[Federal Register Volume 77, Number 173 (Thursday, September 6, 2012)]
[Rules and Regulations]
[Pages 54787-54791]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2012-21536]
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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
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Federal Register / Vol. 77, No. 173 / Thursday, September 6, 2012 /
Rules and Regulations
[[Page 54787]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2012-0917; Directorate Identifier 2012-CE-030-AD;
Amendment 39-17177; AD 2012-18-01]
RIN 2120-AA64
Airworthiness Directives; M7 Aerospace LLC Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule; request for comments.
-----------------------------------------------------------------------
SUMMARY: We are adopting a new airworthiness directive (AD) for all M7
Aerospace LLC Models SA226-AT, SA226-T, SA226-T(B), SA226-TC, SA227-AC
(C-26A), SA227-BC (C-26A), SA227-CC, SA227-DC (C-26B), SA227-AT, and
SA227-TT airplanes. This AD requires repetitively inspecting the left
and right forward (main) and aft spar wing-to-fuselage attach fittings
for cracks and replacing any cracked fitting. This AD also requires
reporting certain inspection results to the FAA. This AD was prompted
by reports of fatigue cracking in the left and right forward (main)
spar wing-to-fuselage attach fittings. We are issuing this AD to
correct the unsafe condition on these products.
DATES: This AD is effective September 21, 2012.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in the AD as of September 21,
2012.
We must receive comments on this AD by October 22, 2012.
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 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.
For service information identified in this AD, contact M7 Aerospace
LP, 10823 NE Entrance Road, San Antonio, Texas 78216; phone: (210) 824-
9421; fax: (210) 804-7766; Internet: http://www.m7aerospace.com. You
may review copies of the referenced service information at the FAA,
Small Airplane Directorate, 901 Locust, Kansas City, Missouri 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 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: Andrew McAnaul, Aerospace Engineer,
FAA, ASW-150 (c/o San Antonio MIDO (SW-MIDO-43)), 10100 Reunion Place,
Suite 650, San Antonio, Texas 78216; phone: (210) 308-3365; fax: (210)
308-3370; email: [email protected].
SUPPLEMENTARY INFORMATION:
Discussion
We have received reports of premature fatigue cracks found in the
left and right forward (main) spar wing-to-fuselage attach fittings on
M7 Aerospace LLC SA226 and SA227 airplanes. Each airplane is equipped
with two attach fittings on the forward (main) spar and two on the aft
spar on the left and right side of the airplane. An owner/operator of
five of the affected airplanes had the left and right forward (main)
spar wing-to-fuselage attach fittings inspected, and all five airplanes
had cracks in at least one of the attach fittings. On the 5 airplanes,
a total of 20 left and right forward (main) spar wing-to-fuselage
attach fittings were inspected; 7 of those were found with cracks. The
cracks found emanate from the end pad fastener holes to the free edge
of the pad and in the fillet radii of the upper outboard corner on both
fitting halves.
M7 Aerospace LLC has included inspection of the aft spar attach
fittings in the service information since they are similar to the
forward fittings in design and experience equivalent load cycles.
This condition, if not corrected, could result in failure of the
wing-to-fuselage attach fitting, which could cause the wing to separate
from the airplane.
Relevant Service Information
We reviewed M7 Aerospace LLC SA226 Series Service Bulletin 226-53-
016, dated July 27, 2012, with Supplement A--SB 226-53-016, dated June
22, 2012; SA227 Series Service Bulletin 227-53-010, dated July 27,
2012, with Supplement A--SB 227-53-010, dated June 22, 2012; and SA227
Series Service Bulletin CC7-53-006, dated July 27, 2012, with
Supplement A--SB CC7-53-006 dated June 22, 2012. The service
information describes procedures for repetitively inspecting the left
and right forward (main) and aft spar wing-to-fuselage attach fittings
for cracks and replacing any cracked fitting.
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 accomplishing the actions specified in the service
information described previously. This AD also requires sending certain
inspection results to the FAA.
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
[[Page 54788]]
and comment prior to adoption of this rule because cracks in the wing-
to-fuselage attach fittings could cause the fitting to fail, which
could result in wing separation from the airplane. 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-2012-0917 and
Directorate Identifier 2012-CE-030-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 330 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
----------------------------------------------------------------------------------------------------------------
Inspect the left and right 52 work-hours x Not applicable.... $4,420 per $1,458,600 per
forward (main) and aft spar $85 per hour = inspection cycle. inspection cycle.
wing-to-fuselage attach $4,420 per
fittings for cracks. inspection cycle.
