[Federal Register Volume 75, Number 201 (Tuesday, October 19, 2010)]
[Rules and Regulations]
[Pages 64111-64120]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2010-25434]
========================================================================
Rules and Regulations
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains regulatory documents
having general applicability and legal effect, most of which are keyed
to and codified in the Code of Federal Regulations, which is published
under 50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by the Superintendent of Documents.
Prices of new books are listed in the first FEDERAL REGISTER issue of each
week.
========================================================================
Federal Register / Vol. 75, No. 201 / Tuesday, October 19, 2010 /
Rules and Regulations
[[Page 64111]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2010-1013; Directorate Identifier 2010-CE-048-AD;
Amendment 39-16478; AD 2010-21-18]
RIN 2120-AA64
Airworthiness Directives; Cessna Aircraft Company (Cessna) Models
336, 337, 337A (USAF 02B), 337B, M337B (USAF 02A), T337B, 337C, T337C,
337D, T337D, 337E, T337E, 337F, T337F, 337G, T337G, 337H, P337H, T337H,
T337H-SP, F337E, FT337E, F337F, FT337F, F337G, FT337GP, F337H, and
FT337HP Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule; request for comments.
-----------------------------------------------------------------------
SUMMARY: We are adopting a new airworthiness directive (AD) for the
products listed above. This AD requires inspecting the wings for
internal and external damage, repairing any damage found, installing an
operational limitation placard in the cockpit, adding limitations to
the flight manual supplement, and reporting the results of the
inspection to the FAA if damage is found. This AD was prompted by a
wing overload failure and by reports of cracks in the upper wing skins
on certain Cessna airplanes that are or have ever been modified by
Aviation Enterprises Supplemental Type Certificate (STC) SA02055AT,
SA02056AT, SA02307AT, or SA02308AT. We are issuing this AD to detect
and correct damage in the wings and to prevent overload failure of the
wing due to the installation of the STCs. Damage in the wing or
overload failure of the wing could result in structural failure of the
wing, which could result in loss of control.
DATES: This AD is effective November 3, 2010.
We must receive comments on this AD by December 3, 2010.
ADDRESSES: You may send comments by any of the following methods:
Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590.
Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
Examining the AD Docket
You may examine the AD docket on the Internet at http://www.regulations.gov; or in person at the Docket Management Facility
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains this AD, the regulatory evaluation,
any comments received, and other information. The street address for
the Docket Office (phone: 800-647-5527) is in the ADDRESSES section.
Comments will be available in the AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT: William O. Herderich, Aerospace
Engineer, FAA, Atlanta Aircraft Certification Office, 1701 Columbia
Avenue, College Park, Georgia 30337; phone: (404) 474-5547; fax: (404)
474-5605; e-mail: [email protected].
SUPPLEMENTARY INFORMATION:
Discussion
In September 2000, we were notified of structural wing damage to a
Cessna Model T337G airplane equipped with Aviation Enterprises wing
extensions STC SA02055AT. The damage was described as starting with
loose and working (smoking) rivets in the upper surface of the wing,
progressing to buckling of the skins just outboard of the fuel tank
access covers, loose wing extensions, and finally cracking in the wing
skins. Based on discussions with the STC holder at that time, we
believed that the damage to the airplane was the result of operation
from unimproved airstrips and was an isolated event. In response to
this event, Aviation Enterprises issued Wing Extension Service Letter
AE 01-11-00. This letter recommended installing a placard on the
instrument panel advising the pilot of weight and airspeed limitations
and notes that landing on unpaved runways is not recommended. No
further action was taken at this time.
About ten years later, in February 2010, we received a report of an
accident involving a Cessna Model 337 airplane modified with Aviation
Enterprises wing extensions STC SA02055AT (along with Aviation
Enterprises STC SA01094AT winglets). Investigation of the incident
revealed cracks in the upper wing skins just outboard of the fuel tank
access covers near wing station (WSTA) 150. The cracks were on both
wings of the airplane and covered by repair patches. The wing skin
cracks matched the description of those found in the September 2000
incident.
