) If there is a crack, before further flight,
remove the carry-thru spar from service.
(3) If there is any damage, before further
flight, either remove the carry-thru spar from
service or repair the area using a method
approved as specified in paragraph (o) of this
AD. After completing the repair, repeat the
eddy current inspection of the repaired area
before further flight.
(4) If there is any corrosion, before further
flight, remove the corrosion by following the
requirements in paragraph (g)(3) of this AD.
You must repeat the eddy current inspection
and comply with paragraph (h) of this AD for
the area where the additional material was
removed, but you do not have to repeat the
eddy current inspection of the kick area.
(i) Corrosion Protection
Within 12 months after the effective date
of this AD, apply protective coating and
corrosion inhibiting compound (CIC) by
following steps 9 and 10 of the
Accomplishment Instructions in SEL–57–
08R2 or SEL–57–09R1, as applicable to your
airplane model.
(j) Installation Prohibition
As of the effective date of this AD, do not
install on any airplane a carry-thru spar
unless it has been inspected as required by
paragraphs (g) and (h) of this AD and
corrosion protection applied as required by
paragraph (i) of this AD.
(k) Reporting Requirement
Within 30 days after completing the
inspections required by this AD or within 30
days after the effective date of this AD,
whichever occurs later, report to the FAA by
email (Wichita-COS@faa.gov) all information
requested in the Carry-Thru Spar Inspection
Report Attachment to SEL–57–08R2 or SEL–
57–09R1, as applicable to your airplane
model.
(l) Credit for Previous Actions
(1) You may take credit for the visual
inspection required by paragraph (g) of this
AD if you performed the visual inspection
before the effective date of this AD using
Textron Aviation Mandatory Single Engine
Service Letter SEL–57–08, dated November 1,
2019 (SEL–57–08); Textron Aviation
Mandatory Single Engine Service Letter SEL–
57–08, Revision 1, dated November 19, 2019
(SEL–57–08R1); Textron Aviation Mandatory
Single Service Letter SEL–57–09, dated
November 19, 2019 (SEL–57–09); Textron
Aviation Mandatory Single Engine Service
Letter SEL–57–06, dated June 24, 2019 (SEL–
57–06); Textron Aviation Mandatory Single
Engine Service Letter SEL–57–06, Revision 1,
dated November 19, 2019 (SEL–57–06R1);
Textron Aviation Mandatory Single Engine
Service Letter, SEL–57–07, dated June 24,
2019 (SEL–57–07); or Textron Aviation
Mandatory Single Engine Service Letter,
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SEL–57–07, Revision 1, dated November 19,
2019 (SEL–57–07R1).
(2) You may take credit for the eddy
current inspection of the lower cap kick area
and all locations where corrosion was
removed on the carry-thru spar lower cap as
specified in paragraph (h) of this AD if you
performed the eddy current inspection before
the effective date of this AD using SEL–57–
08, SEL–57–08R1, SEL–57–06, SEL–57–06R1,
SEL–57–07, SEL–57–07R1, or SEL–57–09.
(3) You may take credit for the corrosion
protection required by paragraph (i) of this
AD if you performed those actions before the
effective date of this AD using SEL–57–08,
SEL–57–08R1, or SEL–57–09.
(4) If you can take credit for the visual and
eddy current inspections as specified in
paragraphs (l)(1) and (2) of this AD but you
did not apply protective coating and CIC to
the spar, you must apply protective coating
and CIC by following steps 9 and 10 of the
Accomplishment Instructions in SEL–57–
08R2 or SEL–57–09R1, as applicable to your
airplane model, within 24 months after the
date you completed the visual and eddy
current inspections or within 12 months after
the effective date of this AD, whichever
occurs first.
(5) To take credit for any previous action,
you must have provided a completed CarryThru Spar Inspection Report, an attachment
to SEL–57–06, SEL–57–06 R1, SEL–57–07,
SEL–57–07R1, SEL–57–08, SEL–57–08R1, or
SEL–57–09 to Textron Aviation Inc. before
the effective date of this AD, or you must
comply with paragraph (k) of this AD within
30 days after the effective date of this AD.
(m) Special Flight Permit
Special flight permits are prohibited.