----------------------------------------------------------------------------------------------------------------
We estimate the following costs to do any necessary replacements
that would be required based on the results of the inspection. We have
no way of determining the number of aircraft that might need this
replacement:
On-Condition Costs
----------------------------------------------------------------------------------------------------------------
Action Labor cost Parts cost Cost per product
----------------------------------------------------------------------------------------------------------------
Replace cracked wing-to-fuselage attach 100 work-hours x $85 per $3,600 $12,100
fitting pair. hour = $8,500.
----------------------------------------------------------------------------------------------------------------
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, Incorporation by
reference, Safety.
Adoption of the Amendment
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):
2012-18-01 M7 Aerospace LLC (Type Certificate Previously Held by
Fairchild Aircraft Incorporated): Amendment 39-17177; Docket No.
FAA-2012-0917; Directorate Identifier 2012-CE-030-AD.
(a) Effective Date
This AD is effective September 21, 2012.
(b) Affected ADs
None.
(c) Applicability
This AD applies to M7 Aerospace LLC (type certificate previously
held by Fairchild Aircraft Incorporated) Models SA226-AT, SA226-T,
SA226-T(B), SA226-TC, SA227-AC (C-26A), SA227-BC (C-26A), SA227-CC,
SA227-DC (C-26B), SA227-AT, and SA227-TT airplanes, all serial
numbers, that are certificated in any category.
[[Page 54789]]
(d) Subject
Joint Aircraft System Component (JASC)/Air Transport Association
(ATA) of America Code 5741, Wing, Fuselage Attach Fitting.
(e) Unsafe Condition
This AD was prompted by reports of fatigue cracking in the left
and right forward (main) and aft spar wing-to-fuselage attach
fittings. We are issuing this AD to correct the unsafe condition on
these products.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Inspection
At the initial and repetitive compliance times specified in
Appendix 1 to this AD, inspect the left and right forward (main) and
aft spar wing-to-fuselage attach fittings for cracks. Do the
inspections following M7 Aerospace LLC SA226 Series Service Bulletin
226-53-016, dated July 27, 2012, with Supplement A--SB 226-53-016,
dated June 22, 2012; M7 Aerospace LLC SA227 Series Service Bulletin
227-53-010, dated July 27, 2012, with Supplement A--SB 227-53-010,
dated June 22, 2012; and M7 Aerospace LLC SA227 Series Service
Bulletin CC7-53-006, dated July 27, 2012, with Supplement A--SB CC7-
53-006, dated June 22, 2012, as applicable.
(h) Replacement
If cracks are found during any inspection required in paragraph
(g) of this AD, before further flight, replace both wing-to-fuselage
attach fitting halves (pair) at the cracked fitting location. Do the
replacement following M7 Aerospace LLC SA226 Series Service Bulletin
226-53-016, dated July 27, 2012; M7 Aerospace LLC SA227 Series
Service Bulletin 227-53-010, dated July 27, 2012; and M7 Aerospace
LLC SA227 Series Service Bulletin CC7-53-006, dated July 27, 2012,
as applicable.
(i) Reporting Requirement
If cracks are found during any inspection required in paragraph
(g) of this AD, within 10 days after the inspection in which cracks
are found or within 10 days after the effective date of this AD,
whichever occurs later, report the results of the inspections to the
FAA, ASW-150 (c/o San Antonio MIDO (SW-MIDO-43)), Attn: Andrew
McAnaul, Aerospace Engineer, 10100 Reunion Place, Suite 650, San
Antonio, Texas 78216; fax: (210) 308-3370; email:
[email protected]. Please identify AD 2012-18-01 in the subject
line if submitted through email. Include the following information
in the report:
(1) Length of crack(s) and a general description of the damage.
(2) Airplane model, serial number, aircraft total flight cycles,
and total hours time-in-service (TIS).
(3) Using figure 2 in M7 Aerospace LLC SA226 Series Service
Bulletin 226-53-016, dated July 27, 2012; M7 Aerospace LLC SA227
Series Service Bulletin 227-53-010, dated July 27, 2012; and M7
Aerospace LLC SA227 Series Service Bulletin CC7-53-006, dated July
27, 2012, as applicable, indicate location of damage, show forward
orientation using arrows, and orientation of crack.
