AD 94-12-08

This amendment supersedes Airworthiness Directive (AD) 92-26-04, which applies to certain Cessna Aircraft Company (Cessna) 210, P210, and T210 series airplanes. That AD requires operational checks of the fuel gauges, fuel cap and adapter modifications, and preflight fuel system quantity checks. The Federal Aviation Administration (FAA) received a petition for reconsideration of AD 92-26-04, and subsequently suspended the effectiveness of this AD while the concerns specified in the petition were evaluated. This action retains certain requirements of AD 92-26-04, and incorporates certain items raised by the petition for reconsideration. The actions specified by this AD are intended to prevent loss of engine power caused by inadvertent fuel loss or inadequate fuel servicing.

The incorporation by reference of certain publications listed in the regulations was previously approved by the Director of the Federal Register as of January 22, 1993.

Final rule

94-12-08 CESSNA AIRCRAFT COMPANY: Amendment 39-8936; Docket No. 93-CE-33-AD. Supersedes AD 92-26-04, Amendment 39-8431.

Applicability: The following model and serial number airplanes, certificated in any category.

Model
Serial Numbers
210G through 210R, and
21058819 through 21065009, and
T210G through T210R
T210-0198 through T210-0454
P210N, and P210R
P21000001 through P21000874

Compliance: Required within the next 12 calendar months after the effective date of this AD, unless already accomplished.

To prevent loss of engine power caused by inadvertent fuel loss or inadequate fuel servicing, accomplish the following:

(a) Incorporate the PILOT OPERATING PROCEDURES -PREFLIGHT FUEL SYSTEM QUANTITY CHECK that is Figure 1 of this AD into the airplane flight manual or airplane records.

(b) The incorporation of Figure 1 of this AD into the airplane flight manual or airplane records as required by paragraph (a) of this AD may be performed by the owner/operator holding at least a private pilot certificate as authorized by section 43.7 of the Federal Aviation Regulations (14 CFR 43.7), and must be entered into the aircraft records showing compliance with this AD in accordance with section 43.11 of the Federal Aviation Regulations (14 CFR 43.11).

(c) Calibrate the fuel quantity indicating system at the unusable (empty) fuel gauge indication by accomplishing either (c)(1) or (c)(2) of this AD as follows:

(1) Checking (one-time) the fuel gauge calibration by:

(i) Draining the wing fuel tank sumps (defuel the airplane).

(ii) Turning the master switch on, ensuring that the fuel gauges indicate empty ("E"); and

(iii) Adjusting or replacing the transmitter or gauge, as required to obtain proper "empty" indication with empty wing fuel tanks; or

(2) Fabricate a 1/8-inch wide (1/4-inch long minimum) red "Empty" radial line and center on the gauge glass where the gauge pointer indicates when the tankis empty; and fabricate and install adjacent to the fuel gauges a placard (using letters at least 1/8-inch in height) with the following words: FUEL GAUGES NOT CALIBRATED, BASE ALL FUEL CALCULATIONS ON VISUAL INSPECTION, TIME AND CONSUMPTION FIGURES. WITH FULL TANKS, MAXIMUM ENDURANCE IS 4 HOURS FOR FLIGHT PLANNING.

(d) Accomplish either (d)(1) or (d)(2) of this AD as follows:

(1) Install raised fuel caps in accordance with the instructions to Cessna Service Kit SK210-136, which is referenced by Cessna Service Bulletin SEB91-10, dated October 25, 1991; or Supplemental Type Certificate SA2456CE (owned by Mr. William J. Barton) for Monarch Air & Development, Inc., Assembly No. WW-100-2 fuel caps (only); or

(2) Fabricate two placards with the following words on each using letters at least 1/8-inch in height and install a placard on each wing fuel filler opening: "TO ASSURE FULL CAPACITY WHILE FILLING, FILL SLOWLY DURING LAST 5 GALLONS. RECHECK FOR FULL AFTER 2 MINUTES."

(e) 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.

(f) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office (ACO), 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita ACO.

NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita ACO.

(g) The replacement required by this AD shall be done in accordance with Cessna Service Kit SK210-136, which is referenced by Cessna Service Bulletin SEB91-10, dated October 25, 1991. This incorporation by reference was previously approved by the Director of the Federal Register as of January 23, 1993, in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from Cessna Aircraft Company, P.O. Box 7704, Wichita, Kansas 67277. 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.

(h) This amendment (39-8936) supersedes AD 92-26-04, Amendment 39-8431.

(i) This amendment becomes effective on July 22, 1994.

FIGURE 1
PILOT OPERATING PROCEDURES - PREFLIGHT FUEL SYSTEM QUANTITY CHECK

The following procedures are to be used on certain Cessna 210, P210, and T210 Series airplanes whenever more than 75 gallons of fuel are needed for range and reserve.

