[Federal Register Volume 62, Number 244 (Friday, December 19, 1997)]
[Rules and Regulations]
[Pages 66508-66511]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 97-32993]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 90-CE-28-AD; Amendment 39-10259 AD 97-26-16]
RIN 2120-AA64
Airworthiness Directives; Cessna Aircraft Company Models 402C and
414A Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule.
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SUMMARY: This amendment supersedes Airworthiness Directive (AD) 85-13-
03 R2, which currently requires repetitively inspecting the engine
mount beams for cracks on certain Cessna Aircraft Company (Cessna)
Models 402C and 414A airplanes, and replacing any cracked beams. This
AD requires incorporating engine mount kits that will eliminate the
need for the repetitive inspection requirement of AD 85-13-03 R2. This
AD results from the Federal Aviation Administration's policy on aging
commuter-class aircraft, which is to eliminate or, in certain
instances, reduce the number of certain repetitive short-interval
inspections when improved parts or modifications are available. The
actions specified by this AD are intended to prevent failure of the
engine mount beam caused by fatigue cracks, which could result in loss
of the engine with consequent loss of the airplane.
DATES: Effective February 2, 1998.
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of February 2, 1998.
ADDRESSES: Service information that applies to this AD may be obtained
from the Cessna Aircraft Company, Product Support, P.O. Box 7706,
Wichita, Kansas 67277, telephone (316) 941-7550; facsimile (316) 942-
9006. This information may also be examined at the Federal Aviation
Administration (FAA), Central Region, Office of the Regional Counsel,
Attention: Rules Docket No. 90-CE-28-AD, Room 1558, 601 E. 12th Street,
Kansas City, Missouri 64106; or at the Office of the Federal Register,
800 North Capitol Street, NW., suite 700, Washington, DC.
FOR FURTHER INFORMATION CONTACT: David L. Ostrodka, Aerospace Engineer,
FAA, Wichita Aircraft Certification Office, 1801 Airport Road, Room
100, Mid-Continent Airport, Wichita, Kansas 67209; telephone (316) 946-
4129; facsimile (316) 946-4407.
SUPPLEMENTARY INFORMATION:
Events Leading to the Issuance of This AD
AD 85-13-03 R2, Amendment 39-5147, currently requires repetitively
inspecting the engine mount beams for cracks on certain Cessna Aircraft
Company (Cessna) Models 402C and 414A airplanes, and replacing any
cracked beams. On August 9, 1990 (55 FR 32442), a proposal to amend
part 39 of the Federal Aviation Regulations (14 CFR part 39) to include
an AD that would supersede AD 85-13-03 R2 was published in the Federal
Register as a notice of proposed rulemaking (NPRM). This NPRM proposed
to supersede AD 85-13-03 R2 with a new AD that would have retained the
repetitive inspections initially, and would have required eventual
modification of the engine mount beams upon the accumulation of a
certain amount of usage time on the airplane, as terminating action for
the repetitive inspections.
Interested persons were afforded an opportunity to participate in
the making of this amendment. One comment was received regarding the
NPRM and no comments were received regarding the FAA's determination of
the cost to the public.
Cessna recommended a change to the original NPRM to account for
airplanes that may have Cessna Kit SK414-19 incorporated without Cessna
Kit SK414-17 ever being incorporated. Cessna stated that, as written,
the NPRM would not require the 9,600 hour time-in-service (TIS)
repetitive radiographic inspections for these airplanes.
The FAA concurred and determined that any AD action on this issue
should require mandatory incorporation of the two appropriate Cessna
SK414-19-* kits (five different kits) and then repetitive radiographic
inspections at 9,600-hour TIS intervals on all airplanes. This would
assure that all airplanes are covered by the repetitive radiographic
inspections.
The FAA re-examined this issue and determined that the actions
proposed in the original NPRM were still valid safety issues, but that
the engine mount beams should be modified at a certain time period for
all airplanes instead of relying on repetitive inspections to detect
cracks until each airplane accumulates a certain amount of hours TIS.
