[Federal Register Volume 62, Number 159 (Monday, August 18, 1997)]
[Rules and Regulations]
[Pages 43926-43930]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 97-21788]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 97-CE-65-AD; Amendment 39-10105; AD 97-17-03]
RIN 2120-AA64
Airworthiness Directives; Ayres Corporation S2R Series Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule; request for comments.
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SUMMARY: This amendment supersedes Airworthiness Directive (AD) 97-13-
11, which currently requires inspecting the \1/4\-inch and \5/16\-inch
bolt hole areas on the lower spar caps for fatigue cracking on Ayres
S2R series airplanes, and replacing any lower spar cap if fatigue
cracking is found. That AD resulted from an accident on an Ayres S2R
series airplane where the wing separated from the airplane in flight.
AD 97-13-11 incorrectly references the Ayres Model S2R-R1340 airplanes
as Model S2R-1340R. This AD requires the same actions as AD 97-13-11,
but corrects the designation of the Model S2R-R1340 airplanes. The
actions specified by this AD are intended to detect fatigue cracking of
the lower spar caps, which, if not corrected, could result in the wing
separating from the airplane with
[[Page 43927]]
consequent loss of control of the airplane.
DATES: Effective September 5, 1997.
The incorporation by reference of certain publications listed in
the regulations was previously approved by the Director of the Federal
Register as of July 10, 1997 (62 FR 36978).
Comments for inclusion in the Rules Docket must be received on or
before October 17, 1997.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Central Region, Office of the Assistant Chief
Counsel, Attention: Rules Docket 97-CE-65-AD, Room 1558, 601 E. 12th
Street, Kansas City, Missouri 64106.
Service information that applies to this AD may be obtained from
the Ayres Corporation, P.O. Box 3090, One Rockwell Avenue, Albany,
Georgia 31706-3090. This information may also be examined at the
Federal Aviation Administration (FAA), Central Region, Office of the
Assistant Chief Counsel, Attention: Rules Docket 97-CE-65-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: Cindy Lorenzen, Aerospace Engineer,
FAA, Atlanta Aircraft Certification Office, Campus Building, 1701
Columbia Avenue, suite 2-160, College Park, Georgia 30337-2748;
telephone (404) 305-7357; facsimile (404) 305-7348.
SUPPLEMENTARY INFORMATION:
Discussion
AD 97-13-11, Amendment 39-10071 (62 FR 36978, July 10, 1997),
currently requires the following on Ayres S2R series airplanes:
inspecting the \1/4\-inch and \5/16\-inch bolt hole areas on the lower
spar caps for fatigue cracking, and replacing any lower spar cap if
fatigue cracking is found. Accomplishment of the inspection is in
accordance with Ayres Service Bulletin No. SB-AG-39, dated September
17, 1996. This inspection utilizes magnetic particle procedures and
must follow American Society for Testing Materials (ASTM) E1444-94A,
using wet particles meeting the requirements of the Society for
Automotive Engineers (SAE) AMS 3046. This inspection is to be
accomplished by a Level 2 or Level 3 inspector certified using the
guidelines established by the American Society for Nondestructive
Testing or MIL-STD-410.
That AD resulted from an accident on an Ayres S2R series airplane
where the wing separated from the airplane in flight. Investigation of
all resources available to the FAA shows nine occurrences of fatigue
cracking in the lower spar caps of Ayres S2R airplanes, specifically
emanating from the \1/4\-inch and \5/16\-inch bolt holes. Although the
investigation of the above-referenced accident is not complete, the FAA
believes that the cause can be attributed to fatigue cracks emanating
from the \1/4\-inch and \5/16\-inch bolt holes in the left lower spar
cap.
Data accumulated by the FAA indicates that the fatigue cracks on
these Ayres S2R series airplanes become detectable at different times
based upon the type of engines and design of the airplane. With this in
mind, the FAA has categorized these airplanes into three groups:
--Group 1 airplanes have steel spar caps with aluminum webs. These
airplanes are capable of carrying heavier loads and data indicates that
inspections in the affected areas of the lower spar caps should begin
upon the accumulation of 2,700 hours time-in-service (TIS);
--Group 2 airplanes have steel spar caps with steel webs. Because of
the steel webs as opposed to aluminum, data indicates that inspections
in the affected areas of the lower spar caps should begin upon the
accumulation of 4,300 hours TIS; and
--Group 3 airplanes, which are the ones manufactured first, have steel
spars with aluminum webs and low horsepower radial engines, and thus do
not have the ability to carry as much weight as airplanes in the other
two groups. Data indicates that inspections in the affected areas of
the lower spar caps should begin upon the accumulation of 9,000 hours
TIS.
Manufacture of the affected airplanes began in 1965 with the
airplanes incorporating the lower horsepower radial engines. Many of
the airplane models referenced in this AD are still currently in
production. These airplanes are used in agricultural operations and
average 500 hours TIS annually. With this in mind, some of the earlier
manufactured airplanes could have as many as 16,000 hours total TIS.
