[Federal Register Volume 59, Number 164 (Thursday, August 25, 1994)]
[Unknown Section]
[Page 0]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 94-20906]
[[Page Unknown]]
[Federal Register: August 25, 1994]
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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39
[Docket No. 94-CE-05-AD; Amendment 39-9017; AD 94-18-04]
Airworthiness Directives; Univair Aircraft Corporation Models
Ercoupe 415-C, 415-CD, 415-D, 415-E, and 415-G, Forney F-1 and F-1A,
Alon A-2 and A-2A, and Mooney M10 Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule.
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SUMMARY: This amendment adopts a new airworthiness directive (AD) that
applies to Univair Aircraft Corporation (Univair) Models Ercoupe 415-C,
415-CD, 415-D, 415-E, and 415-G, Forney F-1 and F-1A, Alon A-2 and A-
2A, and Mooney M10 airplanes. This action requires installing
inspection openings in the outer wing panels, inspecting (one-time) the
wing outer panel structure for corrosion, and repairing any corrosion
found. Several reports of corrosion in the outer wing panels of the
affected airplanes prompted the proposed action. The actions specified
by this AD are intended to prevent wing structural damage, that, if not
detected and corrected, could progress to the point of failure.
DATES: Effective October 7, 1994.
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of October 7, 1994.
ADDRESSES: Service information that applies to this AD may be obtained
from the Univair Aircraft Corporation, 2500 Himalaya Road, Aurora,
Colorado 80011; telephone (303) 375-8882; facsimile (303) 375-8888.
This information may also be examined at the Federal Aviation
Administration (FAA), Central Region, Office of the Assistant Chief
Counsel, 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: Mr. Roger P. Chudy, Aerospace
Engineer, FAA, Denver Aircraft Certification Field Office, 5440 Roslyn
Street, suite 133, Denver, Colorado 80216; telephone (303) 286-5684;
facsimile (303) 286-5689.
SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal
Aviation Regulations (14 CFR part 39) to include an AD that would apply
to certain Univair Models Ercoupe 415-C, 415-CD, 415-D, 415-E, and 415-
G, Forney F-1 and F-1A, Alon A-2 and A-2A, and Mooney M10 airplanes was
published in the Federal Register on April 12, 1994 (59 FR 17288). The
action proposed to require installing inspection openings in the outer
wing panels, inspecting (one-time) the wing outer panel structure for
corrosion, and repairing any corrosion found. The proposed actions
would be accomplished in accordance with Univair Service Bulletin (SB)
No. 29, dated January 27, 1994.
Interested persons have been afforded an opportunity to participate
in the making of this amendment. Due consideration has been given to
the three comments received from one commenter.
The commenter states that installing inspection openings forward of
the main spar constitutes a major change to the aircraft wing airfoil
that would affect stall/spin characteristics, and requests the FAA
delete these particular inspection openings from the AD. The FAA does
not concur. The analysis accomplished by the Univair Aircraft Company
in developing the service bulletin shows that the 15 percent chord
placement of the inspection openings on the bottom wing surface is in a
positive pressure zone well aft of the travel range of the forward
stagnation point throughout the flight envelope. In addition, the FAA
has not received any service difficulty reports or adverse comments
from any of the affected airplane operators that have installed these
inspection openings. The AD is unchanged as a result of this comment.
This same commenter believes that 16 inspection openings is
excessive and that a accurate appraisal of corrosion can be made with
just the inspection openings aft of the main spar. The commenter
recommends deleting the requirement for installing inspection openings
forward of the main spar. The FAA does not concur. Corrosion in a wing
is not necessarily a widespread condition. Corrosion may occur as a
localized effect (example: corrosion induced by rodent urine) forward
of the main spar and may not be visible through the aft openings until
a critical deterioration has occurred. The FAA has examined the
analysis of the Univair Aircraft Corporation and has determined that
the number and placement of the inspection openings on an outer wing
panel was developed carefully, accurately, and provides the proper
assurance that corrosion can be adequately detected before structural
deterioration. The AD is unchanged as a result of this comment.
This commenter also suggests a different approach to the solution
of the problem, one consisting of developing a service bulletin that
recommends the installation of inspection openings over a certain
period of time, say five years, after opening and recovering a wing.
The commenter notes that there are many older aircraft with larger
surfaces with fewer inspection openings than that which would be
required by this AD. The FAA does not concur. The Univair Aircraft
Corporation considered an extended time allowance after recovering the
wing for installing inspection openings, but decided against it because
there are two many variables in establishing a fleetwide implementation
program. One must account for other factors to determine the
appropriate time period to start an inspection program, including age
and condition of the structure at the time of recover, operational and
environmental conditions that the aircraft is subjected to, and the
possible damage to the wing panels caused by the intrusion of insects
or rodents. All of these factors led the FAA to implement the
inspection opening installation requirements in conjunction with a one-
time inspection as proposed by the service bulletin in order to assure
that the wing panels are airworthy from a corrosion standpoint upon
completion of this AD. The installation openings provide a means for
continuing routine inspections in the future. While older airplanes
with larger wing surfaces may have fewer inspection openings than that
which is specified in this AD, the FAA looked at the unique structural
configuration of the wing panels for the affected airplane models in
approving the type certificate holder's findings on the number and
placement of the openings. The AD is unchanged as a result of the above
comment.