Since the comment period for the original NPRM had closed and
revision of the NPRM to require engine beam modification at a certain
period of time for all of the affected Cessna Model 402C and 414A
airplanes proposed actions that went beyond the scope of what was
already proposed, the FAA issued a supplemental NPRM (62 FR 39490, July
23, 1997) to allow additional time for the public to comment.
Interested persons were again afforded an opportunity to
participate in the making of this amendment. Due consideration has been
given to the comments received on the supplemental NPRM.
Comment No. 1: Change of Compliance Time
One commenter states that the compliance time of ``within the next
100 hours time-in-service (TIS) after the effective date of this AD''
is unrealistic for airplane owners/operators that have the Cessna Kit
SK414-17 incorporated on their airplanes. The commenter states that a
more realistic time would be to coincide with the next 1,600-hour
engine overhaul.
The FAA concurs that this would be a more realistic compliance time
for these owners/operators with these kits incorporated on their
airplanes. In addition, the FAA has determined a more realistic
compliance time for those owners/operators not having the Cessna Kit
SK414-17 incorporated on their airplanes would be at 200 hours TIS to
coincide with the inspections currently required by AD 85-13-03 R2. The
final rule has been changed accordingly.
Comment No. 2: The Cost Estimate is Too Low
Two commenters state that the FAA's estimate of the cost impact on
the public is too low by a factor of two or more. One of these
commenters presented an example of the cost impact for a specific
design configuration, which includes adding multiple kits to both
engines. This example also includes 30 hours of labor for engine
removal. The commenters request that the FAA re-examine the cost
estimate and then
[[Page 66509]]
change it to more accurately reflect the actual costs of accomplishing
the AD.
The FAA has re-examined the cost impact upon the public and has
determined that the proposed cost impact in the NPRM is low. The FAA
will change the cost impact estimate to reflect the configuration of
incorporating multiple kits on each engine. Since the FAA is changing
the compliance time to coincide with the next engine overhaul or
scheduled inspection, the 30 workhours necessary to remove the engines
will not be part of the cost impact estimate.
Comment No. 3: Parts Availability
One commenter questions whether parts are available for all of the
affected airplanes. According to the commenter's research, only 10
owners/operators of the affected airplanes could comply with the
proposed AD. The commenter states that a large portion of the 583
affected airplanes that haven't already incorporated the kits would be
grounded waiting on parts if the AD would become effective as proposed.
With this in mind, the commenter recommends that the FAA allow the
owners/operators of the affected airplanes to continue to repetitively
inspect their airplanes until cracks are found.
The FAA concurs that parts availability for all airplanes could
initially be a problem. If parts are not available, Cessna will
manufacture these parts as ordered. With this in mind, the FAA has
determined that repetitive inspections may continue if parts are not
available provided the parts have been ordered from the manufacturer
and any cracked engine mount beam is either repaired or replaced, as
applicable. The final rule will be changed to provide for repetitive
inspections in the event parts are not available.
The FAA's Determination
After careful review of all available information related to the
subject presented above, the FAA has determined that air safety and the
public interest require the adoption of the AD as proposed in the
supplemental NPRM, except for the changes described above and minor
editorial corrections. The FAA has determined that these minor
corrections will not change the meaning of the AD and will not add any
additional burden upon the public than was already proposed.
The FAA's Aging Commuter Aircraft Policy
The actions of this AD are consistent with the FAA's aging commuter
aircraft policy, which briefly states that, when a modification exists
that could eliminate or reduce the number of required critical
inspections, the modification should be incorporated. This policy is
based on the FAA's determination that reliance on critical repetitive
inspections on airplanes utilized in commuter service carries an
unnecessary safety risk when a design change exists that could
eliminate or, in certain instances, reduce the number of those critical
inspections. In determining what inspections are critical, the FAA
considers (1) the safety consequences of the airplane if the known
problem is not detected by the inspection; (2) the reliability of the
inspection such as the probability of not detecting the known problem;
(3) whether the inspection area is difficult to access; and (4) the
possibility of damage to an adjacent structure as a result of the
problem.
