[Federal Register Volume 63, Number 74 (Friday, April 17, 1998)]
[Rules and Regulations]
[Pages 19178-19180]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-10057]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 95-CE-71-AD; Amendment 39-10470; AD 98-08-21]
RIN 2120-AA64
Airworthiness Directives; SOCATA-Groupe AEROSPATIALE Models TB10
and TB200 Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule.
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SUMMARY: This amendment adopts a new airworthiness directive (AD) that
applies to certain SOCATA-Groupe AEROSPATIALE (Socata) Models TB10 and
TB200 airplanes. This AD requires inspecting the wing rear attachment
fittings for cracks, replacing any cracked fitting, and incorporating
wing rear attachment fitting reinforcement kits. This AD is the result
of mandatory continued airworthiness information (MCAI) issued by the
airworthiness authority for France. The actions specified by this AD
are intended to prevent structural failure of the wing rear attachment
fittings caused by cracks in this area, which could result in the wing
separating from the airplane if the airplane is operated with cracked
wing rear attachment fittings over an extended period of time.
DATES: Effective June 3, 1998.
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of June 3, 1998.
ADDRESSES: Service information that applies to this AD may be obtained
from the SOCATA-Groupe AEROSPATIALE, Socata Product Support, Aeroport
Tarbes-Ossun-Lourdes, B P 930, 65009 Tarbes Cedex, France; telephone:
62.41.74.26; facsimile: 62.41.74.32; or the Product Support Manager,
SOCATA Aircraft-Groupe AEROSPATIALE, North Perry Airport, 7501 Pembroke
Road, Pembroke Pines, Florida 33023; telephone: (954) 893-1160;
facsimile: (954) 964-4141. This information may also be examined at the
Federal Aviation Administration (FAA), Central Region, Office of the
Regional Counsel, Attention: Rules Docket No. 95-CE-71-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: Mr. Karl Schletzbaum, Aerospace
Engineer, FAA, Small Airplane Directorate, 1201 Walnut Street, suite
900, Kansas City, Missouri 64106; telephone: (816) 426-6934; facsimile:
(816) 426-2169.
SUPPLEMENTARY INFORMATION:
Events Leading to the Issuance of This AD
A proposal to amend part 39 of the Federal Aviation Regulations (14
CFR part 39) to include an AD that would apply to certain Socata Models
TB10 and TB200 airplanes was published in the Federal Register as a
notice of proposed rulemaking (NPRM) on December 16, 1997 (62 FR
65768). The NPRM proposed to require inspecting the wing rear
attachment fittings for cracks, replacing any cracked fitting, and
incorporating wing rear attachment fitting reinforcement kits.
Accomplishment of the proposed action as specified in the NPRM would be
in accordance with Socata Service Bulletin No. SB 10-082-57, Amdt. 1,
dated April 1996. Accomplishment of the proposed reinforcement kits
would be in accordance with the technical instructions included with
each kit.
The NPRM was the result of mandatory continued airworthiness
information (MCAI) issued by the airworthiness authority for France.
Interested persons have been afforded an opportunity to participate
in the making of this amendment. Due consideration has been given to
the four comments received from one commenter.
Comment No. 1: Allow for Repetitive Inspections Instead of
Mandatory Replacement
The commenter suggests that the proposal incorporate Socata Service
Bulletin SB 10-082-57, Amendment 1, as written. This service bulletin
allows for repetitive inspections of the wing rear attachment fitting
rather than replacement.
The FAA does not concur. The FAA's policy is to provide corrective
action, when available, that will eliminate the need for repetitive
inspections. The FAA has determined that long-term operational safety
will be better assured by design changes that remove the source of the
problem, rather than by repetitive inspections or other special
procedures. Therefore, since a design change exists for the wing rear
attachment fittings that eliminates the need for repetitive
inspections, no changes to the final rule are necessary as a result of
this comment.
Comment No. 2: The FAA Has Exaggerated the Severity of the Unsafe
Condition
The commenter believes the FAA has exaggerated the severity of the
unsafe condition with the statement ``* * * which could result in a
wing separating from the airplane with consequent loss of control of
the airplane.'' The commenter states that the Models TB10 and TB200
airplanes, even without the wing rear attachment fittings, resist the
ultimate flight loads throughout the flight envelope, and that the wing
rear attachment fittings on these airplanes resist the ultimate landing
loads up to a weight of 1,092 kilograms.