(n) Paperwork Reduction Act Burden
Statement
A federal agency may not conduct or
sponsor, and a person is not required to
respond to, nor shall a person be subject to
a penalty for failure to comply with a
collection of information subject to the
requirements of the Paperwork Reduction
Act unless that collection of information
displays a currently valid OMB Control
Number. The OMB Control Number for this
information collection is 2120–0056. Public
reporting for this collection of information is
estimated to be approximately 2 hours per
response, including the time for reviewing
instructions, searching existing data sources,
gathering and maintaining the data needed,
completing and reviewing the collection of
information. All responses to this collection
of information are mandatory. Send
comments regarding this burden estimate or
any other aspect of this collection of
information, including suggestions for
reducing this burden to: Information
Collection Clearance Officer, Federal
Aviation Administration, 10101 Hillwood
Parkway, Fort Worth, TX 76177–1524.
(o) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Wichita ACO Branch,
FAA, has the authority to approve AMOCs
for this AD, if requested using the procedures
found in 14 CFR 39.19. In accordance with
14 CFR 39.19, send your request to your
VerDate Sep<11>2014
16:39 May 10, 2021
Jkt 253001
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 Related Information.
(2) Before using any approved AMOC,
notify your appropriate principal inspector,
or lacking a principal inspector, the manager
of the local flight standards district office/
certificate holding district office.
(3) An AMOC that provides an acceptable
level of safety may be used for any repair,
modification, or alteration required by this
AD if it is approved by a Textron Aviation,
Inc. Unit Member (UM) of the Textron
Organization Designation Authorization
(ODA), that has been authorized by the
Manager, Wichita ACO Branch, to make
those findings. To be approved, the repair,
modification deviation, or alteration
deviation must meet the certification basis of
the airplane, and the approval must
specifically refer to this AD.
(p) Related Information
(1) For more information about this AD,
contact Bobbie Kroetch, Aviation Safety
Engineer, Wichita ACO Branch, FAA, 1801
Airport Rd., Wichita, KS 67209; phone: (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., One
Cessna Boulevard, Wichita, KS 67215; phone:
(316) 517–6061; email: structures@txtav.com;
website: https://support.cessna.com. You
may view this referenced service information
at the FAA, Airworthiness Products Section,
Operational Safety Branch, 901 Locust,
Kansas City, MO 64106. For information on
the availability of this material at the FAA,
call (816) 329–4148.
Issued on April 16, 2021.
Lance T. Gant,
Director, Compliance & Airworthiness
Division, Aircraft Certification Service.
[FR Doc. 2021–09871 Filed 5–10–21; 8:45 am]
BILLING CODE 4910–13–P
CONSUMER PRODUCT SAFETY
COMMISSION
16 CFR Chapter II
[Docket No. CPSC–2021–0014]
Off-Highway Vehicle (OHV) Fire and
Debris-Penetration Hazards; Advance
Notice of Proposed Rulemaking;
Request for Comments and
Information
Consumer Product Safety
Commission.
ACTION: Advance notice of proposed
rulemaking.
AGENCY:
The Consumer Product Safety
Commission (CPSC or Commission) is
considering developing a rule to address
the risk of injury associated with fire
and debris-penetration hazards
SUMMARY:
PO 00000
Frm 00009
Fmt 4702
Sfmt 4702
25817
associated with off-highway vehicles
(OHVs). This advance notice of
proposed rulemaking (ANPR) initiates a
rulemaking proceeding under the
Consumer Product Safety Act (CPSA).
We invite written comments from
interested persons concerning the risk of
injury associated with OHV fire and
debris-penetration hazards, the
regulatory alternatives discussed in this
notice, other possible means to address
this risk, and the economic impacts of
the various alternatives. We also invite
interested persons to submit an existing
standard, or a statement of intent to
modify or develop a voluntary standard,
to address the risks of injury described
in this ANPR.
DATES: Written comments and
submissions in response to this notice
must be received by July 12, 2021.
ADDRESSES: You may submit comments,
identified by Docket No. CPSC–2021–
0014, by any of the following methods:
Electronic Submissions: Submit
electronic comments to the Federal
eRulemaking Portal at:
www.regulations.gov. Follow the
instructions for submitting comments.
The Commission encourages you to
submit electronic comments by using
the Federal eRulemaking Portal, as
described above.
Written Submissions: Submit written
submissions by mail/hand delivery/
courier to: Division of the Secretariat,
Consumer Product Safety Commission,
Room 820, 4330 East West Highway,
Bethesda, MD 20814; telephone: (301)
504–7923. Alternatively, as a temporary
option during the COVID–19 pandemic,
you can email such submissions to:
cpsc-os@cpsc.gov.
Instructions: All submissions received
must include the agency name and
docket number for this document. All
comments received may be posted
without change, including any personal
identifiers, contact information, or other
personal information provided, to
www.regulations.gov. Do not submit
confidential business information, trade
secret information, or other sensitive or
protected information that you do not
want to be available to the public. If
furnished at all, such information
should be submitted in writing.
