[Federal Register Volume 61, Number 30 (Tuesday, February 13, 1996)]
[Rules and Regulations]
[Pages 5501-5503]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-2684]



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 Rules and Regulations
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  Federal Register / Vol. 61, No. 30 /  Tuesday, February 13, 1996 / 
Rules and Regulations  

[[Page 5501]]


DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 96-CE-08-AD; Amendment 39-9508; AD 96-03-11]


Airworthiness Directives; American Champion Aircraft Corporation 
Models 8KCAB, 8GCBC, 7GCBC, and 7ECA Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule; request for comments.

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SUMMARY: This amendment adopts a new airworthiness directive (AD) that 
applies to American Champion Aircraft Corporation (American Champion) 
Models 8KCAB, 8GCBC, 7GCBC, and 7ECA airplanes that are equipped with 
metal spar wings. This action requires inspecting (one time) the wing 
front strut fittings for cracks or scratches, replacing any wing front 
strut fittings found cracked or scratched, and reporting the inspection 
results to the Federal Aviation Administration (FAA). Fatigue cracks 
found on the wing front strut fittings on two Model 8KCAB airplanes 
prompted this action. The actions specified by this AD are intended to 
prevent structural failure of a wing assembly caused by cracked or 
scratched wing front strut fittings, which, if not detected and 
corrected, could result in loss of control of the airplane.

DATES: Effective February 26, 1996.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of February 26, 1996.
    Comments for inclusion in the Rules Docket must be received on or 
before April 12, 1996.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Central Region, Office of the Assistant Chief 
Counsel, Attention: Rules Docket 96-CE-08-AD, Room 1558, 601 E. 12th 
Street, Kansas City, Missouri 64106.
    Service information that applies to this AD may be obtained from 
the American Champion Aircraft Corporation, 32032 Washington Avenue, 
Rochester, Wisconsin 53167. This information may also be examined at 
the FAA, Central Region, Office of the Assistant Chief Counsel, 
Attention: Rules Docket 96-CE-08-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: Ms. Karen Forest, Aerospace Engineer, 
FAA, Chicago Aircraft Certification Office, 2300 E. Devon, room 232, 
Des Plaines, Illinois 60018; telephone (847) 294-7697; facsimile (847) 
294-7834.

SUPPLEMENTARY INFORMATION: The FAA has received a report of an American 
Champion Model 8KCAB airplane breaking apart in flight and resulting in 
a fatal accident. The cause of the accident is attributed to the pilot 
operating the airplane outside of its approved flight envelope during 
aerobatic instruction. During the accident investigation, the National 
Transportation Safety Board (NTSB), American Champion, and the FAA 
examined the remains of the accident airplane, including the separated 
pieces of the wing and fuselage structure. This examination revealed 
fatigue cracking of the wing front strut fittings.
    The design of the wing and fuselage structure is such that the 
outboard ends of the wing fittings for each primary strut are bolted to 
the web of the wing's front spar. One fitting is on the forward side of 
the web and one is on the aft side of the web. The fittings then 
transition to a wider area where the strut is attached with a bolt. In 
the above-referenced accident, the forward fitting fractured through 
the transition area (approximately in the center of the fitting 
length), causing the fitting to separate. This wing strut fitting 
transition area contains an aft leg that is assembled against the 
forward face of the wing spar web and a forward leg.
    Investigation of the fitting from the accident aircraft revealed 
that small, sharp scratches in the forward edge of the shorter portion 
of the aft leg contributed to the fatigue cracking in the wing fitting. 
Metallurgical examination of the fitting indicates that these fatigue 
cracks formed in scratches and surface deformities that resulted during 
the manufacturing process, and existed prior to the accident.
    Since the accident, the FAA and American Champion have inspected 
another Model 8KCAB airplane and found fatigue cracks on two of the 
four wing strut fittings. These fatigue cracks also originated from 
scratches and surface deformities in the wing front strut fitting. In 
addition, evaluation of new uninstalled wing front strut fittings 
reveal these scratches and surface deformities.
    American Champion Models 8GCBC, 7GCBC, and 7ECA airplanes 
incorporate the same design fitting that the Model 8KCAB airplanes 
incorporate. The fittings of these airplanes do incur lower stress 
levels compared to the fittings of the Model 8KCAB airplanes; however, 
the FAA does not know at what stress levels fatigue cracks will form in 
the area of scratches or surface deformities of these fittings, and how 
many or which fittings have scratches or surface deformities as a 
result of the manufacturing process.
    The FAA does know that the accident airplane had accumulated 
approximately 890 hours time-in-service (TIS) and the airplane 
inspected that had fatigue cracks in two of the four wing front strut 
fittings had accumulated about 200 hours TIS. While a full analysis of 
the fatigue crack growth on these fittings is currently taking place, 
the FAA feels that the above range of hours TIS on the two aircraft 
found with fatigue cracks presents an immediate unsafe condition on the 
American Champion Models 8KCAB, 8GCBC, 7GCBC, and 7ECA airplanes that 
may have scratches or surface deformities on any wing front strut 
fitting.
    American Champion has issued Service Letter 408, dated January 24, 
1996, which specifies procedures for inspecting the wing front strut 
fittings for cracks or scratches. This service letter includes a figure 
that depicts the crosshatched areas of the wing front strut fittings to 
be inspected.
    After examining the circumstances and reviewing all available 
information 

