[Federal Register Volume 59, Number 168 (Wednesday, August 31, 1994)]
[Unknown Section]
[Page 0]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 94-20595]


[[Page Unknown]]

[Federal Register: August 31, 1994]


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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39

[Docket No. 94-ANE-19; Amendment 39-9008; AD 94-17-13]

 

Airworthiness Directives; Hartzell Propeller Inc. HC-(  )3Y(  )-(  
) Series Three-Bladed Propellers

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule; request for comments.

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SUMMARY: This amendment supersedes an existing airworthiness directive 
(AD), applicable to Hartzell Propeller Inc. HC-(  )3Y(  )-(  ) series 
three-bladed propellers, that currently requires initial and repetitive 
visual and eddy current inspections for cracks in the area of the 
grease fitting holes on the side of the propeller hub arm. This 
amendment reduces the repetitive inspection interval from 25 hours time 
in service (TIS) to 10 hours TIS. In addition, this amendment adds an 
optional interim alternative method of compliance involving a 
chamfering modification to extend the initial and repetitive inspection 
compliance interval. This amendment also adds a terminating action to 
require propeller hub replacement to a new hub configuration where 
grease fittings are located in a reinforced area near the hub parting 
line. This amendment is prompted by a report from the Aviation Accident 
Investigation Board (AAIB) of the United Kingdom and a recent incident 
that indicates a hub failure could have occurred in less time than the 
25 hour TIS inspection interval. The actions specified by this AD are 
intended to prevent possible propeller hub failure and subsequent 
propeller blade separation and loss of the aircraft.

DATES: Effective September 15, 1994.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of September 15, 1994.
    Comments for inclusion in the Rules Docket must be received on or 
before October 31, 1994.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), New England Region, Office of the Assistant Chief 
Counsel, Attention: Rules Docket No. 94-ANE-19, 12 New England 
Executive Park, Burlington, MA 01803-5299.
    The service information referenced in this AD may be obtained from 
Hartzell Propeller Inc., One Propeller Place, Piqua, OH 45356-2834; 
telephone (513) 778-4200, fax (513) 778-4391. This information may be 
examined at the FAA, New England Region, Office of the Assistant Chief 
Counsel, Burlington, MA; or at the Office of the Federal Register, 800 
North Capitol Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: Tim Smyth, Aerospace Engineer, Chicago 
Aircraft Certification Office, FAA, Small Airplane Directorate, 2300 
East Devon Avenue, Room 232, Des Plaines, IL 60018; telephone (708) 
294-7130, fax (708) 294-7834.

