[Federal Register: March 18, 2003 (Volume 68, Number 52)]
[Rules and Regulations]
[Page 12799-12802]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr18mr03-2]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 2000-CE-63-AD; Amendment 39-13081; AD 2003-05-05]
RIN 2120-AA64
Airworthiness Directives; Robert E. Rust Models DeHavilland DH.C1
Chipmunk 21, 22, and 22A 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 certain Robert E. Rust (R.E. Rust) Models DeHavilland DH.C1
Chipmunk 21, 22, and 22A airplanes. This AD requires you to inspect the
fuselage to determine if a steel fuselage center-section tie bar fitted
with bushings in the end lug bolt holes is installed. If this bushed
steel fuselage center-section tie bar is installed, this AD decreases
the safe life limit. This AD is the result of reports that certain
replacement steel fuselage center-section tie bars installed on the
affected airplanes could fail before the originally published safe life
limit. The actions specified by this AD are intended to prevent early
failure of these bushed steel fuselage center-section tie bars, which
could result in reduced structural
[[Page 12800]]
integrity of the wings. Such a condition could lead to loss of control
of the airplane.
DATES: This AD becomes effective on April 25, 2003.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in the regulations as of April
25, 2003.
ADDRESSES: You may get the service information referenced in this AD
from DeHavilland Support Limited, Duxford Airfield, Bldg. 213,
Cambridgeshire, CB2 4QR, United Kingdom, telephone: +44 1223 830090,
facsimile: +44 1223 830085, e-mail: info@dhsupport.com. You may view
this information at the Federal Aviation Administration (FAA), Central
Region, Office of the Regional Counsel, Attention: Rules Docket No.
2000-CE-63-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: Cindy Lorenzen, Aerospace Engineer,
FAA, Atlanta Aircraft Certification Office, 1895 Phoenix Boulevard,
Suite 450, Atlanta, Georgia; telephone: (770) 703-6078; facsimile:
(770) 703-6097.
SUPPLEMENTARY INFORMATION:
Discussion
What Events Have Caused This AD?
The FAA has received reports that an unsafe condition may exist on
certain R.E. Rust Models DeHavilland DH.C1 Chipmunk 21, 22, and 22A
airplanes. After a review of several of these airplanes, we have
determined that steel fuselage center-section tie bars, part number
RD.C1.FS.107, are being installed as replacements parts. Some of these
part numbers have been fitted with bushings in the end lugs to cover
scored or oversized holes.
The use of bushings in the end of the lugs on these parts severely
reduces the safe life limit. The original safe life limit established
for the steel fuselage center-section tie bar was 30,000 fatigue
hours.Fatigue hours are hours time-in-service multiplied by the role
factor (operational use).
What Is the Potential Impact if FAA Took No Action?
This condition, if not corrected, could result in failure of the
steel fuselage center-section tie bar. Such failure could lead to loss
of control of the airplane.
Has FAA Taken Any Action to This Point?
We issued a proposal to amend part 39 of the Federal Aviation
Regulations (14 CFR part 39) to include an AD that would apply to
certain R.E. Rust Models DeHavilland DH.C1 Chipmunk 21, 22, and 22A
airplanes. This proposal was published in the Federal Register as a
notice of proposed rulemaking (NPRM) on November 15, 2002 (67 FR
69149). The NPRM proposed to require you to check the airplane logbook
to determine if a steel fuselage center-section tie bar, part number
RD.C1.FS.107, is installed on the airplane. If this part number is
installed, the NPRM proposed to require you to inspect the end lugs to
determine if bushings are installed in the bolt holes. If bushings are
present, the NPRM also proposed to reduce the safe life of that part
from 30,000 fatigue hours to 16, 000 fatigue hours.
Was the Public Invited To Comment?
The FAA encouraged interested persons to participate in the making
of this amendment. We did not receive any comments on the proposed rule
or on our determination of the cost to the public.
FAA's Determination
What Is FAA's Final Determination on This Issue?
After careful review of all available information related to the
subject presented above, we have determined that air safety and the
public interest require the adoption of the rule as proposed except for
minor editorial corrections. We have determined that these minor
corrections:
--Provide the intent that was proposed in the NPRM for correcting
the unsafe condition; and
--do not add any additional burden upon the public than was already
proposed in the NPRM.
Cost Impact
How Many Airplanes Does This AD Impact?
We estimate that this AD affects 54 airplanes in the U.S. registry.
What Is the Cost Impact of This AD on Owners/Operators of the Affected
Airplanes?
We estimate the following costs to accomplish the inspection:
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Total cost per Total cost on U.S.
Labor cost Parts cost airplane operators
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12 workhours x $60 per hour = $720..... No parts required......... $720 $720 x 54 = $38,880.
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We estimate the following costs to accomplish any necessary
replacements that will be required based on the results of the
inspection. We have no way of determining the number of airplanes that
may need such replacement:
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Total cost per
Labor cost Parts cost airplane
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80 workhours x $60 per hour = $2,250 $4,800 + $2,250 =
$4,800. $7,050.
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Regulatory Impact
Does This AD Impact Various Entities?
The regulations adopted herein 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, it
is determined that this final rule does not have federalism
implications under Executive Order 13132.
Does This AD Involve a Significant Rule or Regulatory Action?
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
[[Page 12801]]
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, 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.
Sec. 39.13 [Amended]
2. FAA amends Sec. 39.13 by adding a new AD to read as follows:
2003-05-05 Robert E. Rust: Amendment 39-13081; Docket No. 2000-CE-
63-AD.