Cost Impact
The FAA estimates that 681 airplanes in the U.S. registry will be
affected by this AD. The initial radiographic inspection will take
approximately 10 workhours per airplane to accomplish at an average
labor rate of $60 per hour. Based on these figures, the total cost
impact of this initial radiographic inspection on U.S. operators is
estimated to be $408,600, or $600 per airplane. These figures do not
take into account the cost of repetitive inspections. The FAA has no
way of determining the number of repetitive inspections each owner/
operator will incur over the life of the airplane.
Labor and parts vary per affected airplane. The following cost
estimate would be for airplanes needing one SK414-19-1A and one SK414-
19-3A kit per engine. The FAA estimates 17 workhours per airplane to
install these kits at $60 per hour. Parts would cost approximately
$2,250 per airplane (two SK414-19-1A kits at $474 each; and two SK414-
19-3A kits at $651 each). Based on these figures (using the above kit
configurations on every affected airplane), the total cost impact of
the modification on U.S. operators is estimated to be $2,226,870, or
$3,270 per airplane. This figure is based on the presumption that no
affected airplane owner/operator has incorporated the modification.
Costs for removing the engines are not included in the cost since the
FAA is adjusting the compliance times to coincide with regularly
scheduled engine overhauls or already required inspections.
Cessna has informed the FAA that kits have been sold to accommodate
approximately 98 of the affected airplanes. Presuming that each set of
parts is incorporated on the affected airplanes, the cost impact of the
modification would be reduced $320,460 from $2,226,870 to $1,906,410.
Regulatory Impact
The regulations adopted herein will not have substantial direct
effects 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. Therefore, in
accordance with Executive Order 12612, it is determined that this final
rule does not have sufficient federalism implications to warrant the
preparation of a Federalism Assessment.
For the reasons discussed above, I certify that this action (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); and (3) will not have a
significant economic impact, positive or negative, on a substantial
number of small entities under the criteria of the Regulatory
Flexibility Act. A copy of the final evaluation prepared for this
action is contained in the Rules Docket. A copy of it may be obtained
by contacting the Rules Docket at the location provided under the
caption ``ADDRESSES''.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration amends part 39 of
the Federal Aviation Regulations (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.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by removing Airworthiness Directive
(AD) 85-13-03 R2, Amendment 39-5147, and by adding a new AD to read as
follows:
97-26-16 Cessna Aircraft Company: Amendment 39-10259; Docket No.
90-CE-28-AD.
Applicability: Airplanes with the following model and serial
number designations, certificated in any category:
[[Page 66510]]
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Model Serial Nos.
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402C............................... 402C0001 through 402C0808.
414A............................... 414A0001 through 414A1206.
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Note 1: This AD applies to each airplane identified in the
preceding applicability provision, regardless of whether it has been
modified, altered, or repaired in the area subject to the
requirements of this AD. For airplanes that have been modified,
altered, or repaired so that the performance of the requirements of
this AD is affected, the owner/operator must request approval for an
alternative method of compliance in accordance with paragraph (g) of
this AD. The request should include an assessment of the effect of
the modification, alteration, or repair on the unsafe condition
addressed by this AD; and, if the unsafe condition has not been
eliminated, the request should include specific proposed actions to
address it.
Compliance: Required as indicated in the body of this AD, unless
already accomplished.