SUPPLEMENTARY INFORMATION: On October 20, 1989, the Federal Aviation 
Administration (FAA) issued priority letter airworthiness directive 
(AD) 89-22-05, to require visual inspection of the propeller hub 
surface in the area of the grease fittings at intervals of 50 hours 
time in service (TIS). That action was prompted by reports of propeller 
hub failures caused by cracks initiating in the grease fitting holes on 
the side of the hub arm. These cracks typically originate in the 
threads of the hub grease fitting, then propagate around the blade arm 
of the hub, resulting in failure of the hub. That condition, if not 
corrected, could result in possible propeller hub failure and 
subsequent propeller blade separation and loss of the aircraft.
    Since the issuance of that AD, the FAA received a report from the 
Civil Aviation Authority (CAA) of the United Kingdom of a propeller hub 
failure on a propeller that had been visually inspected in accordance 
with AD 89-22-05. The CAA's investigation revealed that the propeller 
hub crack had corrosion on the fracture surface that was present for a 
considerable time but the crack was undetectable by visual inspection. 
The FAA, in conjunction with the CAA and the manufacturer, determined 
that the visual inspection procedure alone is inadequate to reliably 
find cracks in the propeller hub. On August 18, 1993, the FAA issued 
priority letter AD 93-16-14, which requires initial and repetitive 
visual inspections and eddy current inspections (ECI) for cracks in the 
area of the grease fitting holes on the side of the propeller hub. The 
FAA issued the final rule on this action on November 22, 1993, which 
was published in the Federal Register on December 21, 1993 (58 FR 
67307).
    Recently, an inspector found an additional significant hub crack 
evidenced by grease leaking from the propeller hub. The hub was eddy 
current inspected and verified that a crack of significant length was 
present. The hub had been previously inspected using the eddy current 
inspection process with no crack indications present. A significant 
crack indication occurred in less time than the current 25 hour TIS 
inspection interval. Based on this latest service difficulty report, 
the FAA has determined that it is necessary to reduce the current 25 
hour TIS inspection interval to 10 hours TIS for hubs installed on 
certain aircraft and to mandate replacement of existing designed hubs 
to the new hub configuration as soon as practical on these aircraft. A 
total of 24 hub cracks have been found to date. At the present time, 
over 2,500 propeller hubs have been distributed with the new post-1983 
configuration propeller hub.
    The FAA has reviewed and approved the technical contents of 
Hartzell Propeller Inc. Service Bulletin (SB) No. 165E, dated January 
21, 1994, that describes procedures for visual inspections, and ECI or 
fluorescent penetrant inspection (FPI), for cracks in the area of the 
grease fitting holes on the side of the propeller hub. In addition, 
this SB describes an interim alternative method of compliance that 
involves chamfering the inside and outside surfaces of the propeller 
hub arm by the grease fitting holes. This modification allows the 
propeller to operate for 400 hours TIS, or 36 months after the 
effective date of this AD, whichever occurs first, before requiring, 
for propellers installed on certain aircraft, hub replacement with a 
new post-1983 configuration propeller hub. This modification was 
created to provide relief to certain aircraft that would have 
difficulty in complying with the stringent repetitive inspection 
intervals and could not obtain propeller hub replacement in the near 
term. This modification was approved by the FAA as an alternative 
method of compliance to AD 93-16-14, and has been added to this 
proposed AD as a interim compliance option. Operators that have 
accomplished this modification in accordance with Hartzell Propeller 
Inc. SB No. 165E will be given 400 hours TIS, or 36 calendar months 
after the effective date of this AD, whichever occurs first, prior to 
mandating hub replacement for propellers installed on certain aircraft. 
For propellers installed on other aircraft, this modification extends 
the repetitive inspection interval to 400 hours TIS.
    Since an unsafe condition has been identified that is likely to 
exist or develop on other propellers of this same type design, this AD 
supersedes AD 93-16-14 to reduce the repetitive inspection interval 
from 25 hours TIS to 10 hours TIS for propellers installed on certain 
aircraft. The proposed AD would also require for these propellers a 
mandatory terminating action by June 1995, or for those propellers that 
have been modified by chamfering, at 400 hours TIS, or 36 calendar 
months after the effective date of this AD, whichever occurs first, by 
requiring replacement of the existing pre-1983 configuration hubs with 
a new post-1983 hub configuration. For affected propellers installed on 
other aircraft, the chamfering modification extends the repetitive 
inspection interval to 400 hours TIS, and the replacement of hubs as a 
terminating action is optional. In addition, the FAA has restricted the 
special flight permit paragraph to only allow ferry flights to a point 
where the inspections can be performed, but to disallow ferry flights 
when a crack is known or suspected. The actions are required to be 
accomplished in accordance with the service bulletin described 
previously.
    Since a situation exists that requires the immediate adoption of 
this regulation, it is found that notice and opportunity for prior 
public comment hereon are impracticable, and that good cause exists for 
making this amendment effective in less than 30 days.