[[Page 5502]]
related to the incidents described above including the referenced 
service letter, the FAA has determined that (1) the wing fittings of 
all American Champion airplane models that incorporate metal wing spars 
should be inspected to detect and correct any cracks, scratches, or 
surface deformities; and (2) AD action should be taken to prevent 
structural failure of a wing assembly caused by cracked or scratched 
wing front strut fittings, which, if not detected and corrected, could 
result in loss of control of the airplane.
    Since an unsafe condition has been identified that is likely to 
exist or develop in other American Champion Models 8KCAB, 8GCBC, 7GCBC, 
and 7ECA airplanes of the same type design that are equipped with metal 
spar wings, this AD requires inspecting (one-time) the wing front strut 
fittings for cracks, scratches, or surface deformities, and replacing 
any wing front strut fittings found with cracks, scratches, or surface 
deformities. The proposed AD would also require the owners/operators of 
the affected airplanes to report the results of the one-time inspection 
to the FAA. The FAA will then analyze these reports to determine 
whether additional rulemaking (repetitive inspections, modifications, 
etc.) is necessary for these airplanes. Accomplishment of the 
inspection is in accordance with American Champion Service Letter 408. 
This service letter also depicts the crosshatched areas of the wing 
front strut fittings to be inspected. The replacement (if necessary) is 
accomplished in accordance with the applicable maintenance manual.
    Since a situation exists (possible structural failure of the wing 
assembly caused by cracked or scratched wing front strut fittings) that 
requires the immediate adoption of this regulation, it is found that 
notice and opportunity for public prior comment hereon are 
impracticable, and that good cause exists for making this amendment 
effective in less than 30 days.

Comments Invited

    Although this action is in the form of a final rule that involves 
requirements affecting immediate flight safety and, thus, was not 
preceded by notice and opportunity to comment, comments are invited on 
this rule. Interested persons are invited to comment on this rule by 
submitting such written data, views, or arguments as they may desire. 
Communications should identify the Rules Docket number and be submitted 
in triplicate to the address specified above. All communications 
received on or before the closing date for comments will be considered, 
and this rule may be amended in light of the comments received. Factual 
information that supports the commenter's ideas and suggestions is 
extremely helpful in evaluating the effectiveness of the AD action and 
determining whether additional rulemaking action would be needed.
    Comments are specifically invited on the overall regulatory, 
economic, environmental, and energy aspects of the rule that might 
suggest a need to modify the rule. All comments submitted will be 
available, both before and after the closing date for comments, in the 
Rules Docket for examination by interested persons. A report that 
summarizes each FAA-public contact concerned with the substance of this 
AD will be filed in the Rules Docket.
    Commenters wishing the FAA to acknowledge receipt of their comments 
submitted in response to this rule must submit a self-addressed, 
stamped postcard on which the following statement is made: ``Comments 
to Docket No. 96-CE-08-AD.'' The postcard will be date stamped and 
returned to the commenter.
    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.
    The FAA has determined that this regulation is an emergency 
regulation that must be issued immediately to correct an unsafe 
condition in aircraft, and is not a significant regulatory action under 
Executive Order 12866. It has been determined further that this action 
involves an emergency regulation under DOT Regulatory Policies and 
Procedures (44 FR 11034, February 26, 1979). If it is determined that 
this emergency regulation otherwise would be significant under DOT 
Regulatory Policies and Procedures, a final regulatory evaluation will 
be prepared and placed in the Rules Docket (otherwise, an evaluation is 
not required). A copy of it, if filed, may be obtained from the Rules 
Docket.

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 USC 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:

96-03-11  American Champion Aircraft Corporation: Amendment 39-9508; 
Docket No. 96-CE-08-AD.