In response to these problems and without determining that there
was an unsafe condition under 14 CFR part 39, we issued Special
Airworthiness Information Bulletin (SAIB) CE-10-20. This SAIB
recommended that Cessna Model 336 and 337 series airplanes equipped
with wingtip extensions have a one-time inspection for internal and
external damage from WSTA 23 to the wing tip within the next 100 hours
time-in-service. The SAIB listed focused inspection areas based on the
previously reported damage. The SAIB also contained a request for the
inspection results to be sent to the FAA if damage was found.
As a result of the inspection report request in the SAIB, one
report was received. In this report, it was stated that the damage to
the airplane included loose and working (smoking) rivets in the upper
surface of the wing, buckling of the upper surface skins and stringers
just outboard of the fuel tanks access covers, and cracking in the wing
skins. There was also an upper surface skin buckle near WSTA 60 near
the boom. The cracks on this airplane match those found from both
previously referenced incidents. In all reported cases, the skin cracks
occurred in the wing skin under and just outboard of the wing tank
access cover. However, the location of the cracks on this aircraft was
at WSTA
[[Page 64112]]
177, further outboard than the previously noted airplanes, because this
airplane had additional extended range fuel tanks.
Further inspection revealed additional damage on the airplane that
appeared to be a result of the installation of the wing extension
modification. There was damage to the left and right WSTA 222 ribs,
which had been torn, from the aft lightening hole to the lower surface
and was bent down to allow installation of the wing extension fuel
line. The fuel line appeared to be chafing on the torn metal. Also,
extra holes drilled through the spar cap were found at several span-
wise locations that were consistent with the stall fence attachments.
These holes had been tapped (threaded) and were left open with no
fastener installed. One of the holes was located so close to the edge
of the spar cap, it was breaking out of the edge and was also located
immediately adjacent to a fastener for the fuel tank access cover. Also
found was the lack of nuts used for the wing extension attaching
screws. It appeared that the holes in the substructure (skins, ribs,
and spars) were tapped (threaded) to accept screws, rather than use
nuts. Several access holes were also found cut into the lower surface
of the skin that had no reinforcement.
The FAA reviewed information from the accident investigation, a
number of service difficulty reports (SDRs), and data submitted by
Aviation Enterprises for demonstrating compliance to the airworthiness
standards. Based on the investigation, the FAA determined that Aviation
Enterprises may not have adequately substantiated the wing structure
for the increased limit and ultimate loads resulting from the wing
extension. We also determined that weight, airspeed, ballast, and ``g''
limit restrictions need to be placed on these airplanes to allow them
to operate within the minimum margins of safety.
These conditions, if not corrected, could result in structural
failure of the wing, which could result in loss of control.
FAA's Determination
We are issuing this AD because we evaluated all the relevant
information and determined the unsafe condition described previously is
likely to exist or develop in other products of the same type design.
AD Requirements
This AD requires inspecting the wings for internal and external
damage, repairing any damage found, installing an operational
limitation placard in the cockpit, and adding limitations to the flight
manual supplement. The AD also requires reporting the results of the
inspection to the FAA if damage is found.
FAA's Justification and Determination of the Effective Date
An unsafe condition exists that requires the immediate adoption of
this AD. The FAA has found that the risk to the flying public justifies
waiving notice and comment prior to adoption of this rule because
cracks in the wings and potential for wing overload could result in
structural failure of the wing, which could result in loss of control.
Therefore, we find that notice and opportunity for prior public
comment are impracticable and that good cause exists for making this
amendment effective in less than 30 days.
Comments Invited
This AD is a final rule that involves requirements affecting flight
safety and was not preceded by notice and an opportunity for public
comment. However, we invite you to send any written data, views, or
arguments about this AD. Send your comments to an address listed under
the ADDRESSES section. Include the docket number FAA-2010-1013 and
Directorate Identifier 2010-CE-048-AD at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this AD. We will
consider all comments received by the closing date and may amend this
AD because of those comments.
We will post all comments we receive, without change, to http://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this AD.
Costs of Compliance
We estimate that this AD affects 12 airplanes of U.S. registry.
We estimate the following costs to comply with this AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost on U.S.
Action Labor cost Parts cost Cost per product operators
----------------------------------------------------------------------------------------------------------------
Inspection of the wing for 20 work-hours x Not applicable.... $1,700 per $20,400 per
damage. $85 per hour = inspection cycle. inspection cycle.
$1,700 per
inspection cycle.
Installing a placard in the 4 work-hours x $85 Not applicable.... $340.............. $4,080.
cockpit. per hour = $340.