Comments Invited

    Although this action is in the form of a final rule that involves 
requirements affecting flight safety and, thus, was not preceded by 
notice and an opportunity for public comment, comments are invited on 
this rule. Interested persons are invited to comment on this rule by 
submitting such written data, views, or arguments as they may desire. 
Communications should identify the Rules Docket number and be submitted 
in triplicate to the address specified under the caption ADDRESSES. All 
communications received on or before the closing date for comments will 
be considered, and this rule may be amended in light of the comments 
received. Factual information that supports the commenter's ideas and 
suggestions is extremely helpful in evaluating the effectiveness of the 
AD action and determining whether additional rulemaking action would be 
needed.
    Comments are specifically invited on the overall regulatory, 
economic, environmental, and energy aspects of the rule that might 
suggest a need to modify the rule. All comments submitted will be 
available, both before and after the closing date for comments, in the 
Rules Docket for examination by interested persons. A report that 
summarizes each FAA-public contact concerned with the substance of this 
AD will be filed in the Rules Docket.
    Commenters wishing the FAA to acknowledge receipt of their comments 
submitted in response to this notice must submit a self-addressed, 
stamped postcard on which the following statement is made: ``Comments 
to Docket Number 94-ANE-19.'' The postcard will be date stamped and 
returned to the commenter.
    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.
    The FAA has 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. A copy of it, if filed, may 
be obtained from 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 removing Amendment 39-8704 (58 FR 
67307, December 21, 1993), and by adding a new airworthiness directive, 
Amendment 39-9008, to read as follows:

94-17-13 Hartzell Propeller Inc.: Docket No. 94-ANE-19. Supersedes 
AD 93-16-14, Amendment 39-8704.

    Applicability: Hartzell Propeller, Inc. HC-(  )3Y(  )-(  ) 
series three-bladed propellers with model designations and serial 
number ranges listed as follows: 

------------------------------------------------------------------------
          Propeller basic hub model           Propeller serial No. range
------------------------------------------------------------------------
PHC-C3YF-1R()...............................  EE1 through EE1461.       
PHC-J3YF-1R()...............................  FP1 through FP37.         
PHC-L3YF-1R()...............................  FD1 through FD7.          
HC-C3YF-1R()................................  EC1 through EC1020.       
HC-C3YK-1R() or HC-C3YR-1R()................  DY1 through DY1897.       
HC-C3YK-1().................................  CT1 through CT101.        
HC-C3YK-2() or HC-C3YR-2()..................  CK1 through CK3510.       
HC-C3YK-4() or HC-C3YR-4()..................  EL1 through EL67.         
HC-E3YK-1() or HC-E3YR-1()..................  FM1 through FM487.        
HC-E3YK-2() or HC-E3YR-2()..................  DF1 through DF79.         
HC-E3YK-2A() or HC-E3YR-2A()................  DJ1 through DJ7787.       
HC-F3YK-2() or HC-F3YR-2()..................  DA1 through DA1586.       
HC-F3YK-1() or HC-F3YR-1()..................  DB1 through DB137.        
HC-I3YK-2() or HC-I3YR-2()..................  FS1 through FS32.         
------------------------------------------------------------------------

    This airworthiness directive (AD) applies to the above affected 
propellers when installed on any agricultural aircraft with any 
engine, or installed on any aircraft utilizing Textron Lycoming TIO-
540 or LTIO-540 series reciprocating engines, or IO-540 series 
reciprocating engines that have a turbocharger added by the airframe 
manufacturer or have been modified by a Supplemental Type 
Certificate (STC) to incorporate a turbocharger, or a turbocharger 
retrofitted to an IO-540 engine by any other means. The known 
affected propellers are generally installed on, but not limited to, 
the following aircraft:

Agricultural Aircraft

Fletcher FU24-950
Cessna A188 Agwagon modified by STC SA895SO
Piper PA-36-285 and PA-36-300 (three-bladed propellers only)
Piper PA-36-375
Piper PA-36 Pawnee modified by STC SA3952WE
Transavia Airtruk Models and PL-12/T-300 Skyfarmer

Aircraft With Textron Lycoming TIO-540, LTIO-540, and Turbocharged IO-
540 Series Engines

Cessna 310 and 320 modified by Riley STC SA2082WE
Gulfstream 700 (formerly Rockwell 700, Fuji FA-300-12)
Helio H-700
Piper PA-23-250 and PA-E23-250 (with TIO-540 only)
Piper PA-31 Navajo (with TIO-540 only)
Piper PA-31-325 Navajo C/R
Piper PA-31-350 Navajo ``Chieftain''
Piper PA-31P-350 Mohave
Piper T-1020 (same as PA-31-350)
Piper PA-32(R)-301T Turbo Saratoga
Aerostar PA-60-600, PA-60-601, PA-60-601P, PA-60-602P, and PA-60-
700P.

