[Federal Register: January 12, 2006 (Volume 71, Number 8)]
[Rules and Regulations]
[Page 1937-1939]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr12ja06-8]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2005-23440; Directorate Identifier 2005-NM-256-AD;
Amendment 39-14452; AD 2006-01-51]
RIN 2120-AA64
Airworthiness Directives; Frakes Aviation (Gulfstream American)
Model G-73 (Mallard) Series Airplanes and Model G-73 Airplanes That
Have Been Converted To Have Turbine Engines
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule; request for comments.
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SUMMARY: This document publishes in the Federal Register an amendment
adopting airworthiness directive (AD) 2006-01-51 that was sent
previously by individual notices to all known U.S. owners and operators
of Frakes Aviation (Gulfstream American) Model G-73 (Mallard) series
airplanes and Model G-73 airplanes that have been converted to have
turbine engines. This AD requires an inspection to detect repairs,
cracking, or corrosion of the wings from wing station (WS) 77L to WS
77R, front spar to rear (main) spar; removal of repairs, if found;
removal of sealant from the interior of the wet bays; and repair of any
crack or corrosion. This AD results from a report indicating that the
right wing of a Frakes Aviation (Gulfstream American) Model G-73
(Mallard) airplane separated from the fuselage on takeoff, which
resulted in the airplane impacting the water near Miami Beach, Florida.
We are issuing this AD to prevent structural failure of the wing and
loss of control of the airplane.
DATES: This AD becomes effective January 17, 2006 to all persons except
those persons to whom it was made immediately effective by emergency AD
2006-01-51, issued December 30, 2005, which contained the requirements
of this amendment.
We must receive comments on this AD by March 13, 2006.
ADDRESSES: Use one of the following addresses to submit comments on
this AD.
DOT Docket Web site: Go to http://dms.dot.gov and follow
the instructions for sending your comments electronically.
Government-wide rulemaking Web site: Go to http://www.regulations.gov
and follow the instructions for sending your
comments electronically.
Mail: Docket Management Facility; U.S. Department of
Transportation, 400 Seventh Street SW., Nassif Building, Room PL-401,
Washington, DC 20590.
Fax: (202) 493-2251.
Hand Delivery: Room PL-401 on the plaza level of the
Nassif Building, 400 Seventh Street SW., Washington, DC, between 9 a.m.
and 5 p.m., Monday through Friday, except Federal holidays.
Docket: The AD docket contains the emergency AD, comments, and any
final disposition. You can examine the AD docket on the Internet at
http://dms.dot.gov, or in person at the Docket Management Facility
office between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The Docket Management Facility office (telephone (800) 647-
5227) is located on the plaza level of the Nassif Building at the U.S.
Department of Transportation, 400 Seventh Street SW., room PL-401,
Washington, DC. This docket number is FAA-2005-23440; the directorate
identifier for this docket is 2005-NM-256-AD.
FOR FURTHER INFORMATION CONTACT: Robert A. Romero, Aerospace Engineer,
ACO, ASW-150, Rotorcraft Directorate, FAA, 2601 Meacham Boulevard, Fort
Worth, Texas 76137-4298; telephone (817) 222-5102; fax (817) 222-5960;
or Hung V. Nguyen, Aerospace Engineer, ACO, ASW-150, Rotorcraft
Directorate, FAA, 2601 Meacham Boulevard, Fort Worth, Texas 76137-4298;
telephone (817) 222-5155; fax (817) 222-5960.
SUPPLEMENTARY INFORMATION: On December 30, 2005, we issued emergency AD
2006-01-51, which applies to all Frakes Aviation (Gulfstream American)
Model G-73 (Mallard) series airplanes and Model G-73 airplanes that
have been converted to have turbine engines.
Background
On December 19, 2005, the right wing of a Frakes Aviation
(Gulfstream American) Model G-73 (Mallard) airplane separated from the
fuselage on takeoff, which resulted in the airplane impacting the water
near Miami Beach, Florida. The wing separated between the fuselage
attachment and the engine attachment.
This twin-engine airplane was manufactured in 1947. This particular
airplane was operated in passenger service and in a salt-water
environment. The airplane had accumulated over 31,000 total flight
hours and over 39,000 total flight cycles. Although the cause of this
accident has not yet been determined by the National Transportation
Safety Board (NTSB), preliminary indications from the investigation
reveal occurrences of fatigue cracking of a wing spar, skin cracking,
and a broken z-stringer.