Modifying the Limitations 4 work-hours x $85 Not applicable.... $340.............. $4,080.
section of the Aviation per hour = $340.
Enterprises Aircraft Flight
Manual Supplement.
----------------------------------------------------------------------------------------------------------------
We estimate the following costs to do any necessary repairs that
will be required based on the results of the inspection. The cost for
repair may vary from as little as replacing a bolt to as much as
replacing a wing. We have no way of determining the number of aircraft
that will need these repairs and the extent of the repair necessary.
Below are estimates of some possible necessary repairs:
On-Condition Costs
----------------------------------------------------------------------------------------------------------------
Action Labor cost Parts cost
----------------------------------------------------------------------------------------------------------------
Install reinforcements around wing 12 work-hours x $85 $50.
access holes cutouts, 2 per hole, 6 per hour = $1,020.
holes per airplane.
Replace upper outboard wing skins, 26 work-hours x $85 $100 per side x 2 sides = $200.
13 per side, 2 sides per airplane. per hour = $2,210.
Replace upper surface outboard 2 work-hours per $100.
stringers, 6 stringers per airplane. stringer, 6 stringers
per airplane = 12
work-hours x $85 per
hour = $1,020.
[[Page 64113]]
Replace screws with aviation 40 work-hours x $85 $50.
standard fasteners with nuts/ per hour = $3,400.
collars in cleaned up holes, 20
screws per side, 2 sides per
airplane.
Spar repair (possible splice 20 work-hours per $100 per location.
replacement and repairing 4 holes). repair per location x
$85 per hour = $1,700.
Repair torn WSTA 222 Rib............ 5 work-hours per side, $50.
2 sides per airplane
= 10 work-hours x $85
per hour = $850.
----------------------------------------------------------------------------------------------------------------
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
This AD will not have federalism implications under Executive Order
13132. This AD will not have a substantial direct effect on the States,
on the relationship between the national government and the States, or
on the distribution of power and responsibilities among the various
levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979),
(3) Will not affect intrastate aviation in Alaska, and
(4) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, 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):
2010-21-18 Cessna Aircraft Company: Amendment 39-16478; Docket No.
FAA-2010-1013; Directorate Identifier 2010-CE-048-AD.
Effective Date
(a) This AD is effective November 3, 2010.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Cessna Aircraft Company (Cessna) Models
336, 337, 337A (USAF 02B), 337B, M337B (USAF 02A), T337B, 337C,
T337C, 337D, T337D, 337E, T337E, 337F, T337F, 337G, T337G, 337H,
P337H, T337H, T337H-SP, F 337E, FT337E, F 337F, FT337F, F 337G,
FT337GP, F337H, and FT337HP airplanes, all serial numbers, that:
(1) Are certificated in any category; and
(2) Are or have ever been modified by Aviation Enterprises
Supplemental Type Certificate (STC) SA02055AT, SA02056AT, SA02307AT,
or SA02308AT.
Subject
(d) Joint Aircraft System Component (JASC)/Air Transport
Association (ATA) of America Code 57; Wings.
Unsafe Condition
(e) This AD was prompted by a wing overload failure and by
reports of cracks in the upper wing skins on certain Cessna
airplanes that are now or have ever been modified by Aviation
Enterprises STC SA02055AT, SA02056AT, SA02307AT, or SA02308AT. We
are issuing this AD to detect and correct damage in the wings and to
prevent overload failure of the wing due to the installation of the
STCs. Damage in the wing or overload failure of the wing could
result in structural failure of the wing, which could result in loss
of control.
Compliance
(f) Comply with this AD within the compliance times specified,
unless already done.
Required Actions
(g) Before further flight after November 3, 2010 (the effective
date of this AD), do a general and focused inspection of the wing
for internal and external damage from wing station (WSTA) 23 to the
wing tip. Repetitively thereafter inspect every 100 hours time-in-
service (TIS) or every 12 calendar months, whichever occurs first,
for as long as any of the STCs specified in paragraph (c) of this AD
are installed. If at any time the STCs are permanently removed, one
final inspection is required following removal. Do the inspections
following Appendix 1 of this AD.