    Propellers with model designations and serial number ranges 
listed above and installed on non-agricultural aircraft, which do 
not utilize Textron Lycoming TIO-540, LTIO-540, or turbocharged IO-
540 series engines are exempt from this AD.
    Propellers with new post-1983 hub configurations, i.e., which 
have the relocated grease fitting holes near the hub parting line as 
shown in Figure 1, page 9, of Hartzell Propeller, Inc., Service 
Bulletin (SB) No. 165E, dated January 21, 1994, even though the 
propeller model and serial number are listed above, are exempt from 
this AD.
    Compliance: Required as indicated, unless accomplished 
previously.
    To prevent possible propeller hub failure due to cracks that 
originate in the grease fitting holes on the side of the hub, which 
could result in propeller blade separation and loss of the aircraft, 
accomplish the following:
    (a) For propellers installed on Textron Lycoming TIO-540 or 
LTIO-540 series reciprocating engines or turbocharged IO-540 series 
reciprocating engines which are installed on Piper PA-31-325 Navajo 
C/R, PA-31-350 Navajo ``Chieftain,'' T-1020 (same as PA-31-350), PA-
60-700P, Aerostar 700P aircraft, or propellers installed on any 
agricultural aircraft with any engine, accomplish the following:
    (1) Within 10 hours time in service (TIS) after the effective 
date of this AD, but not to exceed 25 hours TIS since the last 
inspection, whichever occurs first, and thereafter at intervals of 
10 hours TIS, perform a visual inspection for presence of grease on 
the propeller and determine the source of this grease leakage prior 
to further flight. Following the visual inspection, perform an eddy 
current inspection (ECI) or fluorescent penetrant inspection (FPI) 
for cracks in accordance with Hartzell Propeller, Inc. SB No. 165E, 
dated January 21, 1994.

    Note: Use of a black light to inspect the suspect area can aid 
in determining the source of grease leakage because authorized 
grease contains fluorescent properties.

    (i) If grease is leaking from the hub arm or wall, replace the 
propeller with a serviceable propeller prior to further flight.
    (ii) If grease is determined to be leaking from other causes, 
take the appropriate corrective maintenance action and record in 
appropriate maintenance records.
    (2) If a crack is found in a propeller hub during the 
inspections required in paragraph (a)(1) of this AD, replace the 
propeller hub prior to further flight with a new post-1983 
configuration propeller hub, or with a serviceable 1983 or earlier 
hub that has been inspected in accordance with Hartzell Propeller 
Inc. SB No. 165E, dated January 21, 1994. Thereafter, perform a 
visual inspection, and ECI or FPI, for cracks in accordance with 
Hartzell Propeller Inc. SB No. 165E, dated January 21, 1994, at 
intervals not to exceed 10 hours TIS since the last inspection, 
unless a new post-1983 later style propeller hub is installed, per 
paragraph (d) of this AD.
    (b) For propellers installed on all other aircraft models, 
except for the four non-agricultural models listed in paragraph (a) 
of this AD, and that utilize Textron Lycoming TIO-540, LTIO-540, or 
turbocharged IO-540 series reciprocating engines accomplish the 
following:
    (1) Within 50 hours TIS after the effective date of this AD, but 
not to exceed 50 hours TIS since the last inspection, and thereafter 
at intervals of 50 hours TIS, perform a visual inspection for 
presence of grease on the propeller and determine the source of this 
grease leakage prior to further flight. Following the visual 
inspection, perform an ECI or FPI for cracks in accordance with 
Hartzell Propeller Inc. SB No. 165E, dated January 21, 1994.

    Note: Use of a black light to inspect the suspect area can aid 
in determining the source of grease leakage because authorized 
grease contains fluorescent properties.