Docket: For access to the docket to
read background documents or
comments received, go to
www.regulations.gov, and insert the
docket number CPSC–2021–0014 into
the ‘‘Search’’ box, and follow the
prompts.
FOR FURTHER INFORMATION CONTACT: Han
Lim, Directorate for Engineering
Sciences, U.S. Consumer Product Safety
Commission, 5 Research Place,
E:\FR\FM\11MYP1.SGM
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]]>Agencies
[Federal Register Volume 86, Number 89 (Tuesday, May 11, 2021)]
[Proposed Rules]
[Pages 25812-25817]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2021-09871]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2020-1078; Project Identifier AD-2020-00716-A]
RIN 2120-AA64
Airworthiness Directives; Textron Aviation Inc. (Type Certificate
Previously Held by Cessna Aircraft Company) Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
[[Page 25813]]
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD)
for all Textron Aviation Inc. (Textron) (Type Certificate previously
held by Cessna Aircraft Company) Models 210N, 210R, P210N, P210R,
T210N, T210R, 177, 177A, 177B, 177RG, and F177RG airplanes. This
proposed AD was prompted by the in-flight break-up of a Model T210M
airplane in Australia, due to fatigue cracking that initiated at a
corrosion pit, and subsequent corrosion reports on other Model 210-
series and Model 177-series airplanes. This proposed AD would require
visual and eddy current inspections of the carry-thru spar lower cap,
corrective action if necessary, application of a protective coating and
corrosion inhibiting compound (CIC), and reporting the inspection
results to the FAA. The FAA is proposing this AD to address the unsafe
condition on these products.
DATES: The FAA must receive comments on this proposed AD by June 25,
2021.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
Fax: (202) 493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE, Washington, DC 20590.
Hand Delivery: Deliver to Mail address above between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
For service information identified in this NPRM, contact Textron
Aviation Inc., One Cessna Boulevard, Wichita, KS 67215; phone: (316)
517-6061; email: [email protected]; website: https://support.cessna.com. You may view this referenced service information at
the FAA, Airworthiness Products Section, Operational Safety Branch, 901
Locust, Kansas City, MO 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 at https://www.regulations.gov by
searching for and locating Docket No. FAA-2020-1078; 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 NPRM, any comments
received, and other information. The street address for Docket
Operations is listed above.
FOR FURTHER INFORMATION CONTACT: Bobbie Kroetch, Aviation Safety
Engineer, Wichita ACO Branch, FAA, 1801 Airport Rd, Wichita, KS 67209;
phone: (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 ADDRESSES. Include Docket No. FAA-2020-1078; Project Identifier
AD-2020-00716-A'' at the beginning of your comments. The most helpful
comments reference a specific portion of the proposal, explain the
reason for any recommended change, and include supporting data. The FAA
will consider all comments received by the closing date and may amend
this proposal because of those comments.
Except for Confidential Business Information (CBI) as described in
the following paragraph, and other information as described in 14 CFR
11.35, the FAA will post all comments received, without change, to
https://www.regulations.gov, including any personal information you
provide. The agency will also post a report summarizing each
substantive verbal contact received about this NPRM.
Confidential Business Information
CBI is commercial or financial information that is both customarily
and actually treated as private by its owner. Under the Freedom of
Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public
disclosure. If your comments responsive to this NPRM contain commercial
or financial information that is customarily treated as private, that
you actually treat as private, and that is relevant or responsive to
this NPRM, it is important that you clearly designate the submitted
comments as CBI. Please mark each page of your submission containing
CBI as ``PROPIN.'' The FAA will treat such marked submissions as
confidential under the FOIA, and they will not be placed in the public
docket of this NPRM. Submissions containing CBI should be sent to
Bobbie Kroetch, Aviation Safety Engineer, Wichita ACO Branch, FAA, 1801
Airport Rd, Wichita, KS 67209. Any commentary that the FAA receives
which is not specifically designated as CBI will be placed in the
public docket for this rulemaking.
Background
The FAA received a report that, on May 26, 2019, a Textron Model
T210M airplane experienced an in-flight break-up while performing low-
altitude aerial survey operations in Australia. The carry-thru spar
failed and resulted in wing separation and loss of control of the
airplane. A visual examination of the fracture surface identified
fatigue cracking that initiated at a corrosion pit. The FAA issued an
airworthiness concern sheet (ACS) on June 27, 2019, advising owners and
operators of the accident and requesting relevant information about the
fleet.
