[Federal Register Volume 67, Number 217 (Friday, November 8, 2002)]
[Proposed Rules]
[Pages 68047-68051]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 02-28407]


 ========================================================================
 Proposed Rules
                                                 Federal Register
 ________________________________________________________________________
 
 This section of the FEDERAL REGISTER contains notices to the public of 
 the proposed issuance of rules and regulations. The purpose of these 
 notices is to give interested persons an opportunity to participate in 
 the rule making prior to the adoption of the final rules.
 
 ========================================================================
 

  Federal Register / Vol. 67, No. 217 / Friday, November 8, 2002 / 
Proposed Rules  

[[Page 68047]]



DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001-CE-37-AD]
RIN 2120-AA64


Airworthiness Directives; Quality Aerospace, Inc., S2R Series and 
Model 600 S2D Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of proposed rulemaking (NPRM).

-----------------------------------------------------------------------

SUMMARY: This document proposes to supersede Airworthiness Directive 
(AD) 2000-11-16, which currently applies to certain Quality Aerospace, 
Inc. (Quality Aerospace) (formerly Ayres Corporation) S2R series and 
Model 600 S2D airplanes. AD 2000-11-16 requires you to repetitively 
inspect the \1/4\-inch and \5/16\-inch bolt hole areas on the lower 
spar caps for fatigue cracking; replace or repair any lower spar cap 
where fatigue cracking is found; and report any fatigue cracking found. 
AD 2000-11-16 resulted from an accident of an Ayres S2R series airplane 
where the wing separated from the airplane in flight. Since AD 2000-11-
16, additional airplanes have been identified that were manufactured 
with a similar design to those affected by the AD and a third repair 
option has been developed. This proposed AD would retain the repetitive 
inspections and replacement (if necessary) requirements of the lower 
spar caps that are currently required in AD 2000-11-16, add additional 
airplanes to the Applicability of the AD, and add a third repair 
option. The actions specified by this proposed AD are intended to 
detect and correct fatigue cracking of the lower spar caps, which could 
result in the wing separating from the airplane with consequent loss of 
control of the airplane.

DATES: The Federal Aviation Administration (FAA) must receive any 
comments on this proposed rule on or before January 15, 2003.

ADDRESSES: Submit comments to FAA, Central Region, Office of the 
Regional Counsel, Attention: Rules Docket No. 2001-CE-37-AD, 901 
Locust, Room 506, Kansas City, Missouri 64106. You may view any 
comments at this location between 8 a.m. and 4 p.m., Monday through 
Friday, except Federal holidays. You may also send comments 
electronically to the following address: [email protected]. 
Comments sent electronically must contain ``Docket No. 2001-CE-37-AD'' 
in the subject line. If you send comments electronically as attached 
electronic files, the files must be formatted in Microsoft Word 97 for 
Windows or ASCII text.
    You may get service information that applies to this proposed AD 
from Quality Aerospace, Inc., P.O. Box 3050, Albany, Georgia 31706-
3050; telephone: (229) 883-1440; facsimile: (229) 883-9790. You may 
also view this information at the Rules Docket at the address above.

FOR FURTHER INFORMATION CONTACT: Cindy Lorenzen, Aerospace Engineer, 
FAA, Aircraft Certification Office, One Crown Center, 1895 Phoenix 
Boulevard, suite 450, Atlanta, Georgia 30349; telephone: (770) 703-
6078; facsimile: (770) 703-6097.

SUPPLEMENTARY INFORMATION:

Comments Invited

How Do I Comment on This Proposed AD?

    The FAA invites comments on this proposed rule. You may submit 
whatever written data, views, or arguments you choose. You need to 
include the rule's docket number and submit your comments to the 
address specified under the caption ADDRESSES. We will consider all 
comments received on or before the closing date. We may amend this 
proposed rule in light of comments received. Factual information that 
supports your ideas and suggestions is extremely helpful in evaluating 
the effectiveness of this proposed AD action and determining whether we 
need to take additional rulemaking action.