To prevent failure of the engine mount beam caused by fatigue
cracks, which could result in loss of the engine with consequent
loss of the airplane, accomplish the following:
(a) For airplanes with Cessna Kit SK414-17 incorporated, within
the next 1,600 hours time-in-service (TIS) after the effective date
of this AD (to coincide with the next engine overhaul), incorporate
Cessna Kit SK414-19-1, and one of the following, as applicable, in
accordance with the instructions to Service Kit SK414-19B, Revised:
March 4, 1986:
(1) Cessna Kit SK414-19-2: All of the affected Models 402C and
414A airplanes that are equipped with propeller unfeathering
accumulators;
(2) Cessna Kit SK414-19-3: Model 402C airplanes, serial numbers
402C0001 through 402C0468; and Model 414A airplanes, serial numbers
414A0001 through 414A0646;
(3) Cessna Kit SK414-19-5: Model 402C airplanes, serial numbers
402C0469 through 402C0808; and Model 414A airplanes, serial numbers
414A0647 through 414A1206.
(b) For airplanes without Cessna Kit SK414-17 incorporated,
within the next 200 hours time-in-service (TIS) after the effective
date of this AD (to coincide with the next inspection that would
have been required by AD 85-13-03 R2, which is superseded by this
AD), incorporate Cessna Kit SK414-19-1, and one of the following, as
applicable, in accordance with the instructions to Service Kit
SK414-19B, Revised: March 4, 1986:
(1) Cessna Kit SK414-19-2: All of the affected Models 402C and
414A airplanes that are equipped with propeller unfeathering
accumulators;
(2) Cessna Kit SK414-19-4: Model 402C airplanes, serial numbers
402C0001 through 402C0468; and Model 414A airplanes, serial numbers
414A0001 through 414A0646;
(3) Cessna Kit SK414-19-5: Model 402C airplanes, serial numbers
402C0469 through 402C0808; and Model 414A airplanes, serial numbers
414A0647 through 414A1206.
(c) Within 9,600 hours TIS after the modification required by
paragraph (a) or (b) of this AD, as applicable, and thereafter at
intervals not to exceed 9,600 hours TIS, inspect, using radiographic
methods, the engine mount beams for cracks in accordance with the
ACCOMPLISHMENT INSTRUCTIONS section of Attachment to Service
Bulletin MEB85-3, Revised--August 23, 1985, as referenced in Cessna
Service Bulletin MEB85-3, Revision 2, dated October 23, 1987.
(1) If any crack is found in the left side (vertical portion) of
the left engine beam of either nacelle, prior to further flight,
obtain a repair scheme from the manufacturer through the FAA,
Wichita Aircraft Certification Office (ACO), at the address
specified in paragraph (g) of this AD, and then incorporate this
repair scheme.
(2) If cracks are found in the top (horizontal portion) of the
engine beam and the total length of the cracks is less than 1.75
inches, prior to further flight, stop drill each end of each crack
using a 0.098-inch drill bit.
(3) If cracks are found in the top (horizontal portion) of the
engine beam and the total length of the cracks is equal to or
greater than 1.75 inches, but less than 2.75 inches, prior to
further flight, obtain a repair scheme from the manufacturer through
the FAA, Wichita Aircraft Certification Office (ACO), at the address
specified in paragraph (g) of this AD, and then incorporate this
repair scheme.
(4) If cracks are found in the top (horizontal portion) of the
engine beam and the total length of the cracks is equal to or
greater than 2.75 inches, prior to further flight, replace the
engine beam with a part number specified in the instructions to
Service Kit SK414-19B, Revised: March 4, 1986.
(d) If parts for any of the engine beam modifications required
by paragraphs (a) and (b) of this AD have been ordered from the
manufacturer but are not available, accomplish the following in
accordance with the ACCOMPLISHMENT INSTRUCTIONS section of
Attachment to Service Bulletin MEB85-3, Revised--August 23, 1985, as
referenced in Cessna Service Bulletin MEB85-3, Revision 2, dated
October 23, 1987:
(1) For airplanes with Cessna Kit SK414-17 incorporated, within
the next 1,600 hours time-in-service (TIS) after the effective date
of this AD (to coincide with the next engine overhaul); and
thereafter at intervals not to exceed 1,600 hours TIS; provided no
provision specified in paragraph (e) of this AD occurs, inspect the
engine mount beams using radiographic methods.