1. Verify that the airplane is level laterally and is approximately 4.5 degrees nose up (normal nose strut on a level surface). NOTE: The airplane turn and bank instrument may be used to check lateral leveling.

2. Visually inspect each fuel tank for fuel level with the upper wing surface when full fuel capacity is intended to be in each tank.

3. Check each fuel cap and seal for security and wing surface for a lack of fuel stains aft of each fuel cap.

NOTE: It is highly recommended that the wing tips and flap trailing edges are checked during flight for evidence of fuel siphoning.

A proposal to amend part 39 of the Federal Aviation Regulations (14 CFR part 39) to include an AD that would apply to certain Cessna 210, P210, and T210 series airplanes was published in the Federal Register on August 24, 1993 (58 FR 44621). The action proposed to supersede AD 92-26-04, Amendment 39-8431 (57 FR 57658, December 7, 1992), with a new AD that would require the following on Cessna 210, P210, and T210 series airplanes:

o retain the fuel gauge operational checks, fuel cap and adapter modifications, and preflight fuel system quantity checks currently required by AD 92-26-04;

o provide the option of utilizing approved alternative procedures for calibrating the fuel systems;

o provide the option of accomplishing fuel capacity checks after refueling the airplane or installing raised fuel caps; and

o revise the applicability of the actual AD to more fully clarify which airplanes are affected.

Interested persons have been afforded anopportunity to participate in the making of this amendment. Due consideration has been given to the comments received.

Several commenters state that the calibration procedures proposed are ineffective, very expensive, and the equipment necessary to accomplish the calibration is unavailable. Two of these commenters referenced calibration and gauge accuracy procedures that they felt were more realistic (more effective, less expensive, and available) than those specified in the proposal. The FAA (1) reviewed the procedures submitted by the commenters; (2) determined that the referenced procedures are, at least, as realistic as those proposed; and (3) incorporated the procedures into the AD.

One commenter recommends limiting the number of hours of operation before an airplane equipped with uncalibrated fuel gauges must refuel. The commenter states that this would reduce the cost associated with requiring accurate fuel gauge calibration. The FAA concurs and has added this provision to the AD.

Several commenters suggest increasing the pilots' knowledge of the fuel system limitations through training and advisories. The FAA concurs that this step is essential for aviation safety; however, AD's are utilized to correct an unsafe condition that exists or is likely to develop in aircraft of the same type design. Appropriate fuel system placarding (specified in the proposed AD) does provide an advisory to the limitations of the originally certificated fuel system, which could help increase pilot knowledge. Any other action related to increasing the pilot's knowledge of fuel system limitations is outside the scope of AD action. The AD is unchanged as a result of this comment.

One commenter recommends that the FAA not require replacement of the flush fuel caps because the existing fuel caps are acceptable if they are properly maintained. The FAA concurs. The proposal included the option of installing these raised fuel caps or fabricating and installinga fuel capacity check placard on each wing fuel filler opening. The AD is unchanged as a result of this comment.

One commenter recommends requiring replacement of the fuel caps with caps that are not susceptible to fuel leakage or siphoning and where certificated fuel capacity is easily obtainable. This commenter states that service experience indicates that the fuel caps originally certificated on these Cessna 210 series airplanes make fuel servicing difficult and susceptible to water leakage into the tanks and fuel siphoning during flight. The FAA does not concur that mandatory fuel cap replacement is necessary. The FAA has determined that the accomplishment of certain preflight requirements will provide the same level of safety as fuel cap replacement. The FAA encourages fuel cap replacement and the preflight requirements are reduced when replacement is accomplished. The AD is unchanged as a result of this comment.

After careful review of all available information including the comments noted 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 calibration and gauge accuracy procedures referenced above and minor editorial corrections. The FAA has determined that these procedures and minor corrections will not change the meaning of the AD nor add any additional burden upon the public than was already proposed.

The FAA estimates that 5,000 airplanes in the U.S. registry will be affected by this AD, that it will take approximately 4 workhours per airplane to accomplish the required action, and that the average labor rate is approximately $55 an hour. Parts cost approximately $150 per airplane. Based on these figures, the total cost impact of the AD on U.S. operators is estimated to be $1,850,000. This figure is based on the assumption that no affected airplane owner/operator has accomplished the required action.

In addition, AD 92-26-04 currently has a cost impact of $2,125,000 (5 workhours X $55 per hour plus $150 for parts X 5,000 airplanes) if the FAA had not suspended the effectiveness of that AD. The cost of this AD is actually a reduction of one workhour per airplane over that specified in AD 92-26-04, or a reduction of $275,000 for the entire U.S. fleet.

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.

Section 39.13 - [AMENDED]
2. Section 39.13 is amended by removing AD 92-26-04, Amendment 39-8431 (57 FR 57658, December 7, 1992), and by adding a new airworthiness directive to read as follows: