[Federal Register Volume 85, Number 35 (Friday, February 21, 2020)]
[Rules and Regulations]
[Pages 10043-10047]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2020-03276]
[[Page 10043]]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2020-0156; Product Identifier 2019-CE-053-AD; Amendment
39-21029; AD 2020-03-16]
RIN 2120-AA64
Airworthiness Directives; Textron Aviation Inc. (Type Certificate
Previously Held by Cessna Aircraft Company)
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule; request for comments.
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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for all
Textron Aviation Inc. (Textron) (type certificate previously held by
Cessna Aircraft Company) Models 210G, T210G, 210H, T210H, 210J, T210J,
210K, T210K, 210L, T210L, 210M, and T210M airplanes. This AD requires
visual and eddy current inspections of the carry-thru spar lower cap,
corrective action if necessary, application of a protective coating and
corrosion inhibiting compound (CIC), and reporting the inspection
results to the FAA. This AD was prompted by the in-flight break-up of a
Model T210M airplane in Australia, due to fatigue cracking that
initiated at a corrosion pit, and subsequent reports of other Model
210-series airplanes with widespread and severe corrosion. The FAA is
issuing this AD to address the unsafe condition on these products.
DATES: This AD is effective March 9, 2020.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of March 9,
2020.
The FAA must receive comments on this AD by April 6, 2020.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE, Washington, DC 20590.
Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE, Washington, DC 20590, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
For service information identified in this final rule, contact
Textron Aviation Inc. One Cessna Boulevard, Wichita, Kansas 67215;
phone: (316) 517-6061; email: [email protected]; internet: https://support.cessna.com. For information on the availability of this
material at the FAA, call (816) 329-4148. It is also available on the
internet at https://www.regulations.gov by searching for and locating
Docket No. FAA-2020-0156.
Examining the AD Docket
You may examine the AD docket on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2020-
0156; or in person at Docket Operations between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays. The AD docket contains
this final rule, the regulatory evaluation, any comments received, and
other information. The street address for Docket Operations is listed
above. Comments will be available in the AD docket shortly after
receipt.
FOR FURTHER INFORMATION CONTACT: Bobbie Kroetch, Aerospace Engineer,
Wichita ACO Branch, 1801 Airport Road, Room 100, Wichita, Kansas 67209;
telephone: (316) 946-4155; fax: (316) 946-4107; email:
[email protected] or [email protected].
SUPPLEMENTARY INFORMATION:
Discussion
The FAA received a report that, on May 26, 2019, a Textron Model
T210M airplane experienced an in-flight break-up while performing low-
altitude aerial survey operations in Australia. The carry-thru spar
failed and resulted in wing separation and loss of control of the
airplane. A visual examination of the fracture surface identified
fatigue cracking that initiated at a corrosion pit. The FAA issued an
airworthiness concern sheet (ACS) on June 27, 2019, advising owners and
operators of the accident and requesting relevant information about the
fleet.
Following the ACS, the FAA received reports of widespread and
severe corrosion of the carry-thru spar on Models 210G, T210G, 210H,
T210H, 210J, T210J, 210K, T210K, 210L, T210L, 210M, and T210M
airplanes. Further investigation identified that these early model
airplanes were manufactured without corrosion protection or primer,
increasing their susceptibility to corrosion. Additionally, the design
of these early model airplanes, where the upper surface of the spar is
exposed to the environment, allows a pathway for moisture intrusion.
Model 210-series airplanes were also delivered with foam installed
along the carry-thru spar lower cap. The foam traps moisture against
the lower surface of the carry-thru spar cap, which can increase the
development of corrosion.
Corrosion of the carry-thru spar lower cap can lead to fatigue
cracking or reduced structural strength of the carry-thru spar, which
could result in separation of the wing and loss of airplane control.
The FAA is issuing this AD to address the unsafe condition on these
products.
Related Service Information Under 1 CFR Part 51
The FAA reviewed Textron Aviation Mandatory Single Engine Service
Letter SEL-57-08, Revision 1, dated November 19, 2019 (SEL-57-08 R1).
This service information contains instructions for visually inspecting
the carry-thru spar for corrosion, damage, and cracks and for
completing an eddy current inspection. This service information also
specifies applying protective coating and CIC.
This service information is reasonably available because the
interested parties have access to it through their normal course of
business or by the means identified in the ADDRESSES section.
Other Related Service Information
The FAA reviewed Textron Aviation Mandatory Single Engine Service
Letter SEL-57-08, dated November 1, 2019, which contains the same
instructions and repair criteria as SEL-57-08 R1.
The FAA also reviewed Textron Aviation Mandatory Single Engine
Service Letter SEL-57-06, dated June 24, 2019, and Textron Aviation
Mandatory Single Engine Service Letter SEL-57-06, Revision 1, dated
November 19, 2019. This service information contains instructions for
visually inspecting the carry-thru spar for corrosion and doing an eddy
current inspection of the carry-thru spar regardless of whether
corrosion is found and removed. This service information also contains
instructions for applying CIC, but does not specify applying protective
coating.
FAA's Determination
The FAA is issuing this AD because the FAA evaluated all the
relevant information and determined the unsafe condition described
previously is likely to exist or develop in other products of the same
type design.
[[Page 10044]]
AD Requirements
This AD requires accomplishing the actions specified in SEL-57-08
R1 with the exception of the differences discussed in the Differences
Between the AD and the Service Information section located below. This
AD also requires reporting the inspection results to the FAA by email
at [email protected].
Differences Between the AD and the Service Information
Although Textron SEL-57-08 R1 also applies to Models 210N,
P210N, T210N, 210R, P210R, and T210R airplanes, this AD does not.
Models 210N, P210N, T210N, 210R, P210R, and T210R airplanes were
manufactured with corrosion protection. While the spars on these models
are subject to corrosion, the reports the FAA has received indicate the
corrosion is not as widespread or severe as on the earlier models
manufactured without corrosion protection. Therefore, the FAA has
determined to not include Models 210N, P210N, T210N, 210R, P210R, and
T210R airplanes in this immediate AD action; however, the FAA may take
AD action that applies to these models in the future.
Textron SEL-57-08 R1 allows up to 12 months to comply with
the actions in the service letter. Due to the widespread and severe
corrosion affecting a substantial number of airplanes, this AD requires
compliance no later than 60 days after the effective date of this AD.
Textron SEL-57-08 R1 specifies inspecting all interior
surfaces of the carry-thru spar, while this AD only requires inspecting
the carry-thru spar lower cap, including the lower surface, edge, and
upper surface of the lower cap. While the web and upper cap of the
carry-thru spar may be susceptible to corrosion, evidence does not
support including inspection of these areas as part of this AD. The FAA
will continue to monitor reports of corrosion on all areas of the
carry-thru spar for potential future action.
Textron SEL-57-08 R1 does not require an eddy current
inspection on the carry-thru spar unless the amount of material removed
in the blended area exceeds 0.010 inch deep but is within limits. This
AD requires eddy current inspection of all locations on the carry-thru
spar where corrosion was removed. The fatigue crack on the Model T210M
airplane that suffered the in-flight break-up initiated from a
corrosion pit approximately 0.011 inch deep in the lower cap kick area.
The less restrictive eddy current inspection requirements specified in
SEL-57-08 R1 could potentially miss similar fatigue cracks on airplanes
currently operating in the field.
Textron SEL-57-08 R1 only requires an eddy current
inspection of the lower cap kick of the carry-thru spar if corrosion is
identified on the carry-thru spar cap. This AD requires a one-time eddy
current inspection of the lower cap kick area of all affected
airplanes, regardless of the results of the visual inspection. The
fatigue crack on the Model T210M airplane that suffered the in-flight
break-up initiated in the lower cap kick area. Cracks and corrosion
damage may be difficult to identify through visual inspection alone.
The FAA will use the results of the one-time eddy current inspection of
the lower cap kick area, in part, to determine the necessity of future
rulemaking action.
Textron SEL-57-08 R1 specifies contacting Textron for
evaluation and disposition of certain damage. Instead, this AD requires
removing the carry-thru spar from service or repairing it (if possible)
in accordance with the AMOC procedures identified in paragraph (o) of
this AD. Operators should work with Textron to develop a repair in
support of an AMOC request.