The FAA partially concurs. The FAA infers that the commenter does
not believe that the wing rear attachment fittings are considered
primary structure since the commenter states that the design of the
airplane is such that this area resists ultimate flight and landing
loads. In this area, the FAA does not concur, and has determined that
the wing rear attachment fittings are ultimate flight and landing load
bearing areas and considers the wing rear attachment fittings primary
structure.
The FAA does concur that the statement of the wing separating from
the airplane with consequent loss of control of the airplane could be
considered extreme. Wing separation would only occur after continued
operation over a long period of time. The FAA will change the above
statement that the commenter believes is exaggerated to read: ``* * *
which could result in the wing separating from the airplane if the
airplane is operated with cracked wing rear attachment fittings over an
extended period of time.''
Comment No. 3: Incorrect Formula for Converting Hours Time-in-
Service Into Landings
The commenter states that the AD contains the wrong formula for
converting hours time-in-service (TIS) into landings for the conditions
of the proposed AD. The commenter states that hours TIS should be
multiplied by 1.5 to obtain the number of landings, instead of divided
by 1.5 (multiplied by .67).
[[Page 19179]]
The FAA concurs and has changed the final rule accordingly.
Comment No. 4: No Justification To Require Kit Incorporation Prior
to Further Flight on Wing Rear Attachment Fittings Not Found
Cracked
The commenter believes that there is no justification for requiring
the incorporation of Socata Kit OPT 10 920300 prior to further flight,
as is presented in the AD.
The FAA concurs that mandating the incorporation of this kit prior
to further flight after the effective date of the AD would be
unjustified. However, the FAA's intent is to require the incorporation
of this kit prior to further flight after the inspection required by
the AD. This inspection compliance time is stated as ``upon
accumulating 3,000 landings on each wing rear attachment fitting (total
of four; two per wing) or within the next 75 landings after the
effective date of this AD, whichever occurs later.'' The FAA will
change the kit incorporation compliance time to read ``prior to further
flight after the inspection required by paragraph (a) of this AD'' to
eliminate any confusion.
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 rule as proposed except for
the changes described above and minor editorial corrections. The FAA
has determined that these changes and minor corrections will not change
the meaning of the AD and will not add any additional burden upon the
public than was already proposed.
Cost Impact
The FAA estimates that 71 airplanes in the U.S. registry will be
affected by this AD. Accomplishing the actions of this AD (both the
inspection and incorporation of the reinforcement kits) will take
approximately 11 workhours per airplane (3 workhours for the inspection
of all four wing rear attachment fitting areas, and 2 workhours to
incorporate the reinforcement kit at each of the four wing rear
attachment fitting areas), at an average labor rate of approximately
$60 an hour. Parts to accomplish this AD cost approximately $200 per
airplane ($50 per kit X 4 kits). Based on these figures, the total cost
impact of this AD on U.S. operators is estimated to be $61,060, or $860
per airplane.
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 adding a new airworthiness directive
(AD) to read as follows:
98-08-21 Socata--Groupe Aerospatiale: Amendment 39-10470; Docket
No. 95-CE-71-AD.
Applicability: Models TB10 and TB200 airplanes, serial numbers
804; 807; 808; 816 through 819; 823 through 1701; 1707 through 1733;
and 1737 through 1761, certificated in any category.
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 (c) 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 structural failure of the wing rear attachment
fittings caused by cracks in this area, which could result in the
wing separating from the airplane if the airplane is operated with
cracked wing rear attachment fittings over an extended period of
time, accomplish the following:
Note 2: The compliance times of this AD are presented in
landings instead of hours time-in-service (TIS). If the number of
landings is unknown, hours TIS may be used by multiplying the number
of hours TIS by 1.5.
Note 3: The paragraph structure of this AD is as follows:
Level 1: (a), (b), (c), etc.
Level 2: (1), (2), (3), etc.