Are There Any Specific Portions of This Proposed AD I Should Pay 
Attention To?

    The FAA specifically invites comments on the overall regulatory, 
economic, environmental, and energy aspects of this proposed rule that 
might suggest a need to modify the rule. You may view all comments we 
receive before and after the closing date of the rule in the Rules 
Docket. We will file a report in the Rules Docket that summarizes each 
contact we have with the public that concerns the substantive parts of 
this proposed AD.

How Can I Be Sure FAA Receives My Comment?

    If you want FAA to acknowledge the receipt of your mailed comments, 
you must include a self-addressed, stamped postcard. On the postcard, 
write ``Comments to Docket No. 2001-CE-37-AD.'' We will date stamp and 
mail the postcard back to you.

Discussion

Has FAA Taken Any Action to This Point?

    An accident on an Ayres S2R series airplane where the wing 
separated from the airplane in flight caused us to issue AD 2000-11-16, 
Amendment 39-11764 (65 FR 36055, June 7, 2000). This AD requires the 
following on certain Quality Aerospace S2R series and Model 600 S2D 
airplanes:

--Repetitively inspect the \1/4\-inch and \5/16\-inch bolt hole areas 
on the lower spar caps for fatigue cracking;
--Replacing or repairing any lower spar cap where fatigue cracking is 
found; and
--Reporting any fatigue cracking to FAA.

    AD 2000-11-16 superseded AD 97-17-03, Amendment 39-10195 (62 FR 
43296, August 18, 1997), which required accomplishing the following:
--Inspecting the \1/4\-inch and \5/16\-inch bolt hole areas on the 
lower spar caps for fatigue cracking;
--Replacing any lower spar cap where fatigue cracking is found; and
--Reporting any fatigue cracking to FAA.

    AD 2000-11-16 made the inspections required in AD 97-17-03 
repetitive, added additional airplanes to the Applicability of the AD, 
changed the initial compliance time for all airplanes, and arranged the 
affected airplanes into six groups based on usage and configuration.
    AD 97-17-03 superseded AD 97-13-11, Amendment 39-10071 (62 FR

[[Page 68048]]

36978, July 10, 1997), which required accomplishing the following:

--Inspecting the \1/4\-inch and \5/16\-inch bolt hole areas on the 
lower spar caps for fatigue cracking;
--Replacing any lower spar cap where fatigue cracking is found; and
--Reporting any fatigue cracking to FAA.

    AD 97-13-11 incorrectly referenced the Ayres Model S2R-R1340 
airplanes as Model S2R-1340R. AD 97-17-03 corrected the model 
designation and retained the actions of AD 97-13-11.

What Has Happened Since AD 2000-11-16 To Initiate This Action?

    Since AD 2000-11-16, FAA has identified additional airplanes with 
the same type design that should be added to the Applicability of the 
AD. The manufacturer has issued update service information that gives 
the owners/operators of the affected airplanes an additional repair 
option. We have also identified several minor typographical errors in 
AD 2000-11-16.

Is There Service Information That Applies to This Subject?

    Quality Aerospace (formerly Ayres Corporation) has issued these 
service bulletins:

--Ayres Service Bulletin No. SB-AG-39, dated September 17, 1996;
--Ayres Custom Kit No. CK-AG-29, dated December 23, 1997; and
--Quality Aerospace Custom Kit No. CK-AG-30, dated December 6, 2001.

What Are the Provisions of This Service Information?

    These service bulletins include procedures for:
--Inspecting the \1/4\-inch and \5/16\-inch bolt hole areas on the 
lower spar caps for fatigue cracking;
--Reworking the spar cap if a small crack is found in the \1/4\-inch 
spar cap hole;
--Replacing the butterfly center splice plate, part number 20211-3, 
from the aft surface of the wing spar join area; and
--Installing a splice block that improves the chances of salvaging a 
spar cap that has small cracks in the \1/4\-inch and \5/16\-inch bolt 
holes.

The FAA's Determination and an Explanation of the Provisions of This 
Proposed AD

What Has FAA Decided?

    After examining the circumstances and reviewing all available 
information related to the incidents described above, we have 
determined that:

--The unsafe condition referenced in this document exists or could 
develop on other Quality Aerospace S2R series and Model 600 S2D 
airplanes of the same type design;
--The actions specified in the previously-referenced service 
information should be accomplished on the affected airplanes; and
--AD action should be taken in order to correct this unsafe condition.

What Would This Proposed AD Require?

    This proposed AD would supersede AD 2000-11-16 with a new AD that 
would:

--Retain the repetitive inspections and replacement (if necessary) 
requirements of AD 2000-11-16;
--Add an additional repair option of installing a splice block to 
improve the chances of salvaging a spar cap that has small cracks in 
the \1/4\-inch and \5/16\-inch bolt holes; and
--Add additional airplanes to the Applicability of the AD.

Cost Impact

How Many Airplanes Would This Proposed AD Impact?

    We estimate that this proposed AD affects 1,015 airplanes in the 
U.S. registry.

What Would be the Cost Impact of This Proposed AD on Owners/Operators 
of the Affected Airplanes?

    We estimate the following costs to accomplish each proposed 
inspection:

----------------------------------------------------------------------------------------------------------------
                                                                      Total cost per      Total cost on U.S.
                      Labor cost                        Parts cost       airplane              operators
----------------------------------------------------------------------------------------------------------------
3 workhours x $60 = $180.............................         $417             $597      1,015 x $597 = $605,955
----------------------------------------------------------------------------------------------------------------

    We estimate the following costs to accomplish any necessary cold 
work of bolt holes that would be required based on the results of the 
proposed inspection. We have no way of determining the number of 
airplanes that may need such repair:

----------------------------------------------------------------------------------------------------------------
                                                                                                  Total cost per
                                   Labor cost                                       Parts cost       airplane
----------------------------------------------------------------------------------------------------------------
1 workhour x $60= $60..........................................................            $100             $160
----------------------------------------------------------------------------------------------------------------

    We estimate the following costs to accomplish any necessary 
installation of a butterfly splice plate that would be required based 
on the results of the proposed inspection. We have no way of 
determining the number of airplanes that may need such installation:

----------------------------------------------------------------------------------------------------------------
                                                                                                  Total cost per
                                   Labor cost                                       Parts cost       airplane
----------------------------------------------------------------------------------------------------------------
70 workhours x $60 = $4,200....................................................            $700           $4,900
----------------------------------------------------------------------------------------------------------------

    We estimate the following costs to accomplish any necessary reaming 
of outer holes to \5/16\-inch diameter that would be required based on 
the results of the proposed inspection. We have no way of determining 
the number of airplanes that may need such repair:

[[Page 68049]]



----------------------------------------------------------------------------------------------------------------
                                                                                                  Total cost per
                                   Labor cost                                       Parts cost       airplane
----------------------------------------------------------------------------------------------------------------
1 workhour x $60 = $60.........................................................            None              $60
----------------------------------------------------------------------------------------------------------------

    We estimate the following costs to accomplish any necessary 
drilling and reaming of outer holes and adding three holes to install a 
splice block that would be required based on the results of the 
proposed inspection. We have no way of determining the number of 
airplanes that may need such modification:

------------------------------------------------------------------------
                                                          Total cost per
               Labor cost                   Parts cost       airplane
------------------------------------------------------------------------
65 workhours x $60 = $3,900.............         $4,100           $8,000
------------------------------------------------------------------------

    We estimate the following costs to accomplish any necessary spar 
cap replacement that would be required based on the results of the 
proposed inspection. We have no way of determining the number of 
airplanes that may need such replacement:

----------------------------------------------------------------------------------------------------------------
                                                                                  Parts cost per  Total cost per
                            Labor cost per spar cap                                  spar cap        spar cap
----------------------------------------------------------------------------------------------------------------
200 workhours X $60 = $12,000..................................................          $2,316          $14,316
----------------------------------------------------------------------------------------------------------------

What Is the Difference Between the Cost Impact of This Proposed AD and 
the Cost Impact of AD 2000-11-16?