The loss of the lower skin capability, or the spar and stringer
capability, will likely lead to wing failure. This condition, if not
corrected, could result in structural failure of the wing and loss of
control of the airplane.
FAA's Determination and Requirements of This AD
Since the unsafe condition described is likely to exist or develop
on other airplanes of the same type design, we issued emergency AD
2006-01-51 to prevent structural failure of the wing and loss of
control of the airplane. The AD requires a detailed visual inspection
to detect repairs, cracking, or corrosion of the wings from wing
station (WS) 77L to WS 77R, front spar to rear (main) spar; removal of
repairs, if found, to allow for inspection of the wing structure
underneath the repairs; removal of sealant from the interior of the wet
bays to allow for inspection of the skins, stringers, and both spars;
and repair of any crack or corrosion. The inspection and repair are
required to be done in accordance with a method approved by the FAA.
The AD also requires sending the inspection results (both positive and
negative) to the FAA.
We found that immediate corrective action was required; therefore,
notice and opportunity for prior public comment thereon were
impracticable and contrary to the public interest, and good cause
existed to make the AD effective immediately by individual notices
issued on December 30, 2005, to all known U.S. owners and operators of
Frakes Aviation (Gulfstream American) Model G-73 (Mallard) series
airplanes and Model G-73 airplanes that have been converted to have
turbine engines. These conditions still exist, and the AD is hereby
published in the Federal Register as an amendment to section 39.13 of
the Federal Aviation Regulations (14 CFR 39.13) to make it effective to
all persons.
Additional Source of Service Information
Operators should note that Frakes Aviation may be contacted as a
source of preliminary service information as follows: Frakes Aviation,
Cleburne
[[Page 1938]]
Airport, Route 3, Box 229-B, Cleburne, TX 76031; telephone (817) 556-
0700.
Interim Action
This AD is considered to be interim action. The inspection reports
that are required by this AD will enable the FAA to obtain better
insight into the nature, cause, and extent of the cracking, and
eventually to develop final action to address the unsafe condition.
Frakes Aviation may be contacted as a source of preliminary service
information as follows: Frakes Aviation, Cleburne Airport, Route 3, Box
229-B, Cleburne, TX 76031; telephone (817) 556-0700.
Frakes Aviation has advised the FAA that it is developing special
detailed (i.e., non-destructive testing) inspection procedures that are
expected to be available within 45 days. You may choose to comply with
the interim action required by this AD if you must fly before the
special detailed inspection becomes available. Otherwise, you may wait
for the service information that is being developed by Frakes Aviation.
Once that service information is available and approved, we anticipate
superseding this AD to require compliance with that information.
Comments Invited
This AD is a final rule that involves requirements that affect
flight safety and was not preceded by notice and an opportunity for
public comment; however, we invite you to submit any relevant written
data, views, or arguments regarding this AD. Send your comments to an
address listed in the ADDRESSES section. Include ``Docket No. FAA-2005-
23440; Directorate Identifier 2005-NM-256-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of the AD. We will consider
all comments received by the closing date and may amend the AD in light
of those comments.
We will post all comments we receive, without change, to http://dms.dot.gov
, including any personal information you provide. We will
also post a report summarizing each substantive verbal contact with FAA
personnel concerning this AD. Using the search function of our docket
Web site, anyone can find and read the comments in any of our dockets,
including the name of the individual who sent the comment (or signed
the comment on behalf of an association, business, labor union, etc.).
You can review the DOT's complete Privacy Act Statement in the Federal
Register published on April 11, 2000 (65 FR 19477-78), or you can visit
http://dms.dot.gov.
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.
We are 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
We have determined that this AD will not have federalism
implications under Executive Order 13132. This AD will not have a
substantial direct effect on the States, on the relationship between
the national government and the States, or on the distribution of power
and responsibilities among the various levels of government.
The FAA has determined that this regulation is an emergency
regulation that must be issued immediately to correct an unsafe
condition in aircraft, and that it is not a ``significant regulatory
action'' under Executive Order 12866. It has been determined further
that this action involves an emergency regulation under DOT Regulatory
Policies and Procedures (44 FR 11034, February 26, 1979). If this
emergency regulation is later deemed significant under DOT Regulatory
Policies and Procedures, we will prepare a final regulatory evaluation
and place it in the AD Docket. See the ADDRESSES section for a location
to examine the regulatory evaluation, if filed.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
Adoption of the Amendment
0
Accordingly, under the authority delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive (AD):
2006-01-51 Frakes Aviation (Gulfstream American): Amendment 39-
14452. Docket No. FAA-2005-23440; Directorate Identifier 2005-NM-
256-AD.