(4) Whether the airplane has had, or is suspected of having, a
hard landing in the past.
(j) 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 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 be approximately 5 minutes per response, including the
time for reviewing instructions, completing and reviewing the
collection of information. All responses to this collection of
information are mandatory. Comments concerning the accuracy of this
burden and suggestions for reducing the burden should be directed to
the FAA at: 800 Independence Ave. SW., Washington, DC 20591, Attn:
Information Collection Clearance Officer, AES-200.
(k) Alternative Methods of Compliance (AMOCs)
(1) The Fort Worth Airplane Certification Office, 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 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 appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
(l) Related Information
For more information about this AD, contact Andrew McAnaul,
Aerospace Engineer, FAA, ASW-150 (c/o San Antonio MIDO (SW-MIDO-
43)), 10100 Reunion Place, Suite 650, San Antonio, Texas 78216;
phone: (210) 308-3365; fax: (210) 308-3370; email:
[email protected].
(m) Material Incorporated by Reference
(1) The Director of the Federal Register approved the
incorporation by reference (IBR) of the service information listed
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this service information as applicable to do
the actions required by this AD, unless the AD specifies otherwise.
(i) M7 Aerospace LLC SA226 Series Service Bulletin 226-53-016,
dated July 27, 2012, with Supplement A--SB 226-53-016, dated June
22, 2012.
(ii) M7 Aerospace LLC SA227 Series Service Bulletin 227-53-010,
dated July 27, 2012, with Supplement A--SB 227-53-010, dated June
22, 2012.
(iii) M7 Aerospace LLC SA227 Series Service Bulletin CC7-53-006,
dated July 27, 2012, with Supplement A--SB CC7-53-006, dated June
22, 2012.
(3) For M7 Aerospace LLC service information identified in this
AD, contact M7 Aerospace LP, 10823 NE Entrance Road, San Antonio,
Texas 78216; phone: (210) 824-9421; fax: (210) 804-7766; Internet:
http://www.m7aerospace.com.
(4) You may view this service information at FAA, Small Airplane
Directorate, 901 Locust, Kansas City, Missouri 64106. For
information on the availability of this material at the FAA, call
816-329-4148.
(5) You may view this service information that is incorporated
by reference at the National Archives and Records Administration
(NARA). For information on the availability of this material at
NARA, call 202-741-6030, or go to: http://www.archives.gov/federal-register/cfr/index.html.
Appendix 1 to AD 2012-18-01
Initial and Repetitive Inspection Compliance Times
Models SA226-AT, SA226-T, SA226-T(B), SA226-TC, All Serial Numbers
Initial Inspection--As of September 21, 2012 (the effective date
of this AD):
For owner/operators who do not track total aircraft flight
cycles (TAC), for the purposes of this AD, use the following
conversion calculation: Use a .5 to 1 conversion, e.g., 35,000 TAC
is equivalent to 17,500 hours time-in-service (TIS).
For owner/operators who do not track flight cycles, for the
purposes of this AD use the following conversion calculation for the
initial inspection compliance time: Use a 1 to 1 conversion, e.g.,
300 flight cycles are equivalent to 300 hours TIS.
For airplanes with more than 35,000 TAC: Inspect within the next
300 flight cycles after September 21, 2012 (the effective date of
this AD).
For airplanes with at least 20,000 TAC but no more than 35,000
TAC: Inspect within the next 500 flight cycles after September 21,
2012 (the effective date of this AD).
For airplanes with at least 10,600 TAC but no more than 19,999
TAC: Inspect within the next 1,000 flight cycles after September 21,
2012 (the effective date of this AD).
For airplanes with less than 10,600 TAC: Inspect upon reaching
10,600 TAC or within the next 1,000 flight cycles after September
21, 2012 (the effective date of this AD), whichever occurs later.
Repetitive Inspection:
For owner/operators who do not track flight cycles, for the
purposes of this AD use the following conversion calculation for the
repetitive inspection compliance times: Use a .5 to 1 conversion,
e.g., 10,600 flight cycles are equivalent to 5,300 hours TIS.
If no cracks are found during the initial inspection or during
any subsequent repetitive inspection required by this AD and the
original wing-to-fuselage attach fitting is reinstalled using the
same size bolts, repetitively thereafter inspect every 10,600 flight
cycles.