(a) What airplanes are affected by this AD? This AD affects R.E.
Rust Models DeHavilland DH.C1 Chipmunk 21, 22, and 22A airplanes,
serial numbers C1-001 through C1-1014, that are type certificated in
any category.
Note 1: We recommend all owners/operators of DeHavilland DH.C1
Chipmunk 21, 22, and 22A airplanes, serial numbers C1-001 through
C1-1014, with experimental airworthiness certificates comply with
the actions required 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 prevent failure of the steel fuselage
center-section tie bar prior to the originally published safe life,
which could result in reduced structural integrity of the wings.
Such a condition could lead to loss of control of the airplane.
Steel fuselage center-section tie bars fitted with bushings in the
end lug bolt holes have a reduced safe life of 16,000 fatigue hours.
(d) What actions must I accomplish to address this problem? To
address this problem, you must accomplish the following:
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Actions Compliance Procedures
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(1) Check the airplane logbook Upon accumulating The owner/operator
to determine if a steel 16,000 fatigue holding at least
fuselage center-section tie hours or within a private pilot
bar, part number (P/N) the next 100 certificate as
RD.C1.FS.107, is installed. hours time-in- authorized by
Initial steel tie bar fitments service (TIS) section 43.7 of
were done under cover of Repair after April 25, the Federal
Drawings R.C1.FS.191 and 2003 (the Aviation
RD.C1.FS.106. Later these effective date of Regulations (14
drawings were included in this AD), CFR 43.7) may
Modification H.288 so fitment whichever occurs check the
may be logged under either. later. airplane logbook.
Calculate fatigue
hours by
multiplying the
TIS by the role
factor in
accordance with
British Aerospace
Mandatory
Technical News
Sheet Series:
Chipmunk (C1),
No. 138, Issue:
5, dated August
1, 1985.
(2) If, by checking the airplane Not applicable.... The owner/operator
logbook, you can positively holding at least
determine that a steel fuselage a private pilot
center-section tie bar, P/N certificate as
RD.C1.FS.107, is not installed. authorized by
section 43.7 of
the Federal
Aviation
Regulations (14
CFR 43.7) may
check the
airplane logbook.
(i) you must make an entry into
the aircraft records that shows
compliance with paragraphs
(d)(1) and (d)(2) of this AD in
accordance with section 43.9 of
the Federal Aviation
Regulations (14 CFR 43.9); and.
(ii) continue to comply with the
published life limits of the
installed tie bar.
(3) If, by checking the airplane Prior to further In accordance with
logbook, you determine that a flight after the British Aerospace
steel fuselage center-section logbook check Mandatory
tie bar, P/N RD.C1.FS.107, is required in Technical News
installed, or cannot positively paragraph (d)(1) Sheet Series:
show that one is not installed. of this AD. Chipmunk (C1),
No. 175, Issue 1,
dated August 1,
1985.
(i) inspect the lug bolt holes
to determine if bushings have
been installed.
(ii) if bushings have been
installed, the safe life limit
for that part is now 16,000
fatigue hours;.
(iii) if bushing have not been
installed, the safe life limit
for that part remains at 30,000
fatigue hours; and.
(iv) make an entry into the
aircraft records that shows
compliance with this portion of
the AD in accordance with
section 43.9 of the Federal
Aviation Regulations (14 CFR
43.9).
(4) The following are the safe As of April 25, Not applicable.
life limit for steel fuselage 2003 (the
center-section tie bars, P/N effective date of
RD.C1.FS.107. this AD).
(i) If fitted with bushings in
the end lug bolt holes: 16,000
fatigue hours; and.
(ii) If not fitted with bushings
in the end lug bolt holes:
30,000 fatigue hours.
------------------------------------------------------------------------
(e) 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, Atlanta Aircraft Certification Office (ACO),
approves your alternative. Submit your request through an FAA
Principal Maintenance
[[Page 12802]]
Inspector, who may add comments and then send it to the Manager,
Atlanta ACO.
Note: 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 (e) of this AD. The request
should include an assessment of the effect of the modification,
alteration, or repair on the unsafe condition addressed by this AD;
and, if you have not eliminated the unsafe condition, specific
actions you propose to address it.
(f) Where can I get information about any already-approved
alternative methods of compliance? Contact Cindy Lorenzen, Aerospace
Engineer, FAA, Atlanta Aircraft Certification Office, 1895 Phoenix
Boulevard, Suite 450, Atlanta, Georgia; telephone: (770) 703-6078;
facsimile: (770) 703-6097.
(g) 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.
(h) Are any service bulletins incorporated into this AD by
reference? Actions required by this AD must be done in accordance
with British Aerospace Mandatory Technical News Sheet Series:
Chipmunk (C1), No. 138, Issue: 5, dated August 1, 1985, and British
Aerospace Mandatory Technical News Sheet Series: Chipmunk (C1), No.
175, Issue 1, dated August 1, 1985. 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 DeHavilland
Support Limited, Duxford Airfield, Bldg. 213, Cambridgeshire, CB2
4QR, United Kingdom, telephone: +44 1223 830090, facsimile: +44 1223
830085, e-mail: info@dhsupport.com. You may view copies at the 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.
(i) When does this amendment become effective? This amendment
becomes effective on April 25, 2003.
Issued in Kansas City, Missouri, on March 4, 2003.
Dorenda D. Baker,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 03-6045 Filed 3-17-03; 8:45 am]
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