Level 3: (i), (ii), (iii), etc.
Level 2 and Level 3 structures are designations of the Level 1
paragraph they immediately follow.
(a) Upon accumulating 3,000 landings on each wing rear
attachment fitting (total of four; two per wing) or within the next
75 landings after the effective date of this AD, whichever occurs
later, inspect the wing rear attachment fittings for cracks in
accordance with the ACCOMPLISHMENT INSTRUCTIONS section of Socata
Service Bulletin (SB) No. SB 10-082-57, Amdt. 1, dated April 1996.
(1) If any fitting is found cracked on the wing side, prior to
further flight after the inspection required by paragraph (a) of
this AD, replace the cracked fitting and incorporate wing rear
attachment fitting reinforcement kit No. OPT10 920300 in accordance
with the Technical Instruction of Modification, OPT10 9203-57, Wing
Rear Attachment Bracket, dated April 1996.
(2) If any fitting is found cracked on the fuselage side, prior
to further flight after the inspection required by paragraph (a) of
this AD, accomplish the following:
(i) Incorporate wing rear attachment fitting reinforcement kit
No. OPT10 920500 in accordance with the Technical Instruction of
Modification, OPT10 9205-57, Wing Rear Attachment Rod, dated April
1996; and
(ii) Incorporate wing rear attachment fitting reinforcement kit
No. OPT10 920300 in accordance with the Technical Instruction of
Modification, OPT10 9203-57, Wing Rear Attachment Bracket, dated
April 1996.
(3) If any fitting is not found cracked, prior to further flight
after the inspection required by paragraph (a) of this AD,
incorporate wing rear attachment fitting reinforcement kit No. OPT10
920300 in accordance with the Technical Instruction of Modification,
OPT10 9203-57, Wing Rear Attachment Bracket, dated April 1996.
[[Page 19180]]
(b) 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.
(c) An alternative method of compliance or adjustment of the
compliance times that provides an equivalent level of safety may be
approved by the Manager, Small Airplane Directorate, FAA, 1201
Walnut, suite 900, Kansas City, Missouri 64106. The request shall be
forwarded through an appropriate FAA Maintenance Inspector, who may
add comments and then send it to the Manager, Small Airplane
Directorate.
Note 4: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Small Airplane Directorate.
(d) Questions or technical information related to the service
information referenced in this AD should be directed to SOCATA--
Groupe AEROSPATIALE, Socata Product Support, Aeroport Tarbes-Ossun-
Lourdes, B P 930, 65009 Tarbes Cedex, France; telephone:
62.41.74.26; facsimile: 62.41.74.32; or the Product Support Manager,
SOCATA--Groupe AEROSPATIALE, North Perry Airport, 7501 Pembroke
Road, Pembroke Pines, Florida 33023; telephone: (954) 964-6877;
facsimile: (954) 964-1668. This service information may be examined
at the FAA, Central Region, Office of the Regional Counsel, Room
1558, 601 E. 12th Street, Kansas City, Missouri.
(e) The inspection required by this AD shall be done in
accordance with Socata Service Bulletin No. SB 10-082-57, Amdt. 1,
dated April 1996. The replacements and modifications required by
this AD shall be done in accordance with the Technical Instruction
of Modification, OPT10 9203-57, Wing Rear Attachment Bracket, dated
April 1996; and the Technical Instruction of Modification, OPT10
9205-57, Wing Rear Attachment Rod, dated April 1996. 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 SOCATA--Groupe AEROSPATIALE, Socata
Product Support, Aeroport Tarbes-Ossun-Lourdes, B P 930, 65009
Tarbes Cedex, France; Product Support Manager, SOCATA Aircraft--
Groupe AEROSPATIALE, North Perry Airport, 7501 Pembroke Road,
Pembroke Pines, Florida 33023. 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.
Note 5: The subject of this AD is addressed in French AD 94-
249(A)R1, dated June 19, 1996.
(f) This amendment becomes effective on June 3, 1998.
Issued in Kansas City, Missouri, on April 8, 1998.
Marvin R. Nuss,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 98-10057 Filed 4-16-98; 8:45 am]
BILLING CODE 4910-13-U