The Univair Aircraft Corporation has revised SB No. 29 to the
Revision A level. This revision specifies a different screw used to
secure the cover plate on airplanes with metal skinned wings. The FAA
has determined that Univair SB No. 29, Revision A, dated June 7, 1994,
should be incorporated into the final rule. Airplane owners/operators
that have complied with the original version of this service bulletin
will not have to re-accomplish these actions.
After careful review of all available information including the
comments referenced above, the FAA has determined that air safety and
the public interest require the adoption of the rule as proposed except
for the incorporation of the referenced service bulletin revision and
minor editorial corrections. The FAA has determined that the service
bulletin change and the minor corrections will not change the meaning
of the AD nor add any additional burden upon the public than was
already proposed.
The compliance time for this AD is in calendar time instead of
hours time-in-service (TIS). The FAA has determined that a calendar
time for compliance is the most desirable method because the unsafe
condition described by this AD is caused by corrosion. Corrosion can
occur on airplanes regardless of whether the airplane is in service or
in storage. Therefore, to ensure that corrosion is detected and
corrected on all affected airplanes within a reasonable period of time
without inadvertently grounding any airplane, a compliance schedule
based upon calendar time instead of hours TIS is utilized.
The FAA estimates that 2,672 airplanes in the U.S. registry will be
affected by this AD, that it will take approximately 8 workhours per
airplane to accomplish the required action, and that the average labor
rate is approximately $55 an hour. Parts cost approximately $67
(maximum) per airplane. Based on these figures, the total cost impact
of the AD on U.S. operators is estimated to be $1,354,704. This figure
is based on the assumption that no affected airplane owner/operator has
accomplished the required action. The $67 parts cost figure is the
maximum an operator will spend. Many airplane owners/operators will
spend much less than this, and some airplane owners/operators have
already accomplished the required action. With this in mind, the FAA
believes the future cost impact estimate to be much less than that
presented above.
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.
For the reasons discussed above, I certify that this 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) 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 final evaluation prepared for this
action is contained 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, 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 U.S.C. App. 1354(a), 1421 and 1423; 49 U.S.C.
106(g); and 14 CFR 11.89.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by adding a new AD to read as follows:
94-18-04 Univair Aircraft Corporation: Amendment 39-9017; Docket No.
94-CE-05-AD.
Applicability: Models Ercoupe 415-C, 415-CD, 415-D, 415-E, and
415-G, Forney F-1 and F-1A, Alon A-2 and A-2A, and Mooney M10
airplanes (all serial numbers), certificated in any category.
Compliance: Required within the next 12 calendar months after
the effective date of this AD, unless already accomplished (See Note
1).
To prevent wing structural damage that, if not detected and
corrected, could progress to the point of failure, accomplish the
following:
(a) Install inspection openings in the outer wing panels and
inspect the wing outer panel internal structural components for
corrosion in accordance with the PROCEDURE section of Univair
Service Bulletin No. 29, Revision A, dated June 7, 1994. Prior to
further flight, repair any corrosion in accordance with instructions
contained in the above-referenced service information.
Note 1: Complying with the original version of Univair SB No.
29, dated January 27, 1994, is considered equivalent to the
requirements of paragraph (a) of this AD, and is considered ``unless
already accomplished'' for this portion of the AD.
(b) Send the results of the inspection required by paragraph (a)
of this AD to the Manager, Denver Aircraft Certification Field
Office, 5440 Roslyn Street, suite 133, Denver, Colorado 80216. State
whether corrosion was found, the location and extent of any
corrosion found, and the total hours TIS of the component at the
time the corrosion was found. (Reporting approved by the Office of
Management and Budget under OMB no. 2120-0056.)
(c) Special flight permits may be issued in accordance with
sections 21.197 and 21.199 of the Federal Aviation Regulations (14
CFR 21.197 and 21.199) to operate the airplane to a location where
the requirements of this AD can be accomplished.
(d) An alternative method of compliance or adjustment of the
compliance time that provides an equivalent level of safety may be
approved by the Manager, Denver Aircraft Certification Field Office,
5440 Roslyn Street, suite 133, Denver, Colorado 80216. The request
shall be forwarded through an appropriate FAA Maintenance Inspector,
who may add comments and then send it to the Manager, Denver
Aircraft Certification Field Office.
Note 2: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Denver Aircraft Certification Field Office.
(e) The inspection and installation required by this AD shall be
done in accordance with Univair Service Bulletin No. 29, Revision A,
dated June 7, 1994. This incorporation by reference was approved by
the Director of the Federal Register in accordance with 5 U.S.C.
552(a) and 1 CFR part 51. Copies may be obtained from the Univair
Aircraft Corporation, 2500 Himalaya Road, Aurora, Colorado 80011.
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.
(f) This amendment (39-9017) becomes effective on October 7,
1994.
Issued in Kansas City, Missouri, on August 19, 1994.
Gerald W. Pierce,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 94-20906 Filed 8-24-94; 8:45 am]
BILLING CODE 4910-13-P