Effective Date
(a) This AD becomes effective January 17, 2006, to all persons
except those persons to whom it was made immediately effective by
emergency AD 2006-01-51, issued on December 30, 2005, which
contained the requirements of this amendment.
Affected ADs
(b) None.
Applicability
(c) This AD applies to all Frakes Aviation (Gulfstream American)
Model G-73 (Mallard) series airplanes; and Model G-73 airplanes that
have been converted to have turbine engines; certificated in any
category.
Unsafe Condition
(d) This AD results from a report indicating that the right wing
of a Frakes Aviation (Gulfstream American) Model G-73 (Mallard)
airplane separated from the fuselage on takeoff, which resulted in
the airplane impacting the water near Miami Beach, Florida. Although
the cause of this accident has not yet been determined by the
National Transportation Safety Board (NTSB), preliminary indications
from the investigation reveal occurrences of fatigue cracking of a
wing spar, skin cracking, and a broken z-stringer. This condition,
if not corrected, could result in structural failure of the wing and
loss of control of the airplane.
Compliance
(e) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the
actions have already been done.
Inspection
(f) Before further flight, perform a detailed visual inspection
to detect repairs, cracking, or corrosion of the wings from wing
station (WS) 77L to WS 77R, front spar to rear (main) spar; remove
any repair that is found, to allow for inspection of the wing
structure underneath the repairs; and remove the sealant from the
interior of the wet bays to allow for inspection of the skins,
stringers, and both spars. Perform the inspection in accordance with
a method approved by the Manager, Airplane Certification Office
(ACO), ASW-150, Rotorcraft Directorate, FAA.
Note 1: For the purposes of this AD, a detailed visual
inspection is: ``An intensive examination of a specific item,
installation,
[[Page 1939]]
or assembly to detect damage, failure, or irregularity. Available
lighting is normally supplemented with a direct source of good
lighting at an intensity deemed appropriate. Inspection aids such as
mirror, magnifying lenses, etc., may be necessary. Surface cleaning
and elaborate procedures may be required.''
Reporting
(g) Before further flight, submit a report of the findings (both
positive and negative) of the inspection required by paragraph (f)
of this AD to Robert A. Romero, Aerospace Engineer, ACO, ASW-150,
Rotorcraft Directorate, FAA; 2601 Meacham Boulevard, Fort Worth,
Texas 76137-4298; fax (817) 222-5960. The report must include the
inspection results, a description of any discrepancies found, the
airplane serial number, and the number of total flight cycles and
flight hours on the airplane. Under the provisions of the Paperwork
Reduction Act of 1980 (44 U.S.C. 3501 et seq.), the Office of
Management and Budget (OMB) has approved the information collection
requirements contained in this AD and has assigned OMB Control
Number 2120-0056.
Repair
(h) If any cracking or corrosion is found during the inspection
required by paragraph (f) of this AD, repair before further flight,
in accordance with a method approved by the Manager, ACO, ASW-150,
Rotorcraft Directorate, FAA.
Special Flight Permit
(i) Special flight permits, as described in Section 21.197
(``Special flight permits'') and Section 21.199 (``Issue of special
flight permits'') of the Federal Aviation Regulations (14 CFR 21.197
and 21.199), may be issued to operate the airplane to a location
where the requirements of this AD can be accomplished but
concurrence by the Manager, ACO, ASW-150, Rotorcraft Directorate,
FAA, is required prior to issuance of the special flight permit.
Alternative Methods of Compliance (AMOCs)
(j)(1) The Manager, ACO, ASW-150, Rotorcraft Directorate, FAA,
has the authority to approve AMOCs for this AD, if requested in
accordance with the procedures found in 14 CFR 39.19.
(2) Before using any AMOC approved in accordance with Sec.
39.19 on any airplane to which the AMOC applies, notify the
appropriate principal inspector in the FAA Flight Standards
Certificate Holding District Office.
Material Incorporated by Reference
(k) None.
Issued in Renton, Washington, on January 5, 2006.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 06-259 Filed 1-11-06; 8:45 am]
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