Following the ACS, the FAA received reports of widespread and
severe corrosion of the carry-thru spar. Earlier Models 210G, T210G,
210H, T210H, 210J, T210J, 210K, T210K, 210L, T210L, 210M, and T210M
airplanes experienced the most widespread and severe corrosion, and the
FAA issued AD 2020-03-16 (85 FR 10043, February 21, 2020) (AD 2020-03-
16) as a final rule; request for comments to immediately address the
unsafe condition on those airplanes.
The FAA also received reports of corrosion on later Models 210N,
P210N, T210N, 210R, P210R, and T210R airplanes and Model 177-series
airplanes. On Models 210N, P210N, T210N, 210R, P210R, and T210R
airplanes, the upper surface of the carry-thru spar is covered by
fuselage skin and is not exposed to the environment. This removes the
leak paths at the skin splices common to the earlier Model 210
airplanes and reduces the potential for moisture intrusion.
Additionally, the later Model 210 airplanes were manufactured with zinc
chromate primer applied to all carry-thru spars. However, the later
Model 210 airplanes were also delivered with foam installed along the
carry-thru spar lower cap. The foam traps moisture against the lower
surface of the carry-thru spar cap, which can aid in the development of
corrosion. The Model 177-series airplanes share a similar carry-thru
spar design with the earlier Model 210-series airplanes: The upper
surface of the carry-thru spars are exposed, and the spars may not have
been delivered with zinc chromate primer applied. Although Model 177-
series airplanes were not delivered with foam padding installed on the
lower surface of the carry-thru spar, corrosion has been reported on
the carry-thru spar lower cap. Corrosion of the carry-thru spar lower
cap can lead to fatigue cracking or reduced structural strength of the
carry-thru spar, which, if not addressed, could result in wing
separation and loss of control of the airplane.
[[Page 25814]]
FAA's Determination
The FAA is issuing this NPRM after determining that the unsafe
condition described previously is likely to exist or develop on other
products of the same type design.
Related Service Information Under 1 CFR Part 51
The FAA reviewed the following service documents proposed for
compliance with this NPRM:
Textron Aviation Mandatory Single Engine Service Letter,
SEL-57-08, Revision 2, dated August, 3, 2020 (SEL-57-08R2); and
Textron Aviation Mandatory Single Engine Service Letter,
SEL-57-09, Revision 1, dated August, 3, 2020 (SEL-57-09R1).
For the applicable airplanes specified, these service letters
contain instructions for visually inspecting the carry-thru spar for
corrosion, damage, and cracks and for completing an eddy current
inspection. This service information also specifies applying protective
coating and CIC.
This service information is reasonably available because the
interested parties have access to it through their normal course of
business or by the means identified in the ADDRESSES section of this
NPRM.
Other Related Service Information
The FAA reviewed the following service letters related to this
NPRM, which, for the applicable airplanes specified, contain
instructions for visually inspecting the carry-thru spar for corrosion
and doing an eddy current inspection of the carry-thru spar regardless
of whether corrosion was found and removed. This service information
also contains instructions for applying CIC, but does not specify
applying protective coating.
Textron Aviation Mandatory Single Engine Service Letter,
SEL-57-06, dated June, 24, 2019 (SEL-57-06);
Textron Aviation Mandatory Single Engine Service Letter,
SEL-57-06, Revision 1, dated November 19, 2019;
Textron Aviation Mandatory Single Engine Service Letter,
SEL-57-07, dated June 24, 2019 (SEL-57-07); and
Textron Aviation Mandatory Single Engine Service Letter,
SEL-57-07, Revision 1, dated November 19, 2019.
The FAA also reviewed the service letters listed below related to
this NPRM, which, for the applicable airplanes specified, contain the
same instructions and repair criteria as SEL-57-08R2 and SEL-57-09R1.
Textron Aviation Mandatory Single Engine Service Letter,
SEL-57-08, dated November 1, 2019;
Textron Aviation Mandatory Single Engine Service Letter,
SEL-57-08, Revision 1, dated November 19, 2019; and
Textron Aviation Mandatory Single Engine Service Letter,
SEL-57-09, dated November 19, 2019.
Proposed AD Requirements in This NPRM
This proposed AD would require accomplishing the actions specified
in SEL-57-08R2 and SEL-57-09R1, except as discussed under Differences
Between this Proposed AD and the Service Information. This proposed AD
also requires reporting the inspection results to the FAA by email at
[email protected].