[[Page 54790]]
Initial and Repetitive Inspection Compliance Times
If no cracks are found during the initial inspection or during
any subsequent repetitive inspection required by this AD and the
original wing-to-fuselage attach fitting is reinstalled using
oversized bolts, repetitively thereafter inspect every 7,700 flight
cycles.
If cracks are found during the initial inspection or during any
subsequent repetitive inspection required by this AD and the
replacement wing-to-fuselage attach fitting is installed using the
same size bolts, repetitive thereafter inspect every 16,600 flight
cycles.
If cracks are found during the initial inspection or during any
subsequent repetitive inspection required by this AD and the
replacement wing-to-fuselage attach fitting is installed using the
oversized bolts, repetitive thereafter inspect every 13,100 flight
cycles.
Models SA227-CC and SA227-DC (C-26B), All Serial Numbers
Initial Inspection--As of September 21, 2012 (the effective date
of this AD):
For owner/operators who do not track total aircraft flight
cycles (TAC), for the purposes of this AD, use the following
conversion calculation: Use a .5 to 1 conversion, e.g., 35,000 TAC
is equivalent to 17,500 hours time-in-service (TIS).
For owner/operators who do not track flight cycles, for the
purposes of this AD use the following conversion calculation for the
initial inspection compliance time: Use a 1 to 1 conversion, e.g.,
300 flight cycles are equivalent to 300 hours TIS.
For airplanes with more than 35,000 TAC: Inspect within the next
300 flight cycles after September 21, 2012 (the effective date of
this AD).
For airplanes with at least 20,000 TAC but no more than 35,000
TAC: Inspect within the next 500 flight cycles after September 21,
2012 (the effective date of this AD).
For airplanes with at least 14,200 TAC but no more than 19,999
TAC: Inspect within the next 1,000 flight cycles after September 21,
2012 (the effective date of this AD).
For airplanes with less than 14,200 TAC: Inspect upon reaching
14,200 TAC or within the next 1,000 flight cycles after September
21, 2012 (the effective date of this AD), whichever occurs later.
Initial and Repetitive Inspection Compliance Times
Repetitive Inspection
For owner/operators who do not track flight cycles, for the
purposes of this AD use the following conversion calculation for the
repetitive inspection compliance times: Use a .5 to 1 conversion,
e.g., 14,200 flight cycles are equivalent to 7,100 hours TIS.
If no cracks are found during the initial inspection or during
any subsequent repetitive inspection required by this AD and the
original wing-to-fuselage attach fitting is reinstalled using the
same size bolts, repetitively thereafter inspect every 14,200 flight
cycles.
If no cracks are found during the initial inspection or during
any subsequent repetitive inspection required by this AD and the
original wing-to-fuselage attach fitting is reinstalled using
oversized bolts, repetitively thereafter inspect every 10,900 flight
cycles.
If cracks are found during the initial inspection or during any
subsequent repetitive inspection required by this AD and the
replacement wing-to-fuselage attach fitting is installed using the
same size bolts, repetitive thereafter inspect every 16,600 flight
cycles.
If cracks are found during the initial inspection or during any
subsequent repetitive inspection required by this AD and the
replacement wing-to-fuselage attach fitting is installed using the
oversized bolts, repetitive thereafter inspect every 13,100 flight
cycles.
Models SA227-AC (C-26A) and SA227-AT: Serial Numbers 600 and
Subsequent; and Model SA227-BC (C-26A) Airplanes, All Serial
Numbers
Initial Inspection--As of September 21, 2012 (the effective date
of this AD):
For owner/operators who do not track total aircraft flight
cycles (TAC), for the purposes of this AD, use the following
conversion calculation: Use a .5 to 1 conversion, e.g., 35,000 TAC
is equivalent to 17,500 hours time-in-service (TIS).
For owner/operators who do not track flight cycles, for the
purposes of this AD use the following conversion calculation for the
initial inspection compliance time: Use a 1 to 1 conversion, e.g.,
300 flight cycles are equivalent to 300 hours TIS.
For airplanes with more than 35,000 TAC: Inspect within the next
300 flight cycles after September 21, 2012 (the effective date of
this AD).
Inspection Compliance Times
For airplanes with at least 20,000 TAC but no more than 35,000
TAC: Inspect within the next 500 flight cycles after September 21,
2012 (the effective date of this AD).
