Airworthiness Directives; Textron Aviation Inc. (Type Certificate Previously Held by Cessna Aircraft Company) Airplanes, 25812-25817 [2021-09871]

Download as PDF 25812 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. VerDate Sep<11>2014 16:39 May 10, 2021 Jkt 253001 (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 Frm 00004 Fmt 4702 Sfmt 4702 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: E:\FR\FM\11MYP1.SGM 11MYP1 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. VerDate Sep<11>2014 16:39 May 10, 2021 Jkt 253001 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 PO 00000 Frm 00005 Fmt 4702 Sfmt 4702 25813 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. E:\FR\FM\11MYP1.SGM 11MYP1 25814 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; VerDate Sep<11>2014 16:39 May 10, 2021 Jkt 253001 • 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. PO 00000 Frm 00006 Fmt 4702 Sfmt 4702 • 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. E:\FR\FM\11MYP1.SGM 11MYP1 25815 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 VerDate Sep<11>2014 16:39 May 10, 2021 Jkt 253001 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. PO 00000 Frm 00007 Fmt 4702 Sfmt 4702 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 E:\FR\FM\11MYP1.SGM 11MYP1 25816 Federal Register / Vol. 86, No. 89 / Tuesday, May 11, 2021 / Proposed Rules (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– PO 00000 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, E:\FR\FM\11MYP1.SGM 11MYP1 Federal Register / Vol. 86, No. 89 / Tuesday, May 11, 2021 / Proposed Rules 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 11MYP1

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