Differences Between This Proposed AD and the Service Information
Although Textron SEL-57-08R2 also applies to Models 210G,
T210G, 210H, T210H, 210J, T210J, 210K, T210K, 210L, T210L, 210M, and
T210M airplanes, this proposed AD would not. The FAA issued AD 2020-03-
16 to address the immediate safety of flight for those airplanes.
Textron SEL-57-08R2 and Textron SEL-57-09R1 specify
inspecting all interior surfaces of the carry-thru spar; additionally,
Textron SEL-57-09R1 specifies inspecting the lower surface of the
outboard spar to wing attach lugs. This proposed AD would only require
inspecting the carry-thru spar lower cap, including the lower surface,
edge, and upper surface of the lower cap. While the web, upper cap, and
lugs of the carry-thru spar may be susceptible to corrosion, evidence
does not support including inspection of these areas as part of this
proposed AD. The FAA will continue to monitor reports of corrosion on
all areas of the carry-thru spar for potential future action.
Textron SEL-57-08R2 and Textron SEL-57-09R1 do not require
an eddy current inspection on the carry-thru spar unless the amount of
material removed in the blended area exceeds 0.010 inch deep but is
within limits. This proposed AD would require an eddy current
inspection of all locations on the carry-thru spar where corrosion was
removed. The fatigue crack on the Model T210M airplane that suffered
the fatal in-flight break-up initiated from a corrosion pit
approximately 0.011 inch deep in the lower cap kick area. The visual
and less restrictive eddy current inspection requirements specified in
SEL-57-08R2 and SEL-57-09R1 could potentially miss similar fatigue
cracks on airplanes currently operating in the field.
Textron SEL-57-08R2 and Textron SEL-57-09R1 only require
eddy current inspection of the lower cap kick of the carry-thru spar if
corrosion is identified on the carry-thru spar cap. This proposed AD
would require a one-time eddy current inspection of the lower cap kick
area of all affected airplanes, regardless of the results of the visual
inspection. The fatigue crack on the Model T210M airplane that suffered
the fatal in-flight break-up initiated in the lower cap kick area.
Cracks and corrosion damage may be difficult to identify through visual
inspection alone. The FAA will use the results of the one-time eddy
current inspection of the lower cap kick area, in part, to determine
the necessity of future rulemaking action.
Textron SEL-57-08R2 and Textron SEL-57-09R1 specify
contacting Textron for evaluation and disposition of certain damage.
Instead, this proposed AD would require removing the carry-thru spar
from service or repairing it (if possible) in accordance with the AMOC
procedures identified in paragraph (o) of this proposed AD. Operators
should work with Textron to develop a repair in support of an AMOC
request.
Textron SEL-57-08 R2 and Textron SEL-57-09R1 provide
instruction allowing airplanes that have complied with SEL-57-06 or
SEL-57-07 to complete the application of the protective coating and CIC
within 200 flight hours or at the next annual inspection, whichever
occurs first. This proposed AD would permit those airplanes that have
complied with the visual and eddy current inspections in SEL-57-06 or
SEL-57-07, as required by paragraphs (g) and (h) of this proposed AD,
to complete the application of the protective coating and CIC within 24
months from the date of the visual and eddy current inspections or
within 12 months after the effective date of this AD, whichever occurs
first.
Interim Action
The FAA considers this proposed AD an interim action. This proposed
AD would require a one-time visual inspection of specified areas on the
carry-thru spar lower cap and an eddy current inspection of the lower
cap kick area and any locations where corrosion was removed. This
proposed AD would also require reporting the inspection results to the
FAA. The FAA will analyze the inspection results received to determine
further rulemaking action.
[[Page 25815]]
Costs of Compliance
The FAA estimates that this AD, if adopted as proposed, would
affect 3,421 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
----------------------------------------------------------------------------------------------------------------
Inspections (includes part 12 work-hours x $85 Not applicable......... $1,020 $3,489,420
removal for access, removal of per hour = $1,020.
foam, if required, visual
inspection, eddy current
inspection of the cap kick area,
and reassembly).
Spar treatment (application of 3.5 work-hours x $85 $340................... 637.50 2,180,887.50
primer and corrosion inhibitor) per hour = $297.50.
*.
Report of inspection results..... 2 work-hours x $85 Not applicable......... 170 581,570
per hour = $170.
----------------------------------------------------------------------------------------------------------------
* Model 210-series airplanes may only require application of
corrosion inhibitor, depending on the condition of the zinc chromate
primer. Model 177-series airplanes may or may not require application
of the primer, depending on the production year and the quality of any
existing zinc chromate primer.