Textron SEL-57-08 R1 provides instruction allowing
airplanes that have complied with SEL-57-06 to complete the application
of the protective coating and CIC within 200 flight hours or at the
next annual inspection, whichever occurs first. This AD permits those
airplanes that have complied with the visual and eddy current
inspections in SEL-57-06, as required in paragraphs (g) and (h) of this
AD, to complete the application of the protective coating and CIC
within 12 months from the date of the visual and eddy current
inspections.
Interim Action
The FAA considers this AD interim action. This AD requires a one-
time visual inspection of specified areas on the carry-thru spar lower
cap and an eddy current inspection of the lower cap kick area and any
locations where corrosion was removed. This AD also requires reporting
the inspection results to the FAA. The FAA will analyze the inspection
results received to determine further rulemaking action.
FAA's Justification and Determination of the Effective Date
An unsafe condition exists that requires the immediate adoption of
this AD without providing an opportunity for public comments prior to
adoption. The FAA has found that the risk to the flying public
justifies waiving notice and comment prior to adoption of this rule
because of a severe and widespread corrosion issue affecting the carry-
thru spar lower cap on some Textron Model 210-series airplanes. As of
January 29, 2020, Textron has received 194 inspection reports on Models
210G, T210G, 210H, T210H, 210J, T210J, 210K, T210K, 210L, T210L, 210M,
and T210M airplanes. Of these 194 reports, 96 airplanes have reported
corrosion (49 percent) with 18 of those reports (9 percent) resulting
in removing the carry-thru spar from service. The corrosion observed
included several instances of exfoliation corrosion and stress
corrosion cracking. The FAA has determined that the large number of
corrosion reports and the severity of the corrosion identified on a
critical single load path part necessitate issuance of an immediately
adopted rule. If the corrosion initiates a fatigue crack or affects the
carry-thru spar's ability to support the required structural loads, the
airplane may suffer a catastrophic failure. Therefore, the FAA finds
good cause that notice and opportunity for prior public comment are
impracticable. In addition, for the reasons stated above, the FAA finds
that good cause exists for making this amendment effective in less than
30 days.
Comments Invited
This AD is a final rule that involves requirements affecting flight
safety and was not preceded by notice and an opportunity for public
comment. However, the FAA invites you to send any written data, views,
or arguments about this final rule. Send your comments to an address
listed under the ADDRESSES section. Include the Docket Number FAA-2020-
0156 and Product Identifier 2019-CE-053-AD at the beginning of your
comments. The FAA specifically invites comments on the overall
regulatory, economic, environmental, and energy aspects of this final
rule. The FAA will consider all comments received by the closing date
and may amend this final rule because of those comments.
The FAA will post all comments the FAA receives, without change, to
https://www.regulations.gov, including any personal information you
provide. The FAA will also post a report summarizing each substantive
verbal contact the FAA receives about this final rule.
Costs of Compliance
The FAA estimates that this AD affects 1,520 airplanes of U.S.
registry.
The FAA estimates the following costs to comply with this AD:
[[Page 10045]]
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost per Cost on U.S.
Action Labor cost Parts cost product operators
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Inspections (includes part 15.5 work-hours x $340.................... $1,657.50 $2,519,400
removal for access, removal of $85 per hour =
foam, visual inspection, eddy $1,317.50.
current inspection of the cap
kick area, application of primer
and corrosion inhibitor and
reassembly).
Report of inspection results..... 2 work-hours x $85 Not applicable.......... 170 258,400
per hour = $170.
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The FAA estimates the following costs to do any necessary repairs
based on the results of the inspection. The FAA has no way of
determining the number of airplanes that might need these repairs:
On-Condition Costs
----------------------------------------------------------------------------------------------------------------
Cost per
Action Labor cost Parts cost product
----------------------------------------------------------------------------------------------------------------
Corrosion removal..................... 2 work-hours x $85 per Not applicable............... $170
hour = $170.
On-condition eddy current inspection.. 1 work-hour x $85 per Not applicable............... 85
hour = $85.
Spar replacement...................... 160 work-hours x $85 per $30,000...................... 43,600
hour = $13,600.