    The differences between this proposed AD and the cost impact of AD 
2000-11-16 are:

--The addition of an optional repair to install a splice block; and
--The addition of 15 airplanes of similar design.

Regulatory Impact

Would This Proposed AD Impact Various Entities?

    The regulations proposed herein would 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. Therefore, it 
is determined that this proposed rule would not have federalism 
implications under Executive Order 13132.

Would This Proposed AD Involve a Significant Rule or Regulatory Action?

    For the reasons discussed above, I certify that this proposed 
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) if 
promulgated, 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 draft regulatory 
evaluation prepared for this action has been placed 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, Safety.

The Proposed Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the Federal Aviation Administration proposes to amend 
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. FAA amends Sec.  39.13 by removing Airworthiness Directive (AD) 
2000-11-16, Amendment 39-11764 (65 FR 36055, June 7, 2000), and by 
adding a new AD to read as follows:

** ** ** Quality Aerospace, Inc. (Ayres Corporation formerly held 
Type Certificate (TC) No. A4SW): Docket No. 2001-CE-37-AD; 
Supersedes AD 2000-11-16, Amendment 39-11764.
    (a) What airplanes are affected by this AD? This AD affects the 
following airplane models and serial numbers that are certificated 
in any category:

------------------------------------------------------------------------
             Model                       Serial Numbers            Group
------------------------------------------------------------------------
(1) S-2R......................  5000R through 5099R, except            1
                                 5010R, 5031R, 5038R, 5047R, and
                                 5085R.
(2) S2R-G1....................  G1-101 through G1-106...........       1
(3) S2R-R1820.................  R1820-001 through R1820-035.....       1
(4) S2R-T15...................  T15-001 through T15-033.........       1
(5) S2R-T34...................  6000R through 6049R, T34-001           1
                                 through T34-143, T34-144, T34-
                                 147 through T34-167, T34-171,
                                 T34-180, and T34-181.
(6) S2R-G10...................  G10-101 through G10-136, G10-          2
                                 138, G10-140, and G10-141.
(7) S2R-G5....................  G5-101 through G5-105...........       2
(8) S2R-G6....................  G6-101 through G6-147...........       2
(9) S2RHG-T65.................  T65-002 through T65-018.........       2
(10) S2R-R1820................  R1820-036.......................       2
(11) S2R-T34..................  T34-144, T34-146, T34-168, T34-        2
                                 169, T34-172 through T34-179,
                                 and T34-189 through T34-232,
                                 and T34-234.

[[Page 68050]]

 
(12) S2R-T45..................  T45-001 through T45-014.........       2
(13) S2R-T65..................  T65-001 through T65-018.........       2
(14) 600 S2D..................  All serial numbers beginning           3
                                 with 600-1311D.
(15) S-2R.....................  1380R and 1416R through 2592R...       3
(16) R1340....................  R1340-001 through R1340-035.....       3
(17) S2R-R3S..................  R3S-001 through R3S-011.........       3
(18) S2R-T11..................  T11-001 through T11-005.........       3
(19) S2R-G1...................  G1-107, G1-108, and G1-109......       4
(20) S2R-G10..................  G10-137, G10-139, and G10-142...       4
(21) S2R-T34..................  T34-225, T34-236, T34-237, and         4
                                 T34-238.
(22) S2R-G1...................  G1-110 through G1-115...........       5
(23) S2R-G10..................  G10-143 through G10-165.........       5
(24) S2R-G6...................  G6-148 through G6-155...........       5
(25) S2RHG-T34................  T34HG-102.......................       5
(26) S2R-T15..................  T15-034 through T15-040.........       5
(27) S2R-T34..................  T34-239 through T34-270.........       5
(28) S2R-T45..................  T45-015.........................       5
(29) S2R......................  5010R, 5031R, 5038R, 5047R, and        6
                                 5085R.
------------------------------------------------------------------------


    Note 1: The serial numbers of the Model S2R-T15 airplanes could 
incorporate T15-xxx and T27-xxx. This AD applies to both of these 
serial number designations as they are both Model S2R-T15 airplanes.