The FAA estimates the following costs to do any necessary repairs
or replacements that would be required based on the results of the
proposed inspection. The agency 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
----------------------------------------------------------------------------------------------------------------
Corrosion removal...................... 2 work-hours x $85 per Not applicable.............. $170
hour = $170.
On-condition eddy current inspection... 1 work-hour x $85 per Not applicable.............. 85
hour = $85.
Spar replacement, Model 210/T210-series 160 work-hours x $85 per $30,000..................... 43,600
airplanes. hour = $13,600.
Spar replacement, Model P210-series 170 work-hours x $85 per $30,000..................... 44,450
airplanes. hour = $14,450.
Spar replacement, Model 177-series 120 work-hours x $85 per $30,000..................... 40,200
airplanes. hour = $10,200.
----------------------------------------------------------------------------------------------------------------
The amount of work-hours necessary to complete the eddy current
inspection and corrosion removal will depend on the extent of the
corrosion on the spar. The FAA has no way of estimating the work-hours
that may be required for those procedures. The FAA's cost estimate
assumes a minimum of one hour for the eddy current inspection and two
hours for the corrosion removal. If the operator needs an alternative
method of compliance for repair, the FAA has no way of estimating the
extent of damage or follow-on eddy current inspection that may be
required. The FAA has no way of estimating the potential cost of those
actions.
Replacement spars are not currently available from Textron. Textron
no longer produces the current spar design, and they are working to
develop a new spar design. The FAA does not have data to determine the
availability of replacement spars from other sources.
Paperwork Reduction Act
A federal agency may not conduct or sponsor, and a person is not
required to respond to, nor shall a person be subject to 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 take
approximately 2 hours per response, including the time for reviewing
instructions, searching existing data sources, gathering and
maintaining the data needed, and completing and reviewing the
collection of information. All responses to this collection of
information are mandatory. Send comments regarding this burden estimate
or any other aspect of this collection of information, including
suggestions for reducing this burden, to Information Collection
Clearance Officer, Federal Aviation Administration, 10101 Hillwood
Parkway, Fort Worth, TX 76177-1524.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. Subtitle VII: Aviation Programs,
describes in more detail the scope of the Agency's authority.
The FAA is issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701: General requirements.
Under that section, Congress charges the FAA with promoting safe flight
of civil aircraft in air commerce by prescribing regulations for
practices, methods, and procedures the Administrator finds necessary
for safety in air commerce. This regulation is within the scope of that
authority because it addresses an unsafe condition that is likely to
exist or develop on products identified in this rulemaking action.
Regulatory 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) Would not affect intrastate aviation in Alaska, and
[[Page 25816]]
(3) Would 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:
Textron Aviation Inc. (Type Certificate previously held by Cessna
Aircraft Company): Docket No. FAA-2020-1078; Project Identifier AD-
2020-00716-A.
(a) Comments Due Date
The FAA must receive comments on this airworthiness directive
(AD) by June 25, 2021.
(b) Affected ADs
None.
(c) Applicability
This AD applies to Textron Aviation Inc. (Type Certificate
previously held by Cessna Aircraft Company) Models 210N, 210R,
P210N, P210R, T210N, T210R, 177, 177A, 177B, 177RG, and F177RG
airplanes, all serial numbers, certificated in any category.
(d) Subject
Joint Aircraft System Component (JASC) Code 5310, Fuselage Main,
Structure.
(e) Unsafe Condition
This AD was prompted by the in-flight break-up of a Model T210M
airplane, due to fatigue cracking of the carry-thru spar that
initiated at a corrosion pit and subsequent corrosion reports on
other Model 210-series and Model 177-series airplanes. The FAA is
issuing this AD to detect and correct cracks, corrosion, and other
damage of the carry-thru spar lower cap, which, if not corrected,
could lead to the carry-thru spar being unable to support the
required structural loads and could result in separation of the wing
and loss of airplane control.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Visual Inspection
Within 200 hours time-in-service (TIS) after the effective date
of this AD or within 12 months after the effective date of this AD,
whichever occurs first, prepare the carry-thru spar lower cap for
inspection by following steps 4 and 5 of the Accomplishment
Instructions in Textron Aviation Mandatory Single Engine Service
Letter, SEL-57-08, Revision 2, dated August, 3, 2020 (SEL-57-08R2)
or Textron Aviation Mandatory Single Engine Service Letter, SEL-57-
09, Revision 1, dated August, 3, 2020 (SEL-57-09R1), as applicable
to your airplane model. Visually inspect the carry-thru spar lower
cap (including the lower surface, upper surface, and edge) with a
10X magnification lens looking for corrosion, cracks, and damage.