Actions Since Issuance of the Previous Rule
Since issuance of AD 97-13-11, the FAA realizes that it
inadvertently referenced Ayres Model S2R-R1340 airplanes as Model S2R-
1340R airplanes. Although the FAA believes that most affected operators
will realize the intent of this airplane model designation, a few may
either choose not to comply because legally they are not required to or
they may not realize that the intent was to include the Model S2R-R1340
airplanes in the Applicability of AD 97-13-11.
The FAA's Determination
After examining the circumstances and reviewing all available
information related to the incidents described above, the FAA has
determined that AD action should be taken in order to detect fatigue
cracking of the lower spar caps, which, if not corrected, could result
in the wing separating from the airplane with consequent loss of
control of the airplane.
Explanation of the Provisions of This AD
Since an unsafe condition has been identified that is likely to
exist or develop in other Ayres S2R airplanes of the same type design,
this AD supersedes AD 97-13-11 with a new AD. This AD retains the
requirements from AD 97-13-11 of inspecting the \1/4\-inch and \5/16\-
inch bolt hole areas on the lower spar caps for fatigue cracking, and
replacing any lower spar cap where fatigue cracking is found; and
changes the designation of the Ayres Model S2R-1340R airplanes to Ayres
Model S2R-R1340 airplanes. Accomplishment of the inspection continues
to be in accordance with Ayres Service Bulletin No. SB-AG-39, dated
September 17, 1996. This inspection utilizes magnetic particle
procedures and must follow American Society for Testing Materials
(ASTM) E1444-94A, using wet particles meeting the requirements of the
Society for Automotive Engineers (SAE) AMS 3046. This inspection is to
be accomplished by a Level 2 or Level 3 inspector certified using the
guidelines established by the American Society for Nondestructive
Testing or MIL-STD-410.
Determination of the Effective Date of the AD
Since a situation exists (possible wing separation from the
airplane) 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
[[Page 43928]]
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. 97-CE-65-AD.'' The postcard will be date stamped and
returned to the commenter.
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.
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 removing AD 97-13-11, Amendment 39-
10071 (62 FR 36978, July 10, 1997), and by adding a new airworthiness
directive (AD) to read as follows:
97-17-03 Ayres Corporation: Amendment 39-10105; Docket No. 97-CE-
65-AD. Supersedes AD 97-13-11; Amendment 39-10071.
Applicability: Airplanes with the following model and serial
number designations with or without a -DC suffix, certificated in
any category:
Group 1 Airplanes
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Model Serial Nos.
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S-2R................................... 5000R through 5099R.
S2R-R1340.............................. R1340-011, R1340-012, R1340-019, R1340-020, R1340-024, R1340-025, and
R1340-027.
S2R-R1820.............................. R1820-001 through 1820-035.
S2R-T34................................ 6000R through 6049R, T34-001 through T34-143, T34-145, T34-147 through
T34-167, T34-171, T34-180, and T34-181.\1\
S2R-T15................................ T15-001 through T15-033.\2\
S2R-T11................................ T11-001 through T11-005.
S2R-G1................................. G1-101 through G1-108.
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\1\ The serial numbers of the Model S2R-T34 airplanes could incorporate T34-xxx, T36-xxx, T41-xxx, or T42-xxx.
This AD applies to all of these serial number designations as they are all Model S2R-T34 airplanes.
\2\ The serial numbers of the Model S2R-T15 airplanes could incorporate T15-xx and T27-xx. This AD applies to
both of these serial number designations as they are both Model S2R-T15 airplanes.
Group 2 Airplanes
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Model Serial Nos.
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S2R-R1340.............................. R1340-028 through R1340-035.
S2R-R1820.............................. R1820-036.
S2R-T65................................ T65-001 through T65-017.
S2RHG-T65.............................. T65-002 through T65-017.
S2R-T34................................ T34-144, T34-146, T34-168, T34-169, T34-172 through T34-179, and T34-
189 through T34-226.\1\
S2R-T45................................ T45-001 through T45-014.
S2R-G6................................. G6-101 through G6-146.
S2R-G10................................ G10-101 through G10-138.
[[Page 43929]]
S2R-G5................................. G5-101 through G5-105.
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\1\ The serial numbers of the Model S2R-T34 airplanes could incorporate T34-xxx, T36-xxx, T41-xxx, or T42-xxx.
This AD applies to all of these serial number designations as they are all Model S2R-T34 airplanes.
Group 3 Airplanes \1\
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Model Serial Nos.
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600 S2D................................ All serial numbers beginning with 600-1311D.
S-2R................................... 1380R and 1416R through 4999R.
S2R-R1340.............................. R1340-001 through R1340-010, R1340-013 through R1340-018, R1340-021
through R1340-023, and R1340-026.
S2R-R3S................................ R3S-001 through R3S-011.