For airplanes with at least 14,200 TAC but no more than 19,999
TAC: Inspect within the next 1,000 flight cycles after September 21,
2012 (the effective date of this AD).
For airplanes with less than 14,200 TAC: Inspect upon reaching
14,200 TAC or within the next 1,000 flight cycles after September
21, 2012 (the effective date of this AD), whichever occurs later.
Repetitive Inspection
For owner/operators who do not track flight cycles, for the
purposes of this AD use the following conversion calculation for the
repetitive inspection compliance times: Use a .5 to 1 conversion,
e.g., 14,200 flight cycles are equivalent to 7,100 hours TIS.
If no cracks are found during the initial inspection or during
any subsequent repetitive inspection required by this AD and the
original wing-to-fuselage attach fitting is reinstalled using the
same size bolts, repetitively thereafter inspect every 14,200 flight
cycles.
If no cracks are found during the initial inspection or during
any subsequent repetitive inspection required by this AD and the
original wing-to-fuselage attach fitting is reinstalled using
oversized bolts, repetitively thereafter inspect every 10,900 flight
cycles.
If cracks are found during the initial inspection or during any
subsequent repetitive inspection required by this AD and the
replacement wing-to-fuselage attach fitting is installed using the
same size bolts, repetitive thereafter inspect every 16,600 flight
cycles.
If cracks are found during the initial inspection or during any
subsequent repetitive inspection required by this AD and the
replacement wing-to-fuselage attach fitting is installed using the
oversized bolts, repetitive thereafter inspect every 13,100 flight
cycles.
Inspection Compliance Times
Models SA227-AC (C-26A) and SA227-AT: All Serial Numbers Through
599; and Model SA227-TT Airplanes, All Serial Numbers
Initial Inspection--As of September 21, 2012 (the effective date
of this AD):
For owner/operators who do not track total aircraft flight
cycles (TAC), for the purposes of this AD, use the following
conversion calculation: Use a .5 to 1 conversion, e.g., 35,000 TAC
is equivalent to 17,500 hours time-in-service (TIS).
For owner/operators who do not track flight cycles, for the
purposes of this AD use the following conversion calculation for the
initial inspection compliance time: Use a 1 to 1 conversion, e.g.,
300 flight cycles are equivalent to 300 hours TIS.
For airplanes with more than 35,000 TAC: Inspect within the next
300 flight cycles after September 21, 2012 (the effective date of
this AD).
For airplanes with at least 20,000 TAC but no more than 35,000
TAC: Inspect within the next 500 flight cycles after September 21,
2012 (the effective date of this AD).
For airplanes with at least 10,600 TAC but no more than 19,999
TAC: Inspect within the next 1,000 flight cycles after September 21,
2012 (the effective date of this AD).
For airplanes with less than 10,600 TAC: Inspect upon reaching
10,600 TAC or within the next 1,000 flight cycles after September
21, 2012 (the effective date of this AD), whichever occurs later.
Repetitive Inspection:
For owner/operators who do not track flight cycles, for the
purposes of this AD use the following conversion calculation for the
repetitive inspection compliance times: Use a .5 to 1 conversion,
e.g., 10,600 flight cycles are equivalent to 5,300 hours TIS.
If no cracks are found during the initial inspection or during
any subsequent repetitive inspection required by this AD and the
original wing-to-fuselage attach fitting is reinstalled using the
same size bolts, repetitively thereafter inspect every 10,600 flight
cycles.
Inspection Compliance Times
If no cracks are found during the initial inspection or during
any subsequent repetitive inspection required by this AD and the
original wing-to-fuselage attach fitting is reinstalled using
oversized bolts, repetitively thereafter inspect every 7,700 flight
cycles.
If cracks are found during the initial inspection or during any
subsequent repetitive inspection required by this AD and the
replacement wing-to-fuselage attach
[[Page 54791]]
fitting is installed using the same size bolts, repetitive
thereafter inspect every 16,600 flight cycles.
If cracks are found during the initial inspection or during any
subsequent repetitive inspection required by this AD and the
replacement wing-to-fuselage attach fitting is installed using the
oversized bolts, repetitive thereafter inspect every 13,100 flight
cycles.
Issued in Kansas City, Missouri, on August 24, 2012.
Earl Lawrence,
Manager, Small Airplane Directorate, Aircraft Certification Service.
[FR Doc. 2012-21536 Filed 9-5-12; 8:45 am]
BILLING CODE 4910-13-P