    Note 2: 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.


    Note 3: Any Group 3 airplane that has been modified with a 
hopper of a capacity more than 410 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. Inspect the airplane 
at the Group 1 compliance time specified in this AD.

    (b) Who must comply with this AD? Anyone who wishes to operate 
any of the airplanes identified in paragraph (a) of this AD must 
comply with this AD.
    (c) What problem does this AD address? The actions specified by 
this AD are intended to detect and correct fatigue cracking of the 
lower spar caps, which could result in the wing separating from the 
airplane with consequent loss of control of the airplane.
    (d) What actions must I accomplish to address this problem? To 
address this problem, you must accomplish the following:
    (1) Repetitively inspect, using magnetic particle, ultrasonic, 
or eddy current procedures, the \1/4\-inch and \5/16\-inch bolt hole 
areas on each lower spar cap for fatigue cracking. Reference 
paragraph (e)(3) and (e)(4) of this AD (including all subparagraphs) 
to obtain the initial and repetitive inspection compliance times.
    (i) The cracks may emanate from the bolt hole on the face of the 
spar cap or they may occur in the shaft of the hole.
    (ii) You must inspect both of these areas.
    (iii) If using the magnetic particle method for the inspection, 
perform the inspection using the ``Inspection'' portion of the 
``Accomplishment Instructions'' and ``Lower Splice Fitting Removal 
and Installation Instructions'' in Ayres Service Bulletin No. SB-AG-
39, dated September 17, 1996. You 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. 
The inspection must be performed by or supervised by a Level 2 or 
Level 3 inspector certified for magnetic particle inspection method 
using the guidelines established by the American Society for 
Nondestructive Testing or MIL-STD-410. CAUTION: You must firmly 
support the wings during the inspection to prevent movement of the 
spar caps when the splice blocks are removed. This will allow easier 
realignment of the splice block holes and the holes in the spar cap 
for bolt insertion.
    (iv) If using ultrasonic or eddy current methods for the 
inspection, a procedure must be sent to the FAA Atlanta Aircraft 
Certification Office for approval prior to performing the 
inspection. Send your proposed procedure to the FAA Atlanta Aircraft 
Certification Office (ACO), Attn: Cindy Lorenzen, One Crown Center, 
1895 Phoenix Boulevard, Suite 450, Atlanta, Georgia 30349. You are 
not required to remove the splice block for either the ultrasonic or 
eddy current inspections, unless corrosion is visible.
    (2) If any cracking is found during any inspection required by 
this AD, you must accomplish the following:
    (i) Repair or replace:
    (A) Use the cold work process to ream out small cracks as 
defined in Ayres Service Bulletin No. SB-AG-39, dated September 17, 
1996; or
    (B) ream the \1/4\-inch bolt holes to \5/16\ inches diameter as 
defined in Part I of Ayres Custom Kit No. CK-AG-29, dated December 
23, 1997; or
    (C) install Kaplan Splice Blocks as defined in Quality 
Aerospace, Inc. Custom Kit No. CK-AG-30, dated December 6, 2001; or
    (D) replace the affected spar cap in accordance with the 
maintenance manual.
    (ii) Submit a report of inspection findings to the Manager, 
Atlanta ACO, One Crown Center, 1895 Phoenix Boulevard, Suite 450, 
Atlanta, Georgia 30349; facsimile: (770) 703-6097. You must include:
    (A) The airplane serial number and engine model number;
    (B) The total number of flight hours on the lower spar cap that 
is cracked;
    (C) Time on the spar cap since last inspection, if applicable;
    (D) The procedure (magnetic particle, ultrasonic, or eddy 
current) used for the last inspection;
    (E) Indicate if cold working has been accomplished or 
modifications incorporated such as installation of big butterfly 
plates;
    (F) Indicate the time on the spar cap when the cold working or 
modifications were accomplished; and
    (G) Indicate which bolt hole is cracked and the length of the 
crack.

