[Federal Register Volume 68, Number 53 (Wednesday, March 19, 2003)]
[Rules and Regulations]
[Pages 13221-13225]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 03-6262]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2003-CE-09-AD; Amendment 39-13088; AD 2003-06-01]
RIN 2120-AA64


Airworthiness Directives; Air Tractor, Inc. Models AT-300, AT-
301, AT-302, AT-400, and AT-400A Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule; request for comments.

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SUMMARY: This amendment supersedes Airworthiness Directive (AD) 2002-
13-02, which applies to all Air Tractor, Inc. (Air Tractor) Models AT-
300, AT-301, AT-302, and AT-400A airplanes that have aluminum spar 
caps; certain Air Tractor Models AT-400 airplanes that have aluminum 
spar caps; and all Models AT-300 and AT-301 airplanes that have 
aluminum spar caps and are or have been converted to turbine power. AD 
2002-13-02 currently requires you to inspect (one-time) the wing 
centerline splice joint for cracks and, if any crack is found, replace 
the affected wing spar lower cap; requires you to report the results of 
the inspection to the Federal Aviation Administration (FAA); and 
requires you to replace the wing spar lower caps after a certain amount 
of usage. Based upon the inspection results from AD 2002-13-02, FAA has 
determined that the mandatory wing spar lower cap replacement times 
should be reduced. This AD maintains the wing spar lower cap 
replacement and reporting requirements from AD 2002-13-02 and reduces 
the compliance time of these replacements. The actions specified by 
this AD are intended to detect and correct cracks in the wing 
centerline splice joint. If not detected and corrected, these cracks 
could eventually result in the wing separating from the airplane during 
flight.

DATES: This AD becomes effective on April 4, 2003.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in the regulations as of April 
4, 2003.

[[Page 13222]]

    The Federal Aviation Administration (FAA) must receive any comments 
on this rule on or before April 25, 2003.

ADDRESSES: Submit comments to FAA, Central Region, Office of the 
Regional Counsel, Attention: Rules Docket No. 2003-CE-09-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. 2003-CE-09-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 the service information referenced in this AD from Air 
Tractor, Inc., P.O. Box 485, Olney, Texas 76374. You may view this 
information at FAA, Central Region, Office of the Regional Counsel, 
Attention: Rules Docket No. 2003-CE-09-AD, 901 Locust, Room 506, 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: Andy McAnaul, Aerospace Engineer, FAA, 
Fort Worth Airplane Certification Office, 2601 Meacham Boulevard, Fort 
Worth, Texas 76193-0150; telephone: (817) 222-5156; facsimile: (817) 
222-5960.

SUPPLEMENTARY INFORMATION: 

Discussion

    Has FAA taken any action to this point? An incident on an Air 
Tractor Model AT-400A where the wing separated from the airplane caused 
FAA to issue AD 2002-13-02, Amendment 39-12789 (67 FR 44024, July 1, 
2002). Investigation reveals that the right-hand lower spar cap failed 
due to fatigue at the \3/8\-inch outboard bolt, which is located 6.5 
inches outboard of the fuselage centerline.
    The following airplanes have a similar type design to that of the 
accident airplane:

--All Models AT-300, AT-301, AT-302, and AT-400A airplanes that have 
aluminum spar caps;
--Air Tractor Models AT-400 airplanes, serial numbers 400-0244 through 
400-0415, that have aluminum spar caps; and
--All Models AT-300 and AT-301 airplanes that have aluminum spar caps 
and are or have been converted to turbine power.

    AD 2002-13-02 currently requires you to inspect (one-time) the wing 
centerline splice joint for cracks and, if any crack is found, replace 
the affected wing spar lower cap; report the results of the inspection 
to FAA; and replace the wing spar lower caps after a certain amount of 
usage.
    Accomplishment of these actions is required in accordance with Snow 
Engineering Co. Process Specification 197, dated February 23, 2001, 
Revised May 1, 2002, and Revised May 3, 2002; and Snow Engineering Co. 
Service Letter 220, dated May 3, 2002.
    What has happened since AD 2002-13-02 to initiate this action? AD 
2002-13-02 required you to report to FAA the results of the one-time 
inspection of wing spar lower caps. Through these AD inspections, a 
Model AT-400A airplane had a cracked spar cap where the damage was 
sufficient to require spar cap replacement. Based upon this damage and 
the AD 2002-13-02 inspection results, we have determined that the 
mandatory wing spar lower cap replacement time for the affected turbine 
engine powered airplanes should be reduced.
    The manufacturer has revised or issued the following service 
information to address this situation:

--Snow Engineering Co. Service Letter 55, Revised October 23, 
2002, which includes revised procedures and information for 
accomplishing a wing lower spar cap splice rework on all AT-300 and AT-
301 series airplanes;
--Snow Engineering Co. Service Letter 70, Revised October 23, 
2002, which addresses questions about all serial number airplanes 
beginning with 0041 as they pertain to the wing lower spar cap splice 
rework specified in Snow Engineering Co. Service Letter 55;
--Snow Engineering Co. Service Letter 226, dated December 17, 
2002, which specifies the lower replacement time for the turbine engine 
powered airplanes;
--Snow Engineering Process Specification Number 197, Revised June 4, 
2002, which provides procedures for accomplishing eddy current 
inspections of the wing lower spar caps; and
--Snow Engineering Co. Service Letter 220, dated December 17, 
2002, which specifies the eddy current inspection in Snow Engineering 
Process Specification Number 197 and includes procedures for completing 
this inspection.

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

    What has FAA decided? The FAA has reviewed all available 
information, including the service information referenced above; and 
determined that:

--the unsafe condition referenced in this document exists or could 
develop on type design Air Tractor Models AT-300, AT-301, AT-302, AT-
400, and AT-400A;
--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 does this AD require? This AD supersedes AD 2002-13-02 with a 
new AD that:

--requires you to replace the wing spar lower caps after a certain 
amount of usage;
--allows you to extend the time for replacement on certain airplanes if 
a wing lower spar cap splice rework is accomplished;
--allows you to repetitively inspect your airplane until the wing lower 
spar caps can be replaced provided no cracks are found and only a 
certain number of inspections are accomplished; and
--requires you to report any cracks found during the inspections to 
FAA.

    In preparation of this rule, we contacted type clubs and aircraft 
operators to obtain technical information and information on 
operational and economic impacts. We did not receive any information 
through these contacts. If received, we would have included, in the 
rulemaking docket, a discussion of any information that may have 
influenced this action.
    Will I have the opportunity to comment prior to the issuance of the 
rule? Because the unsafe condition described in this document could 
result in the wing separating from the airplane during flight, we find 
that notice and opportunity for public prior comment are impracticable. 
Therefore, good cause exists for making this amendment effective in 
less than 30 days.

Comments Invited

    How do I comment on this AD? Although this action is in the form of 
a final rule and was not preceded by notice and opportunity for public 
comment, FAA invites your comments on the 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

[[Page 13223]]

under the caption ADDRESSES. We will consider all comments received on 
or before the closing date specified above. We may amend this rule in 
light of comments received. Factual information that supports your 
ideas and suggestions is extremely helpful in evaluating the 
effectiveness of the AD action and determining whether we need to take 
additional rulemaking action.
    Are there any specific portions of the AD I should pay attention 
to? We specifically invite comments on the overall regulatory, 
economic, environmental, and energy aspects of the 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 FAA contact 
with the public that concerns the substantive parts of this AD.
    How can I be sure FAA receives my comment? If you want us to 
acknowledge the receipt of your comments, you must include a self-
addressed, stamped postcard. On the postcard, write ``Comments to 
Docket No. 2003-CE-09-AD.'' We will date stamp and mail the postcard 
back to you.

Regulatory Impact

    Does this AD impact various entities? These regulations 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. 
Therefore, FAA has determined that this final rule does not have 
federalism implications under Executive Order 13132.
    Does this AD involve a significant rule or regulatory action? We 
have 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, under the authority delegated to me by the 
Administrator, the Federal Aviation Administration amends part 39 of 
the Federal Aviation Regulations (14 CFR part 39) as follows:

PART 39 AIRWORTHINESS DIRECTIVES

    1. The authority citation for part 39 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701.

    2. FAA amends Sec.  39.13 by removing Airworthiness Directive (AD) 
2002-13-02, Amendment 39-12789 (67 FR 44024, July 1, 2002), and by 
adding a new AD to read as follows:

2003-06-01--Air Tractor, Inc.: Amendment 39 13088; Docket No. 2003-
CE-09-AD; Supersedes AD 2002-13-02; Amendment 39-12789.

    (a) What airplanes are affected by this AD? This AD applies to 
the following airplanes that are certificated in any category:
    (1) Models AT-300, AT-301, AT-302, and AT-400A airplanes, all 
serial numbers, that have aluminum spar caps;
    (2) Models AT-400 airplanes, serial numbers 400-0244 through 
400-0415, that have aluminum spar caps; and
    (3) Models AT-300 and AT-301 airplanes, all serial numbers that 
have aluminum spar caps and are or have been converted to turbine 
power.
    (b) Who must comply with this AD? Anyone who wishes to operate 
any airplane identified in paragraph (a)(1), (a)(2), or (a)(3) 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 cracks in the wing 
centerline splice joint. If not detected and corrected, these cracks 
could eventually result in the wing separating from the airplane 
during flight.
    (d) What must I do to address this problem? To address this 
problem, you must replace each wing lower spar cap in accordance 
with the applicable maintenance manual, as follows:

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           Affected airplanes                    Compliance time
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                                         Upon the accumulation of 7,000
(1) For all affected Models AT-300 and    hours time-in-service (TIS) on
 AT-301 airplanes that incorporate        either wing spar lower cap or
 reciprocating engines and incorporate    within the next 25 hours TIS
 the wing spar center splice joint        after April 4, 2003 (the
 modification in accordance with the      effective date of this AD),
 following:.                              whichever occurs later.
  (i) Snow Engineering Co. Service
   Letter 55, Revised October
   23, 2002; and
  (ii) Snow Engineering Co. Service
   Letter 70, Revised October
   23, 2002.
(2) For all affected Models AT-300 and   Upon the accumulation of 5,000
 AT-301 airplanes that incorporate        hours TIS on either wing spar
 reciprocating engines and do not         lower cap or within the next
 incorporate the wing spar center         25 hours TIS after April 4,
 splice joint modification.               2003 (the effective date of
                                          this AD), whichever occurs
                                          later.
  (i) The wing spar center splice joint
   modification may be incorporated on
   these airplanes to allow continued
   operation to 7,000 hours TIS as
   specified in paragraph (d)(1) of
   this AD
  (ii) Use the service information
   specified in paragraphs (d)(1)(i)
   and (d)(1)(ii) of this AD to
   accomplish this modification.
(3) For all affected AT-302, AT-400,     Upon the accumulation of 4,450
 and AT-400A airplanes with aluminum      hours TIS on either wing spar
 spar caps; and all affected Models AT-   lower cap or within the next
 300 and AT-301 airplanes that            25 hours TIS after April 4,
 incorporate aluminum spar caps and are   2003 (the effective date of
 or have been converted to turbine        this AD), whichever occurs
 power. Snow Engineering Co. Service      later.
 Letter 226, dated December
 17, 2002, includes information on
 these airplanes.
------------------------------------------------------------------------

    (e) May I repetitively inspect the wing lower spar caps instead 
of replacing them? You may use the procedures in Snow Engineering 
Process Specification Number 197, Revised June 4, 2002; and Snow 
Engineering Co. Service Letter 220, dated December 17,

[[Page 13224]]

2002, to repetitively inspect the wing spar lower caps. In order to 
utilize this option, you must order parts from the factory and 
schedule the replacement through Air Tractor and inspect as follows:
    (1) For any affected reciprocating engine powered airplane: 
initially inspect at the applicable compliance time in paragraph 
(d)(1) or (d)(2) of this AD and repetitively inspect thereafter at 
intervals not to exceed 300 hours TIS. If the airplane was 
previously inspected in accordance with Snow Engineering Co. Process 
Specification Number 197, then you can take credit for that 
inspection and inspect at 300-hour TIS intervals thereafter. You 
must apply any previous inspections toward the 900-hour TIS 
requirement in paragraph (e)(1)(iii) of this AD. Replace the wing 
spar lower caps prior to further flight after whichever of the 
following occurs first:
    (i) The date of the scheduled replacement;
    (ii) Cracks are found during any inspection allowed by paragraph 
(e) of this AD; or
    (iii) Upon accumulating 900 hours TIS after the initial 
inspection accomplished in accordance with paragraph (e)(1) of this 
AD.
    (2) For any affected turbine engine powered airplane: initially 
inspect at the compliance time in paragraph (d)(3) of this AD and 
repetitively inspect thereafter at intervals not to exceed 300 hours 
TIS. If the airplane was previously inspected in accordance with 
Snow Engineering Co. Process Specification Number 197, then you can 
take credit for that inspection and inspect at 300-hour TIS 
intervals thereafter. You must apply any previous inspections toward 
the 600-hour TIS requirement in paragraph (e)(2)(iii) of this AD. 
Replace the wing spar lower caps prior to further flight after 
whichever of the following occurs first:
    (i) The date of the scheduled replacement;
    (ii) Cracks are found during any inspection allowed by paragraph 
(e) of this AD; or
    (iii) Upon accumulating 600 hours TIS after the initial 
inspection required by paragraph (e)(2) of this AD.
    (f) Are there other requirements of this AD that I need to 
accomplish? In addition to the replacement and optional inspection 
requirements of this AD, you must report the results to FAA of any 
inspection required by this AD where a crack is found.
    (1) Submit this report within 10 days after the inspection or 
within 10 days after April 4, 2003 (the effective date of this AD), 
whichever occurs later.
    (2) Use the form (Figure 1 of this AD) and submit it to FAA, 
Fort Worth Airplane Certification Office, 2601 Meacham Boulevard, 
Fort Worth, Texas 76193-0150; telephone: (817) 222-5156; facsimile: 
(817) 222-5960.
    (3) The Office of Management and Budget (OMB) approved the 
information collection requirements contained in this regulation 
under the provisions of the Paperwork Reduction Act of 1980 (44 
U.S.C. 3501 et seq.) and assigned OMB Control Number 2120-0056.