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\1\ Any Group 3 airplane that has been modified with a hopper of a capacity over 400 gallons, a piston engine
greater than 600 horsepower, or any gas turbine engine makes the airplane a Group 1 airplane for the purposes
of this AD. The owner/operator must inspect the airplane at the Group 1 compliance time specified in the
Compliance section of this AD.
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 (e) 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: Inspections required as indicated below and any
necessary replacement required prior to further flight as indicated
in the body of this AD, unless already accomplished in accordance
with AD 97-13-11 (superseded by this AD):
--Group 1 Airplanes: Required upon the accumulation of 2,700 hours
time-in-service (TIS) on each lower spar cap or prior to further
flight after the effective date of this AD, whichever occurs later.
--Group 2 Airplanes: Required upon the accumulation of 4,300 hours
TIS on each lower spar cap or prior to further flight after the
effective date of this AD, whichever occurs later.
--Group 3 Airplanes: Required upon the accumulation of 9,000 hours
TIS on each lower spar cap or prior to further flight after the
effective date of this AD, whichever occurs later.
To detect fatigue cracking of the lower spar caps, which, if not
corrected, could result in the wing separating from the airplane
with consequent loss of control of the airplane, accomplish the
following:
(a) Inspect, using magnetic particle procedures, the \1/4\-inch
and \5/16\-inch bolt hole areas on each lower spar cap for fatigue
cracking. Accomplishment of the inspection is in accordance with
Ayres Service Bulletin No. SB-AG-39, dated September 17, 1996.
(1) The magnetic particle inspection must follow American
Society for Testing Materials (ASTM) E1444-94A, using wet particles
meeting the requirements of the Society for Automotive Engineers
(SAE) AMS 3046.
(2) This inspection is to be accomplished by a Level 2 or Level
3 inspector certified using the guidelines established by the
American Society for Nondestructive Testing or MIL-STD-410.
(b) If any cracking is found during the inspection required by
this AD, prior to further flight, replace the affected lower spar
cap in accordance with the affected maintenance manual. Upon
replacement, total hours TIS starts over for that particular lower
spar cap. Use the compliance time specified in the Compliance
section of this AD to determine when the inspection is required.
(c) If any cracking is found during the inspection required by
this AD, submit a report of inspection findings to the Manager,
Atlanta Aircraft Certification Office (ACO), Campus Building, 1701
Columbia Avenue, Suite 2-160, College Park, Georgia 30337-2748;
facsimile (404) 305-7348; at the applicable time specified in
paragraph (c)(1) or (c)(2) of this AD. The report must include a
description of any cracking found, the airplane serial number, and
the total number of flight hours on the lower spar cap found
cracked. Information collection requirements contained in this
regulation have been approved by the Office of Management and Budget
(OMB) under the provisions of the Paperwork Reduction Act of 1980
(44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number
2120-0056.
(1) For airplanes on which the inspection is accomplished after
the effective date of this AD: Submit the report within 10 days
after performing the inspection required by paragraph (a) of this
AD.
(2) For airplanes on which the inspection has been accomplished
in accordance with AD 97-13-11 (superseded by this AD): Submit the
report within 10 days after the effective date of this AD, unless
already accomplished.
(d) 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 to
accomplish the modification requirements of this AD provided the
following is followed:
(1) The hopper is empty.
(2) Vne is reduced to 126 miles per hour (109 knots).
(3) Flight into known turbulence is prohibited.
(e) An alternative method of compliance or adjustment of the
compliance time that provides an equivalent level of safety may be
approved by the Manager, Atlanta Aircraft Certification Office
(ACO), Campus Building, 1701 Columbia Avenue, Suite 2-160, College
Park, Georgia 30337-2748.
(1) The request shall be forwarded through an appropriate FAA
Maintenance Inspector, who may add comments and then send it to the
Manager, Atlanta ACO.
(2) Alternative methods of compliance approved in accordance
with AD 97-13-11 (superseded by this action) are 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 Atlanta ACO.
(f) The inspection required by this AD shall be done in
accordance with Ayres Service Bulletin No. SB-AG-39, dated September
17, 1996. This incorporation by reference was previously approved by
the Director of the Federal Register in accordance with 5 U.S.C.
552(a) and 1 CFR part 51 as of July 10, 1997 (62 FR 36978). Copies
may be obtained from the Ayres Corporation, P.O. Box 3090, One
Rockwell Avenue, Albany, Georgia 31706-3090. 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., suite
700, Washington, DC.
(g) This amendment (39-10105) supersedes AD 97-13-11, Amendment
39-10071.
(h) This amendment (39-10105) becomes effective on September 5,
1997.
[[Page 43930]]
Issued in Kansas City, Missouri, on August 11, 1997.
Michael Gallagher,
Manager, Small Airplane Directorate, Aircraft Certification Service.
[FR Doc. 97-21788 Filed 8-15-97; 8:45 am]
BILLING CODE 4910-13-P