    Note 4: 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.

    (e) What is the compliance time of this AD? The compliance times 
for each of the actions of this AD are as follows:
    (1) Any required repair or replacement: Prior to further flight 
after the inspection where the crack(s) was/were found.
    (2) Reporting requirement:
    (i) Submit the report within 10 days after finding any crack(s) 
during any inspection required by this AD.
    (ii) For airplanes where cracking was found during any 
inspection accomplished in accordance with AD 2000-11-16, which is 
superseded by this AD; or by AD 97-17-03, which was superseded AD 
2000-11-16; or by AD 97-13-11, which was superseded by AD 97-17-03, 
submit the report within 10 days after the effective date of this 
AD, unless already accomplished.
    (3) Initial inspection: Required unless already accomplished 
(compliance with AD 2000-11-16, or AD 97-17-03, or AD 97-13-11) 
within 50 flight hours after the effective date of this AD or upon 
the accumulation of these hours time-in-service (TIS) on each lower 
spar cap, whichever occurs later:

------------------------------------------------------------------------
          Airplane group                  Lower spar cap hours TIS
------------------------------------------------------------------------
(i) 1............................  2,000.
(ii) 2...........................  2,200.
(iii) 3..........................  6,400.
(iv) 4...........................  2,500.

[[Page 68051]]

 
(v) 5............................  6,200.
(vi) 6...........................  For S/N 5010R: 5,530.
                                   For S/N 5038R: 5,900.
                                   For S/N 5031R: 6,400.
                                   For S/N 5047R: 6,400.
                                   For S/N 5085R: 6,290.
------------------------------------------------------------------------

    (4) Repetitive inspections: The following table gives the 
required repetitive inspection intervals based on the work performed 
and the method of inspection utilized. Each time is hours TIS after 
the last inspection:

----------------------------------------------------------------------------------------------------------------
                                                                     Magnetic
                    Work previously performed                     particle hours    Ultrasonic     Eddy current
                                                                        TIS          hours TIS       hours TIS
----------------------------------------------------------------------------------------------------------------
(i) One of the following where the airplane does not have                    500             550             700
 butterfly plates, part number (P/N) 20211-09 and P/N 20211-11,
 installed per CK-AG-29, Part II................................
    (A) No cracks found previously on wing spar; or
    (B) Small cracks repaired through cold work (or done as an
     option if never cracked) accomplished per SB-AG-39; or
    (C) Small cracks repaired through \1/4\-inch bolt hole
     reamed to \5/16\ inches diameter (or done as an option if
     never cracked) per CK-AG-29, Part I; or
    (D) Small cracks repaired through previous Alternative
     Methods of Compliance; or
    (E) Small cracks repaired by installation of Kaplan Splice
     Blocks, part number 22515-1/-3 or 88-251 (or done as an
     option if never cracked) per CK-AG-30 and inspection of the
     six outboard bolt holes on both lower spars is required
(ii) One of the following where the airplane has butterfly                   900             950           1,250
 plates, part number (P/N) 20211-09 and P/N 20211-11, installed
 per CK-AG-29, Part II..........................................
    (A) No cracks found previously on wing spar; or
    (B) Small cracks repaired through cold work (or done as an
     option if no cracks found) accomplished per SB-AG-39; or
    (C) Small cracks repaired through \1/4\-inch bolt hole
     reamed to \5/16\ inches diameter (or done as an option if
     no cracks found) per CK-AG-29, Part I; or
    (D) Small cracks repaired through previous Alternative
     Methods of Compliance; or
    (E) Small cracks repaired by installation of Kaplan Splice
     Blocks, part number 22515-1/-3 or 88-251 (or done as an
     option if never cracked) per CK-AG-30 and inspection of the
     six outboard bolt holes on both lower spar caps is required
(iii) Cracked wing spar found during previous inspection with
 wing spar replacement:
    For all inspection methods (magnetic particle, ultrasonic,
     or eddy current), time for initial and repetitive
     inspection intervals start over when wing spar is replaced.
----------------------------------------------------------------------------------------------------------------