(h) Anytime severe and/or extreme turbulence is encountered
during flight, before the next flight, do a focused inspection of
the wing for damage following steps 1, 2, 3, 4, 7, and 10 in
Appendix 1 of this AD. Also inspect for signs of distress in the
upper front spar in the area around WSTA 177. The definition of
severe and extreme turbulence can be found in Table 7-1-9 of the FAA
Aeronautical Information Manual (AIM). You may obtain a copy of the
FAA AIM at http://www.faa.gov/air_traffic/publications/atpubs/aim/.
(i) For airplanes specified in paragraph (c) of this AD that are
modified by STC SA02055AT or SA02308AT (wing extensions with fuel
provisions), before further flight after November 3, 2010 (the
effective date of this AD), do the following:
(1) Incorporate the information from Appendix 2 of this AD into
the Limitations section of the Aviation Enterprises Aircraft Manual
Supplement.
(2) Fabricate a placard (using at least \1/8\-inch letters) with
the following words and install the placard on the instrument panel
within the pilot's clear view: ``MTOW=4,700 LBS. MAINTAIN AT LEAST
12 GAL OF FUEL IN EACH WING TIP FOR AIRPLANE WEIGHTS ABOVE 3,300
LBS.''
(j) For airplanes specified in paragraph (c) of this AD that are
modified by STC SA02056AT or SA02307AT (wing extensions with no fuel
provisions), before further flight after November 3, 2010 (the
effective date of this AD), do the following:
(1) Incorporate the information from Appendix 3 of this AD into
the Limitations
[[Page 64114]]
section of the Aviation Enterprises Aircraft Manual Supplement.
(2) Fabricate a placard (using at least \1/8\-inch letters) with
the following words and install the placard on the instrument panel
within the pilot's clear view: ``MTOW=4,000 LBS, MAX MANEUVER=2.5 G,
Va=100 KCAS, Vno=105 KCAS, Vne=135 KCAS. OPERATION RESTRICTED TO
VFR''
(k) Before further flight after each inspection required in
paragraphs (g) and (h) of this AD where damage or signs of distress
are found, repair all damaged and distressed parts following FAA
Advisory Circular (AC) 43.13-1B. You may obtain a copy of AC 43.13-
1B at http://rgl.faa.gov/.
(l) Within 10 days after each inspection required in paragraphs
(g) and (h) of this AD in which damage or distress is found, send a
report to the FAA at the address specified in paragraph (o) of this
AD. Include as much information as possible, including the ``N''
number, model number, serial number, list of STC modifications, TIS
on the aircraft and wing extension, description of the damage
(location, length, orientation, parts cracked, sketches, etc.), and
if possible, pictures of the damage.
(m) For all airplanes specified in paragraph (c) of this AD that
have STC SA02055AT, SA02056AT, SA02307AT, or SA02308AT permanently
removed, do one final inspection as specified in paragraph (g) of
this AD, take corrective actions as specified in paragraph (k) of
this AD, report the results as specified in paragraph (l) of this
AD, and remove the flight limitations specified in paragraphs (i)
and (j) of the AD. No further action is required.
Alternative Methods of Compliance (AMOCs)
(n)(1) The Manager, FAA, Atlanta Aircraft Certification Office
(ACO) 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 ACO, send it to the
attention of the person identified in the Related Information
section of this AD.
(2) Before using any approved AMOC, notify your Principal
Maintenance Inspector or Principal Avionics Inspector, as
appropriate, or lacking a principal inspector, notify your local
Flight Standards District Office.
Related Information
(o) For more information about this AD, contact William O.
Herderich, Aerospace Engineer, FAA, Atlanta Aircraft Certification
Office (ACO), 1701 Columbia Avenue, College Park, Georgia 30337;
phone: (404) 474-5547; fax: (404) 474-5605; e-mail:
[email protected].
Appendix 1 to AD 2010-21-18--General and Focused Inspection Procedures
Perform a general and focused inspection of the wing for
internal and external damage from wing station (WSTA) 23 to the wing
tip. The general inspection must be performed in accordance with 14
CFR 43.15(c), using a checklist that includes at least the scope and
detail of the items contained in Appendix D of 14 CFR part 43. The
focused inspection must include the items listed below. Remove all
wing access panels to conduct the inspections. Do theses inspections
following the manufacturer's service information (Cessna
Maintenance/Service Manuals) and any other appropriate guidance,
such as FAA Advisory Circular (AC) 43.13-1B Acceptable Methods,
Techniques, and Practices--Aircraft Inspection and Repair. AC 43.13-
1B can be found at http://rgl.faa.gov/.