You are not required to inspect the lower cap to web radius, spar
web, upper cap, or lugs. Refer to the `Spar Dimensions' and the
`Spar Detail' figures on page 7 of SEL-57-08R2 or SEL-57-09R1, as
applicable to your airplane model, for the location of the specific
spar features.
(1) If there is a crack, before further flight, remove the
carry-thru spar from service.
(2) If there is damage or evidence of previous removal of
corrosion (blending), before further flight, either remove the
carry-thru spar from service or repair the area using a method
approved as specified in paragraph (o) of this AD. Comply with the
requirements in paragraph (h) of this AD before further flight.
(3) If there is any corrosion, before further flight, remove the
corrosion in the affected area by following steps 6.B.(1) through
(7) of the Accomplishment Instructions in SEL-57-08R2 or SEL-57-
09R1, as applicable to your airplane model, and then mechanically
measure the depth of the blended area using a straight edge and
feeler gauge or a depth gauge micrometer.
(i) If the material removed in the blended area exceeds the
allowable blend limits specified in table 1 (including the notes) of
SEL-57-08R2 or SEL-57-09R1, as applicable to your airplane model,
before further flight, either remove the carry-thru spar from
service or repair the area using a method approved as specified in
paragraph (o) of this AD. Comply with the requirements in paragraph
(h) of this AD before further flight.
(ii) If the material removed in the blended area does not exceed
the allowable blend limits specified in table 1 (including the
notes) of SEL-57-08R2 or SEL-57-09R1, as applicable to your airplane
model, comply with the requirements in paragraph (h) of this AD
before further flight.
(4) If the visual inspection did not detect corrosion, cracks,
or damage and there is no evidence of previous removal of corrosion,
comply with the requirements in paragraph (h) of this AD before
further flight.
(h) Eddy Current Inspection
(1) Complete an eddy current inspection of the carry-thru spar
lower cap for cracks, corrosion, and damage in the following areas
in accordance with step 7 of the Accomplishment Instructions in SEL-
57-08R2 or SEL-57-09R1, as applicable to your airplane model.
(i) The kick area as depicted in the `Spar Dimensions' figure on
page 7 of SEL-57-08R2 or SEL-57-09R1, as applicable to your
airplane. You must complete an eddy current inspection of the lower
cap kick area of your airplane regardless of whether corrosion was
found and removed as a result of the visual inspection in paragraph
(g) of this AD.
(ii) All areas where corrosion was found and removed as a result
of the inspection in paragraph (g) of this AD.
(2) If there is a crack, before further flight, remove the
carry-thru spar from service.
(3) If there is any damage, before further flight, either remove
the carry-thru spar from service or repair the area using a method
approved as specified in paragraph (o) of this AD. After completing
the repair, repeat the eddy current inspection of the repaired area
before further flight.
(4) If there is any corrosion, before further flight, remove the
corrosion by following the requirements in paragraph (g)(3) of this
AD. You must repeat the eddy current inspection and comply with
paragraph (h) of this AD for the area where the additional material
was removed, but you do not have to repeat the eddy current
inspection of the kick area.
(i) Corrosion Protection
Within 12 months after the effective date of this AD, apply
protective coating and corrosion inhibiting compound (CIC) by
following steps 9 and 10 of the Accomplishment Instructions in SEL-
57-08R2 or SEL-57-09R1, as applicable to your airplane model.
(j) Installation Prohibition
As of the effective date of this AD, do not install on any
airplane a carry-thru spar unless it has been inspected as required
by paragraphs (g) and (h) of this AD and corrosion protection
applied as required by paragraph (i) of this AD.
(k) Reporting Requirement
Within 30 days after completing the inspections required by this
AD or within 30 days after the effective date of this AD, whichever
occurs later, report to the FAA by email ([email protected]) all
information requested in the Carry-Thru Spar Inspection Report
Attachment to SEL-57-08R2 or SEL-57-09R1, as applicable to your
airplane model.