    Note 5: Aircraft S/Ns T45-007DC and T45-010DC had modified 
splice block assemblies installed at Ayres (Ayres/Kaplan Assembly 
No. 88-251) and must still follow the repetitive inspection 
intervals listed here.


    Note 6: If a crack is found, the reaming associated with the 
cold work process may remove a crack if it is small enough. Some 
aircraft owners/operators were issued alternative methods of 
compliance with AD 97-17-03 to ream the \1/4\-inch bolt hole to \5/
16\ inches diameter to remove small cracks. Ayres CK-AG-29, Part I, 
also provides procedures to ream the \1/4\-inch bolt hole to \5/16\ 
inches diameter. If you use either of these two methods to remove 
cracks and the airplane is reinspected immediately with no cracks 
found, you may continue to follow the repetitive inspection 
intervals listed above.


    Note 7: Group 4 and Group 5 airplanes had the butterfly plates 
installed at the factory and may follow the repetitive inspection 
interval listed in paragraph (e)(4)(ii).

    (f) Can I comply with this AD in any other way?
    (1) You may use an alternative method of compliance or adjust 
the compliance time if:
    (i) Your alternative method of compliance provides an equivalent 
level of safety; and
    (ii) The Manager, Atlanta ACO, approves your alternative. Submit 
your request through an FAA Principal 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 2000-11-16, which is superseded by this AD, are approved as 
alternative methods of compliance with this AD.

    Note 8: This AD applies to each airplane identified in paragraph 
(a) of this AD, 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 (f) 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 you have not eliminated the unsafe condition, specific 
actions you propose to address it.

    (g) Where can I get information about any already-approved 
alternative methods of compliance? Contact Cindy Lorenzen, Aerospace 
Engineer, FAA, Aircraft Certification Office, One Crown Center, 1895 
Phoenix Boulevard, suite 450, Atlanta, Georgia 30349; telephone: 
(770) 703-6078; facsimile: (770) 703-6097.
    (h) What if I need to fly the airplane to another location to 
comply with this AD? The FAA can issue a special flight permit under 
sections 21.197 and 21.199 of the Federal Aviation Regulations (14 
CFR 21.197 and 21.199) to operate your airplane to a location where 
you can accomplish the requirements of this AD provided that:
    (1) The hopper is empty;
    (2) Vne is reduced to 126 miles per hour (109 knots) indicated 
airspeed (IAS); and
    (3) Flight into known turbulence is prohibited.
    (i) How do I get copies of the documents referenced in this AD? 
You may get copies of the documents referenced in this AD from 
Quality Aerospace, Inc., P.O. Box 3050, Albany, Georgia 31706-3050; 
telephone: (229) 883-1440; facsimile: (229) 883-9790. You may view 
these documents at FAA, Central Region, Office of the Regional 
Counsel, 901 Locust, Room 506, Kansas City, Missouri 64106.
    (j) Does this AD action affect any existing AD actions? This 
amendment supersedes AD 2000-11-16, Amendment 39-11764.

    Issued in Kansas City, Missouri, on October 31, 2002.
Michael Gallagher,
Manager, Small Airplane Directorate, Aircraft Certification Service.
[FR Doc. 02-28407 Filed 11-7-02; 8:45 am]
BILLING CODE 4910-13-P