Focused inspection items to look for:
(1) Wrinkles in upper wing skins, from the outboard edge on the
fuel tank access covers (WSTA 150 or 177) to the WSTA 222 (See View
B, Figure 3).
(2) Wrinkles in the upper wing skins from WSTA 55 to 66,
adjacent to the booms (See View E, Figure 6).
(3) Cracking of the upper wing skins. Pay particular attention
to any wrinkles, the radius between stiffeners at WSTA 150 (under
fuel tank covers), and unreinforced access holes (See View B, Figure
3).
(4) Working (smoking) rivets outboard of the wing tank access
covers.
(5) Fasteners with less than two diameters edge distance.
(6) Fasteners with less than four diameters center to center
spacing.
(7) Looseness of attachments of the tip extension to the wing
and wing tip to wing extension when pushing up and down on the tip.
(8) Any signs of distress along both front and rear spars,
particularly in the area around WSTA 177.
(9) Inspect under any repairs to the upper skins, particularly
in the area just outboard of the fuel tank access covers as these
may be covering up existing damage.
(10) Inter-rivet buckling of the stringers attached to the upper
surface skin, outboard of the fuel tank access covers (See View F,
Figure 7).
(11) Inspect rib at WSTA 222 for damage. Trimming of the rib may
have been done to allow installation of fuel lines (See View A,
Figure 2). Repair in accordance with AC 43.13-1B, Chapter 4,
paragraph 4-58(g) and Figure 4-14, or by using another FAA-approved
method that restores equivalent strength of the wing rib.
Appendix 1 to AD 2010-21-18--General and Focused Inspection Procedures
(Continued)
(1) Inspect and identify screws, installed in tapped (threaded)
holes in metal substructure, used to attach wing tips, stall fences,
fuel and electrical components, and access doors. For tapped holes,
remove fastener and open up the diameter to provide a smooth bore
hole, for the smallest oversize fastener, using close tolerance
holes noted in AC 43.13-1B, paragraph 7-39 or other FAA-approved
scheme. Maintain minimum 2 x fastener diameter edge distance and 4 x
fastener diameter center to center spacing. Select and install new,
equivalent strength or stronger, fasteners with nuts/collars in
accordance with AC 43.13-1B, Chapter 7 and AC 43.13-2B, paragraph
108 or other FAA-approved repair. New fasteners must not have
threads in bearing against the sides of the holes.
(2) Inspect wing skins for unreinforced cutouts. (See View C,
Figure 4).
(3) Inspect the upper spar cap horizontal flanges for open holes
(See View D, Figure 5).
BILLING CODE 4910-13-P
[[Page 64115]]
[GRAPHIC] [TIFF OMITTED] TR19OC10.017
[[Page 64116]]
[GRAPHIC] [TIFF OMITTED] TR19OC10.018
[[Page 64117]]
[GRAPHIC] [TIFF OMITTED] TR19OC10.019
[[Page 64118]]
[GRAPHIC] [TIFF OMITTED] TR19OC10.020
[[Page 64119]]
[GRAPHIC] [TIFF OMITTED] TR19OC10.021
[[Page 64120]]
[GRAPHIC] [TIFF OMITTED] TR19OC10.022
BILLING CODE 4910-13-C
Appendix 2 to AD 2010-21-18--Airworthiness Limitations for the Aviation
Enterprises Aircraft Manual Supplement
(1) Limit the airplane MTOW to 4,700 LBS.
(2) For airplane weights above 3,300 LBS, at least 12 gallons of
fuel must be maintained in each wing tip.
Appendix 3 to AD 2010-21-18--Airworthiness Limitations for the Aviation
Enterprises Aircraft Manual Supplement
(1) Limit the MTOW to 4,000 LBS.
(2) Limit the max maneuver to 2.5 G.
(3) Limit Va to 100 KCAS.
(4) Vno to 105 KCAS.
(5) Limit Vne to 135 KCAS.
(6) Limit operation to VFR only.
Issued in Kansas City, Missouri, on October 4, 2010.
Christina L. Marsh,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2010-25434 Filed 10-18-10; 8:45 am]
BILLING CODE 4910-13-P