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The amount of work-hours necessary to complete the eddy current
inspection and remove the corrosion will depend on the extent of the
corrosion on the spar. The FAA has no way of estimating the work-hours
that may be required for those procedures. The FAA's cost estimate
assumes a minimum of one hour for the eddy current inspection and two
hours for the corrosion removal. Replacement spars are not currently
available from Textron. Textron no longer produces the current spar
design, and they are working to develop a new spar design. The FAA does
not have data to determine the availability of replacement spars from
other sources.
Paperwork Reduction Act
A federal agency may not conduct or sponsor, and a person is not
required to respond to, nor shall a person be subject to a penalty for
failure to comply with a collection of information subject to the
requirements of the Paperwork Reduction Act unless that collection of
information displays a currently valid OMB Control Number. The OMB
Control Number for this information collection is 2120-0056. Public
reporting for this collection of information is estimated to be
approximately 2 hours per response, including the time for reviewing
instructions, searching existing data sources, gathering and
maintaining the data needed, completing and reviewing the collection of
information. All responses to this collection of information are
mandatory. Send comments regarding this burden estimate or any other
aspect of this collection of information, including suggestions for
reducing this burden to: Information Collection Clearance Officer,
Federal Aviation Administration, 10101 Hillwood Parkway, Fort Worth, TX
76177-1524.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. Subtitle VII: Aviation Programs
describes in more detail the scope of the Agency's authority.
The FAA is issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701: General requirements.
Under that section, Congress charges the FAA with promoting safe flight
of civil aircraft in air commerce by prescribing regulations for
practices, methods, and procedures the Administrator finds necessary
for safety in air commerce. This regulation is within the scope of that
authority because it addresses an unsafe condition that is likely to
exist or develop on products identified in this rulemaking action.
Regulatory Flexibility Act
The requirements of the Regulatory Flexibility Act (RFA) do not
apply when an agency finds good cause pursuant to 5 U.S.C. 553 to adopt
a rule without prior notice and comment. Because FAA has determined
that it has good cause to adopt this rule without notice and comment,
RFA analysis is not required.
Regulatory Findings
This AD will not have federalism implications under Executive Order
13132. This AD will not have a substantial direct effect on the States,
on the relationship between the national government and the States, or
on the distribution of power and responsibilities among the various
levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866, and
(2) Will not affect intrastate aviation in Alaska.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive (AD):
2020-03-16 Textron Aviation Inc. (type certificate previously held
by Cessna Aircraft Company): Amendment 39-21029; Docket No. FAA-
2020-0156; Product Identifier 2019-CE-053-AD.
(a) Effective Date
This AD is effective March 9, 2020.
[[Page 10046]]
(b) Affected ADs
None.
(c) Applicability
This AD applies to Textron Aviation Inc. (type certificate
previously held by Cessna Aircraft Company) Models 210G, T210G,
210H, T210H, 210J, T210J, 210K, T210K, 210L, T210L, 210M, and T210M
airplanes, all serial numbers, certificated in any category.
(d) Subject
Joint Aircraft System Component (JASC)/Air Transport Association
(ATA) of America Code 5310, Fuselage Main, Structure.
(e) Unsafe Condition
This AD was prompted by the in-flight break-up of a Model T210M
airplane due to fatigue cracking of the carry-thru spar that
initiated at a corrosion pit and subsequent reports of other Model
210-series airplanes with widespread and severe corrosion. The FAA
is issuing this AD to detect and correct cracks, corrosion, and
other damage of the carry-thru spar lower cap, which, if not
corrected, could lead to the carry-thru spar being unable to support
the required structural loads and could result in separation of the
wing and loss of airplane control.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Visual Inspection
Within 60 days after March 9, 2020 (the effective date of this
AD) or within the next 20 hours time-in-service (TIS) after March 9,
2020 (the effective date of this AD), whichever occurs first,
prepare the carry-thru spar lower cap for inspection by following
steps 4 and 5 of the Accomplishment Instructions in Textron Aviation
Mandatory Single Engine Service Letter SEL-57-08, Revision 1, dated
November 19, 2019 (SEL-57-08 R1). Visually inspect the carry-thru
spar lower cap (including the lower surface, upper surface, and
edge) with a 10X magnification lens looking for corrosion, cracks,
and damage. You are not required to inspect the lower cap to web
radius, spar web, or upper cap. Refer to the `Spar Dimensions'
figure on page 6 and the `Spar Detail' figure on page 7 of SEL-57-08
R1 for the location of the specific spar features.
(1) If there is a crack, before further flight, remove the
carry-thru spar from service.
(2) If there is damage or evidence of previous removal of
corrosion (blending), before further flight, either remove the
carry-thru spar from service or repair the area using a method
approved as specified in paragraph (o) of this AD. Comply with the
requirements in paragraph (h) of this AD before further flight.
(3) If there is any corrosion, before further flight, remove the
corrosion in the affected area by following steps 6.B.(1) through
(7) of the Accomplishment Instructions in SEL-57-08 R1 and then
mechanically measure the depth of the blended area using a straight
edge and feeler gauge or a depth gauge micrometer.
(i) If the material removed in the blended area exceeds the
allowable blend limits specified in table 1 (including the notes) of
SEL-57-08 R1, before further flight, either remove the carry-thru
spar from service or repair the area using a method approved as
specified in paragraph (o) of this AD. Comply with the requirements
in paragraph (h) of this AD before further flight.
(ii) If the material removed in the blended area does not exceed
the allowable blend limits specified in table 1 (including the
notes) of SEL-57-08 R1, comply with the requirements in paragraph
(h) of this AD before further flight.
(4) If the visual inspection did not detect corrosion, cracks,
or damage and there is no evidence of previous removal of corrosion,
comply with the requirements in paragraph (h) of this AD before
further flight.
(h) Eddy Current Inspection
(1) Complete an eddy current inspection of the carry-thru spar
lower cap for cracks, corrosions, and damage in the following areas
in accordance with step 7 of the Accomplishment Instructions in SEL-
57-08 R1.
(i) The kick area as depicted in the `Spar Dimensions' figure on
page 6 of SEL-57-08 R1. You must complete an eddy current inspection
of the lower cap kick area of your airplane regardless of whether
corrosion was found as a result of the visual inspection in
paragraph (g) of this AD.
(ii) All areas where corrosion was found and removed as a result
of the inspection in paragraph (g) of this AD.
(2) If there is a crack, before further flight, remove the
carry-thru spar from service.
(3) If there is any damage, before further flight, either remove
the carry-thru spar from service or repair the area using a method
approved as specified in paragraph (o) of this AD. After completing
the repair, repeat the eddy current inspection of the repaired area
before further flight.
(4) If there is any corrosion, before further flight, remove the
corrosion by following the requirements in paragraph (g)(3) of this
AD. You must repeat the eddy current inspection and comply with
paragraph (h) of this AD for the area where the additional material
was removed, but you do not have to repeat the eddy current
inspection of the kick area.
(i) Corrosion Protection
Before further flight after completing the eddy current
inspection in paragraph (h) of this AD, apply protective coating and
corrosion inhibiting compound (CIC) by following steps 9 and 10 of
the Accomplishment Instructions in SEL-57-08 R1.
(j) Installation Prohibition
As of March 9, 2020 (the effective date of this AD), do not
install on any airplane a carry-thru spar unless it has been
inspected as required by paragraphs (g) and (h) of this AD and
corrosion protection applied as required by paragraph (i).
(k) Reporting Requirement
Within 10 days after completing the inspections required by this
AD or within 10 days after March 9, 2020 (the effective date of this
AD), whichever occurs later, report to the FAA by email ([email protected]) all information requested in the Carry-Thru Spar
Inspection Report Attachment to SEL-57-08 R1.
(l) Credit for Previous Actions
(1) You may take credit for the visual inspection required by
paragraph (g) of this AD if you performed the visual inspection
before March 9, 2020 (the effective date of this AD) using Textron
Aviation Mandatory Single Engine Service Letter SEL-57-08, dated
November 1, 2019 (SEL-57-08); Textron Aviation Mandatory Single
Engine Service Letter SEL-57-06, dated June 24, 2019 (SEL-57-06); or
Textron Aviation Mandatory Single Engine Service Letter SEL-57-06,
Revision 1, dated November 19, 2019 (SEL-57-06 R1).
(2) You may take credit for the eddy current inspection of the
lower cap kick area and all locations where corrosion was removed on
the carry-thru spar lower cap as specified in paragraph (h) of this
AD if you performed the eddy current inspection before March 9, 2020
(the effective date of this AD) using SEL-57-08, SEL-57-06, or SEL-
57-06 R1.