    (i) If grease is leaking from the hub arm or wall, replace the 
propeller with a serviceable propeller prior to further flight.
    (ii) If grease is determined to be leaking from other causes, 
take the appropriate corrective maintenance action and record in 
appropriate maintenance records.
    (2) If a crack is found in a propeller hub during the 
inspections required in paragraph (b)(1) of this AD, replace the hub 
prior to further flight with a new post-1983 configuration propeller 
hub, or with a serviceable 1983 or earlier hub that has been 
inspected in accordance with Hartzell Propeller Inc. SB No. 165E, 
dated January 21, 1994. Thereafter, perform a visual inspection, and 
ECI or FPI, at intervals not to exceed 50 hours TIS since the last 
inspection, in accordance with paragraph (b)(1) of this AD, unless a 
new post-1983 configuration propeller hub is installed, per 
paragraph (d) of this AD.
    (c) An alternative method of compliance in Hartzell Propeller 
Inc. SB No. 165E, dated January 21, 1994, describes a propeller hub 
modification to chamfer the inside and outside hub arm surfaces of 
the grease hole fitting. Performing this interim modification allows 
an operator to extend the initial and repetitive inspection period 
as required by paragraphs (a)(1) or (b)(1) of this AD, as 
applicable, to 400 hours TIS.
    (1) For propellers installed on aircraft listed in paragraph (a) 
of this AD, once 400 hours TIS is reached, or 36 calendar months 
after the effective date of this AD, whichever occurs first, the 
propeller hub must be replaced in accordance with paragraph (d) of 
this AD.
    (2) For propellers installed on aircraft listed in paragraph (b) 
of this AD, once 400 hours TIS is reached, or 36 calendar months 
after the effective date of this AD, whichever occurs first, an 
internal inspection is required at intervals not to exceed 400 hours 
TIS since last inspection in accordance with Hartzell Propeller Inc. 
SB No. 165E, dated January 21, 1994, or replacement of the hubs must 
be determined in accordance with paragraph (d) of this AD.
    (d) For propellers installed on aircraft listed in paragraph (a) 
of this AD, install new post-1983 configuration propeller hubs that 
have fitting holes near the hub parting line prior to June 30, 1995, 
or in accordance with the time extension provided in paragraph (c) 
of this AD. For propellers installed in aircraft listed in paragraph 
(b) of this AD, this replacement is optional. For all affected 
propellers, this replacement constitutes terminating action to the 
inspection requirements of this AD.
    (e) Propeller hubs that are configured 1983 or earlier, with the 
grease fitting holes located on the side of the hub, that have been 
removed from service cannot ever be approved for return to service.
    (f) An alternative method of compliance or adjustment of the 
compliance time that provides an acceptable level of safety may be 
used if approved by the Manager, Chicago Aircraft Certification 
Office. The request should be forwarded through an appropriate FAA 
Maintenance Inspector, who may add comments and then send it to the 
Manager, Chicago Aircraft Certification Office.

    Note: Information concerning the existence of approved 
alternative methods of compliance with this airworthiness directive, 
if any, may be obtained from the Chicago Aircraft Certification 
Office.

    (g) 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 aircraft to a location where 
the inspections may be performed.
    (h) The inspections and modification shall be done in accordance 
with the following service document: 

------------------------------------------------------------------------
               Document No.                 Pages           Date        
------------------------------------------------------------------------
Hartzell Propeller Inc., SB No. 165E.....     1-10  Jan. 21, 1994.      
Total pages: 10                                                         
------------------------------------------------------------------------

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 Hartzell Propeller Inc., One 
Propeller Place, Piqua, OH 45356-2834; telephone (513) 778-4200, fax 
(513) 778-4391. Copies may be inspected at the FAA, New England 
Region, Office of the Assistant Chief Counsel, 12 New England 
Executive Park, Burlington, MA; or at the Office of the Federal 
Register, 800 North Capitol Street, NW., suite 700, Washington, DC.
    (i) This amendment becomes effective on September 15, 1994.

    Issued in Burlington, Massachusetts, on August 15, 1994.
Jay J. Pardee,
Manager, Engine and Propeller Directorate, Aircraft Certification 
Service.
[FR Doc. 94-20595 Filed 8-30-94; 8:45 am]
BILLING CODE 4910-13-P