(l) Credit for Previous Actions
(1) You may take credit for the visual inspection required by
paragraph (g) of this AD if you performed the visual inspection
before the effective date of this AD using Textron Aviation
Mandatory Single Engine Service Letter SEL-57-08, dated November 1,
2019 (SEL-57-08); Textron Aviation Mandatory Single Engine Service
Letter SEL-57-08, Revision 1, dated November 19, 2019 (SEL-57-08R1);
Textron Aviation Mandatory Single Service Letter SEL-57-09, dated
November 19, 2019 (SEL-57-09); Textron Aviation Mandatory Single
Engine Service Letter SEL-57-06, dated June 24, 2019 (SEL-57-06);
Textron Aviation Mandatory Single Engine Service Letter SEL-57-06,
Revision 1, dated November 19, 2019 (SEL-57-06R1); Textron Aviation
Mandatory Single Engine Service Letter, SEL-57-07, dated June 24,
2019 (SEL-57-07); or Textron Aviation Mandatory Single Engine
Service Letter,
[[Page 25817]]
SEL-57-07, Revision 1, dated November 19, 2019 (SEL-57-07R1).
(2) You may take credit for the eddy current inspection of the
lower cap kick area and all locations where corrosion was removed on
the carry-thru spar lower cap as specified in paragraph (h) of this
AD if you performed the eddy current inspection before the effective
date of this AD using SEL-57-08, SEL-57-08R1, SEL-57-06, SEL-57-
06R1, SEL-57-07, SEL-57-07R1, or SEL-57-09.
(3) You may take credit for the corrosion protection required by
paragraph (i) of this AD if you performed those actions before the
effective date of this AD using SEL-57-08, SEL-57-08R1, or SEL-57-
09.
(4) If you can take credit for the visual and eddy current
inspections as specified in paragraphs (l)(1) and (2) of this AD but
you did not apply protective coating and CIC to the spar, you must
apply protective coating and CIC by following steps 9 and 10 of the
Accomplishment Instructions in SEL-57-08R2 or SEL-57-09R1, as
applicable to your airplane model, within 24 months after the date
you completed the visual and eddy current inspections or within 12
months after the effective date of this AD, whichever occurs first.
(5) To take credit for any previous action, you must have
provided a completed Carry-Thru Spar Inspection Report, an
attachment to SEL-57-06, SEL-57-06 R1, SEL-57-07, SEL-57-07R1, SEL-
57-08, SEL-57-08R1, or SEL-57-09 to Textron Aviation Inc. before the
effective date of this AD, or you must comply with paragraph (k) of
this AD within 30 days after the effective date of this AD.
(m) Special Flight Permit
Special flight permits are prohibited.
(n) Paperwork Reduction Act Burden Statement
A federal agency may not conduct or sponsor, and a person is not
required to respond to, nor shall a person be subject to a penalty
for failure to comply with a collection of information subject to
the requirements of the Paperwork Reduction Act unless that
collection of information displays a currently valid OMB Control
Number. The OMB Control Number for this information collection is
2120-0056. Public reporting for this collection of information is
estimated to be approximately 2 hours per response, including the
time for reviewing instructions, searching existing data sources,
gathering and maintaining the data needed, completing and reviewing
the collection of information. All responses to this collection of
information are mandatory. Send comments regarding this burden
estimate or any other aspect of this collection of information,
including suggestions for reducing this burden to: Information
Collection Clearance Officer, Federal Aviation Administration, 10101
Hillwood Parkway, Fort Worth, TX 76177-1524.
(o) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Wichita ACO Branch, FAA, has the authority to
approve AMOCs for this AD, if requested using the procedures found
in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request
to your principal inspector or local Flight Standards District
Office, as appropriate. If sending information directly to the
manager of the certification office, send it to the attention of the
person identified in Related Information.
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
(3) An AMOC that provides an acceptable level of safety may be
used for any repair, modification, or alteration required by this AD
if it is approved by a Textron Aviation, Inc. Unit Member (UM) of
the Textron Organization Designation Authorization (ODA), that has
been authorized by the Manager, Wichita ACO Branch, to make those
findings. To be approved, the repair, modification deviation, or
alteration deviation must meet the certification basis of the
airplane, and the approval must specifically refer to this AD.
(p) Related Information
(1) For more information about this AD, contact Bobbie Kroetch,
Aviation Safety Engineer, Wichita ACO Branch, FAA, 1801 Airport Rd.,
Wichita, KS 67209; phone: (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., One Cessna Boulevard, Wichita, KS 67215;
phone: (316) 517-6061; email: [email protected]; website: https://support.cessna.com. You may view this referenced service
information at the FAA, Airworthiness Products Section, Operational
Safety Branch, 901 Locust, Kansas City, MO 64106. For information on
the availability of this material at the FAA, call (816) 329-4148.
Issued on April 16, 2021.
Lance T. Gant,
Director, Compliance & Airworthiness Division, Aircraft Certification
Service.
[FR Doc. 2021-09871 Filed 5-10-21; 8:45 am]
BILLING CODE 4910-13-P