(2) For airplanes without Cessna Kit SK414-17 incorporated,
within the next 200 hours time-in-service (TIS) after the effective
date of this AD (to coincide with next inspection that would have
been required by AD 85-13-03 R2, which is superseded by this AD);
and thereafter at intervals not to exceed 200 hours TIS; provided no
provision specified in paragraph (e) of this AD occurs, fluorescent
penetrant inspect the engine mount beams.
(e) If any one of the following occurs during any of the
inspections required by paragraph (d) of this AD, prior to further
flight, accomplish the specified actions:
(1) If parts become available, terminate the repetitive
inspections specified in paragraph (d) of this AD, incorporate the
modification kits as required by paragraph (a) or (b) of this AD,
and inspect the engine mount beams as specified in paragraph (c) of
this AD;
(2) If any crack is found in the left side (vertical portion) of
the left engine beam of either nacelle, obtain a repair scheme from
the manufacturer through the FAA, Wichita ACO, at the address
specified in paragraph (g) of this AD, incorporate this repair
scheme, and continue the repetitive inspections required by
paragraph (d) of this AD;
(3) If cracks are found in the top (horizontal portion) of the
engine beam and the total length of the cracks is less than 1.75
inches, stop drill each end of each crack using a 0.098-inch drill
bit, and continue the repetitive inspections required by paragraph
(d) of this AD;
(4) If cracks are found in the top (horizontal portion) of the
engine beam and the total length of the cracks is equal to or
greater than 1.75 inches, but less than 2.75 inches, obtain a repair
scheme from the manufacturer through the FAA, Wichita ACO, at the
address specified in paragraph (g) of this AD, incorporate this
repair scheme, and continue the repetitive inspections required by
paragraph (d) of this AD; or
(5) If cracks are found in the top (horizontal portion) of the
engine beam and the total length of the cracks is equal to or
greater than 2.75 inches, replace the engine beam with a part number
specified in the instructions to Service Kit SK414-19B, Revised:
March 4, 1986, and inspect the engine mount beams as specified in
paragraph (c) of this AD.
(f) Special flight permits may be issued in accordance with
sections 21.197 and 21.199 of the Federal Aviation Regulations (14
CFR 21.197 and 21.199) to operate the airplane to a location where
the requirements of this AD can be accomplished.
(g) An alternative method of compliance or adjustment of the
compliance time that provides an equivalent level of safety may be
approved by the Manager, Wichita ACO, 1801 Airport Road, Room 100,
Mid-Continent Airport, Wichita, Kansas 67209.
(1) The request shall be forwarded through an appropriate FAA
Maintenance Inspector, who may add comments and then send it to the
Manager, Wichita ACO.
(2) Alternative methods of compliance approved in accordance
with AD 85-13-03 R2 (superseded by this action) are not considered
approved as alternative methods of compliance with this AD.
Note 2: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Wichita ACO.
(h) The modifications required by this AD shall be done in
accordance with Service Kit SK414-19B, Revised: March 4, 1986. The
inspections required by this AD shall be done in accordance with
Attachment to Service Bulletin MEB85-3, Revised--August 23, 1985, as
referenced in Cessna Service Bulletin MEB85-3, Revision 2, dated
October 23, 1987. This incorporation by reference was approved by
the Director of the Federal Register in accordance with 5 U.S.C.
552(a) and 1 CFR part 51. Copies may be obtained from the Cessna
Aircraft Company, Product
[[Page 66511]]
Support, P.O. Box 7706, Wichita, Kansas 67277. Copies may be
inspected at the FAA, Central Region, Office of the Regional
Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at
the Office of the Federal Register, 800 North Capitol Street, NW.,
suite 700, Washington, DC.
(i) This amendment (39-10259) becomes effective on February 2,
1998.
Issued in Kansas City, Missouri, on December 10, 1997.
Michael Gallagher,
Manager, Small Airplane Directorate, Aircraft Certification Service.
[FR Doc. 97-32993 Filed 12-18-97; 8:45 am]
BILLING CODE 4910-13-U