 AD2003-06-01 INSPECTION REPORT

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1. Inspection Performed By:          2. Phone:
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3. Aircraft Model:                   4. Aircraft Serial Number:
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5. Engine Model Number:              6. Aircraft Total TIS:
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7. Wing Total TIS:                   8. Lower Spar Cap TIS:
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9. Has the lower spar cap been       9a. If yes,
 inspected before? (Eddy-Current,     Date: ________
 Dye Penetrant, Magnetic Particle,    Inspection Method: ________
 [ballot] Yes [ballot] No             Lower Spar Cap TIS: ________
                                      Cracks found? [ballot] Yes
                                      [ballot] No
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10. Has there been any major         10a. If yes, specify (Description
 repaair or alteration performed to   and TIS)
 the spar cap?
 [ballot] Yes [ballot] No
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11. Date of AD inspection: ________
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12. Inspection Results:              12a. If yes,
 Were any cracks found?              Crack 1 [ballot] Left Hand
 [ballot] Yes [ballot] No             [ballot] Right Hand
                                     Crack 2 [ballot] Left Hand
                                      [ballot] Right Hand
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12b. Reference Location(s) by Crack  12c. Crack Size
 Number:                              Crack  1 Length/Depth
 4-Bolt Joint 5-Bolt Joint            ________
[ballot] Outermost Hole [ballot]      Crack  2 Length/Depth
 Outermost Hole                       ________
 [ballot] 2nd Outermost Hole
------------------------------------------------------------------------

Additional Description/Comments:

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Return to: Manager, Fort Worth ACO, ASW-150, 2601 Meacham Blvd., 
Fort Worth, TX 76193-0150; or fax to (817) 222-5960

     Figure 1 of this AD

[[Page 13225]]

    (g) Can I comply with this AD in any other way? You may use an 
alternative method of compliance or adjust the compliance time if:
    (1) Your alternative method of compliance provides an equivalent 
level of safety; and
    (2) The Manager, Fort Worth Airplane Certification Office (ACO), 
approves your alternative. Submit your request through an FAA 
Principal Maintenance Inspector. The inspector may add comments 
before sending it to the Manager, Fort Worth ACO.
    (3) Alternative methods of compliance approved in accordance 
with AD 2002-13-02, which is superseded by this AD, are not approved 
as alternative methods of compliance with this AD.

    Note: This AD applies to each airplane identified in paragraphs 
(a)(1), (a)(2), and (a)(3) 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 (g) 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.

    (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 
Sec. Sec.  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 the 
following is adhered to:
    (1) Operate in day visual flight rules (VFR) only.
    (2) Ensure that the hopper is empty.
    (3) Limit airspeed to 135 miles per hour (mph) indicated 
airspeed (IAS).
    (4) Avoid any unnecessary g-forces.
    (5) Avoid areas of turbulence.
    (6) Plan the flight to follow the most direct route.
    (i) Are any service bulletins incorporated into this AD by 
reference? Actions required by this AD must be done in accordance 
with Snow Engineering Co. Service Letter 55, Revised 
October 23, 2002; Snow Engineering Co. Service Letter 70, 
Revised October 23, 2002; Snow Engineering Co. Service Letter 
226, dated December 17, 2002; Snow Engineering Process 
Specification Number 197, Revised June 4, 2002; and Snow Engineering 
Co. Service Letter 220, dated December 17, 2002. The 
Director of the Federal Register approved this incorporation by 
reference under 5 U.S.C. 552(a) and 1 CFR part 51. You may get 
copies from Air Tractor, Inc., P.O. Box 485, Olney, Texas 76374. You 
may view copies at FAA, Central Region, Office of the Regional 
Counsel, 901 Locust, Room 506, Kansas City, Missouri, or at the 
Office of the Federal Register, 800 North Capitol Street, NW., suite 
700, Washington, DC.
    (j) Does this AD action affect any existing AD actions? This 
amendment supersedes AD 2002-13-02, Amendment 39-12789.
    (k) When does this amendment become effective? This amendment 
becomes effective on April 4, 2003.

    Issued in Kansas City, Missouri, on March 11, 2003.
David R. Showers,
Acting Manager, Small Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 03-6262 Filed 3-18-03; 8:45 am]
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