    Applicability: The following airplane models and serial numbers, 
certificated in any category, that are equipped with metal spar 
wings:

--Model 8KCAB airplanes, serial numbers 643-90 through 762-95;
--Model 8KCAB airplanes, all serial numbers, that are equipped with 
metal spar wings, wing assembly part number 7-1521 (installed in 
accordance with American Champion Service Kit 403);
--Model 8GCBC airplanes, serial numbers 361-91 through 374-95;
--Model 8GCBC airplanes, all serial numbers, that are equipped with 
metal spar wings, wing assembly part number 7-1542;
--Model 7GCBC airplanes, serial numbers 1200-94 through 1212-95;
--Model 7GCBC airplanes, all serial numbers, that are equipped with 
metal spar wings, wing assembly part number 7-1541;
--Model 7ECA airplanes, serial numbers 1355-95 through 1357-95; and
--Model 7ECA airplanes, all serial numbers, that are equipped with 
metal spar wings, wing assembly part number 7-1567.

    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 (d) 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 follows:

--Within the next 50 hours time-in-service after the effective date 
of this AD, unless already accomplished; and
--Upon the installation of metal spar wings, unless the replacement 
wings have been inspected in accordance with this AD prior to 
installation.

    To prevent structural failure of a wing assembly caused by 
cracked or scratched 

[[Page 5503]]
wing front strut fittings, which, if not detected and corrected, could 
result in loss of control of the airplane, accomplish the following:
    (a) Inspect the wing front strut fittings for cracks, scratches, 
or surface deformities in accordance with the instructions in 
American Champion Aircraft Corporation Service Letter 408, dated 
January 24, 1996. Figure 3 of Service Letter 408 depicts the 
crosshatched areas of the fittings that must be inspected. This 
service letter specifies both a visual inspection and the choice of 
either a dye penetrant, Zyglo test, ultrasonic, or x-ray inspection. 
Prior to further flight, replace any wing front strut fitting that 
has any crack, scratch, or surface deformity, with a wing front 
strut fitting that is found to be free of cracks, scratches, and 
surface deformities. Accomplish this replacement in accordance with 
the instructions in the applicable maintenance manual.

    Note 2: American Champion Aircraft Corporation Service Letter 
408 specifies replacing the wing strut fitting if scratches are 
found that are deeper than 0.010 inch. This AD requires replacing 
the wing strut fitting if any scratch is found and takes precedence 
over that specified in the service letter.
    Note 3: American Champion Service Letter 408 only references 
wing front strut fittings, part numbers 3-1632-1 and 3-1632-2. 
Certain airplanes will incorporate wing front strut fittings, part 
numbers 3-1646R and 3-1646L, depending on the specific airplane 
design. The design of the critical area of the strut is the same and 
the inspection procedures apply to all of the above-referenced wing 
front strut fitting part numbers.

    (b) Send the results of the inspection required by paragraph (a) 
of this AD within 10 calendar days after the inspection to the 
Manager, Chicago Aircraft Certification Office (ACO), 2300 E. Devon, 
room 232, Des Plaines, Illinois 60018. Include the airplane serial 
number, and the condition and number of hours time-in-service of 
each cracked or scratched wing front strut fitting at the time of 
inspection. (Reporting approved by the Office of Management and 
Budget under OMB no. 2120-0056.)
    (c) 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.
    (d) An alternative method of compliance or adjustment of the 
compliance time that provides an equivalent level of safety may be 
approved by the Manager, Chicago ACO, at the address specified in 
paragraph (b) of this AD. The request shall be forwarded through an 
appropriate FAA Maintenance Inspector, who may add comments and then 
send it to the Manager, Chicago ACO.

    Note 4: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Chicago ACO.

    (e) The inspections required by this AD shall be done in 
accordance with American Champion Aircraft Corporation Service 
Letter 408 dated January 24, 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 
American Champion Aircraft Corporation, 32032 Washington Avenue, 
Rochester, Wisconsin 53167. Copies may be inspected at the FAA, 
Central Region, Office of the Assistant Chief Counsel, Room 1558, 
601 E. 12th Street, Kansas City, Missouri, or at the Office of the 
Federal Register, 800 North Capitol Street, NW., 7th Floor, suite 
700, Washington, DC.
    (f) This amendment (39-9508) becomes effective on February 26, 
1996.

    Issued in Kansas City, Missouri, on January 31, 1996.
Michael Gallagher,
Manager, Small Airplane Directorate, Aircraft Certification Service.
[FR Doc. 96-2684 Filed 2-12-96; 8:45 am]
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