(3) You may take credit for the corrosion protection required by
paragraph (i) of this AD if you performed those actions before March
9, 2020 (the effective date of this AD) using SEL-57-08.
(4) If you can take credit for the visual and eddy current
inspections as specified in paragraphs (l)(1) and (2) of this AD but
you did not apply protective coating and CIC to the spar, you must
apply protective coating and CIC by following steps 9 and 10 of the
Accomplishment Instructions in Textron SEL-57-08 R1 within 12 months
after the date you completed the visual and eddy current
inspections.
(5) To take credit for any previous action, you must have
provided a completed Carry-Thru Spar Inspection Report, an
attachment to Textron SEL-57-06, Textron SEL-57-06 R1, or Textron
SEL-57-08 to Textron Aviation Inc. before March 9, 2020 (the
effective date of this AD), or you must comply with paragraph (k) of
this AD within 10 days after March 9, 2020 (the effective date of
this AD).
(m) Special Flight Permit
Special flight permits are prohibited.
(n) Paperwork Reduction Act Burden Statement
A federal agency may not conduct or sponsor, and a person is not
required to respond to, nor shall a person be subject to a penalty
for failure to comply with a collection of information subject to
the requirements of the Paperwork Reduction Act unless that
collection of information displays a currently valid OMB Control
Number. The OMB Control Number for this information collection is
2120-0056. Public reporting for this collection of information is
estimated to be approximately 2 hours per response, including the
time for reviewing instructions, searching existing data sources,
gathering and maintaining the data needed, completing and reviewing
the collection of information. All responses to this collection
[[Page 10047]]
of information are mandatory. Send comments regarding this burden
estimate or any other aspect of this collection of information,
including suggestions for reducing this burden to: Information
Collection Clearance Officer, Federal Aviation Administration, 10101
Hillwood Parkway, Fort Worth, TX 76177-1524.
(o) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Wichita ACO Branch, FAA, has the authority to
approve AMOCs for this AD, if requested using the procedures found
in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request
to your principal inspector or local Flight Standards District
Office, as appropriate. If sending information directly to the
manager of the certification office, send it to the attention of the
person identified in paragraph (p) of this AD.
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
(3) An AMOC that provides an acceptable level of safety may be
used for any repair, modification, or alteration required by this AD
if it is approved by a Textron Aviation, Inc. Unit Member (UM) of
the Textron Organization Designation Authorization (ODA), that has
been authorized by the Manager, Wichita ACO Branch, to make those
findings. To be approved, the repair, modification deviation, or
alteration deviation must meet the certification basis of the
airplane, and the approval must specifically refer to this AD.
(p) Related Information
For more information about this AD, contact Bobbie Kroetch,
Aerospace Engineer, Wichita ACO Branch, 1801 Airport Road, Room 100,
Wichita, Kansas 67209; telephone: (316) 946-4155; fax: (316) 946-
4107; email: [email protected] or [email protected].
(q) Material Incorporated by Reference
(1) The Director of the Federal Register approved the
incorporation by reference (IBR) of the service information listed
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this service information as applicable to do
the actions required by this AD, unless the AD specifies otherwise.
(i) Textron Aviation Mandatory Service Letter SEL-57-08,
Revision 1, dated November 19, 2019.
(ii) [Reserved]
(3) For the service information identified in this AD, contact
Textron Aviation Inc., One Cessna Boulevard, Wichita, Kansas 67215,
phone: (316) 517-6061; email: [email protected]; internet:
https://support.cessna.com.
(4) You may view this service information at FAA, Policy and
Innovation Division, 901 Locust, Kansas City, Missouri 64106. For
information on the availability of this material at the FAA, call
(816) 329-4148.
(5) You may view this service information that is incorporated
by reference at the National Archives and Records Administration
(NARA). For information on the availability of this material at
NARA, email: [email protected], or go to: https://www.archives.gov/federal-register/cfr/ibr-locations.html.
Issued on February 13, 2020.
Lance T. Gant,
Aircraft Certification Service, Director, Compliance and Airworthiness
Division, AIR-700.
[FR Doc. 2020-03276 Filed 2-20-20; 8:45 am]
BILLING CODE 4910-13-P