[Federal Register Volume 62, Number 5 (Wednesday, January 8, 1997)]
[Rules and Regulations]
[Pages 1041-1044]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 97-475]
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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39
[Docket No. 95-ANE-66; Amendment 39-9863; AD 96-25-20]
RIN 2120-AA64
Airworthiness Directives; Hamilton Standard 14RF and 14SF Series,
and Hamilton Standard/British Aerospace Model 6/5500/F Propellers
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule.
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SUMMARY: This amendment adopts a new airworthiness directive (AD),
applicable to Hamilton Standard 14RF and 14SF series, and Hamilton
Standard/British Aerospace Model 6/5500/F propellers, that requires
initial and repetitive inspections of critical control components, and
removal and replacement with serviceable parts those critical control
components that do not meet the return to service criteria. This
amendment is prompted by failure modes effects analysis (FMEA),
certification test data, engineering analysis, and repair actions
performed at overhaul depots. The actions specified by this AD are
intended to prevent loss of propeller control due to failure of
critical control components, which could result in loss of control of
the aircraft.
DATES: Effective February 7, 1997.
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of February 7, 1997.
ADDRESSES: The service information referenced in this AD may be
obtained from Publication Distribution, Hamilton Standard, One Hamilton
Road, Windsor Locks, CT 06096-1010; fax (860) 654-6906. This
information may be examined at the Federal Aviation Administration
(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.
FOR FURTHER INFORMATION CONTACT: Frank Walsh, Aerospace Engineer,
Boston Aircraft Certification Office, FAA, Engine and Propeller
Directorate, 12 New England Executive Park, Burlington, MA 01803-5299;
telephone (617) 238-7158, fax (617) 238-7199.
SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal
Aviation Regulations (14 CFR part 39) to include an airworthiness
directive (AD) that is applicable to Hamilton Standard Models 14RF-9,
14RF-19, 14RF-21; 14SF-5, 14SF-7, 14SF-11, 14SF-11L, 14SF-15, 14SF-17,
14SF-19, 14SF-23; and Hamilton Standard/British Aerospace 6/5500/F
propellers was published in the Federal Register on December 13, 1995
(60 FR 63988). That action proposed to require initial and repetitive
inspections of critical aspects of the transfer tube assembly, actuator
assembly, and propeller control unit (PCU) for wear. This AD would also
require, prior to further flight, removing and replacing with
serviceable parts those critical components that do not meet the return
to service criteria.
Interested persons have been afforded an opportunity to participate
in the making of this amendment. Due consideration has been given to
the comments received.
Three commenters state that the initial AD inspection interval for
the transfer tube should be 10,500 hours time in service (TIS) as noted
in the appropriate Hamilton Standard Service Bulletin (SB) and
supported by the manufacturers wear data. The commenters also indicated
that the time interval of 10,500 hours TIS is significant since it
coincides with the Major Inspection Interval (MII) that many operators
adhere to on certain propeller installations. In addition, the
commenters requested that credit be given to MII inspections that have
been done recently that meet the inspection requirements of the
appropriate SBs.
The FAA concurs in part. Although the wear data supports an
inspection interval by more than 3 times the 10,500 hour TIS interval,
the FAA has determined that the initial inspection should be
accomplished within 6,000 hours TIS, or 3 years, whichever occurs
first, after the effective date of this AD. The initial inspection
compliance time was selected because the transfer tubes have not been
time tracked. The 6,000 hours TIS initial inspection compliance time
will result in all transfer tubes to be inspected within a time
interval supported by the wear data. Also, credit cannot be given to
components inspected during the MII unless the components were
inspected in accordance with the appropriate critical parts inspection
SBs. The FAA intends to give credit for critical parts inspections
performed in accordance with the appropriate SBs that have already been
performed within the 10,500 hours TIS interval.
The initial inspection also coincides with the installation of the
new major alteration feature, Secondary Drive Quill (SDQ) that is
mandated by AD 95-22-12 to be completed prior to June 30, 1998. This
coordination effort will give a smooth phase-in of all requirements
with a minimal impact on record keeping and operational commitments. To
conclude, the FAA has determined that an initial inspection within
6,000 hours TIS, or 3 years whichever occurs first, after the effective
date of this AD will safely introduce the transfer tube into a
repetitive inspection at 10,500 hours TIS intervals thereafter.
Two commenters state that at present there is no tracking of time
in service for these components and that tracking will be unduly
burdensome. The FAA concurs that there is no current requirement to
track component time in service, but disagrees that adding the
requirement to track time would be unduly burdensome since time
tracking
[[Page 1042]]
is currently conducted on other propeller components. Systems to track
time on propeller components have already been established. The FAA
program to introduce these components to time tracking begins with an
initial phase in interval of 6,000 hours TIS, or 3 years, whichever
occurs first, after the effective date of this AD, followed by a
repetitive inspection of these components at a 10,500 hours TIS
interval that was not required at certification.
Two commenters state that the total economic impact of the proposed
rule has been underestimated because the FAA did not include costs such
as loss of revenue from having aircraft sit idle while awaiting the
required inspections. The FAA does not concur. The cost impact of this
AD was calculated using data from the industry as to the time and parts
needed to accomplish the required actions. The FAA does not include the
costs of secondary effects of performing the actions required by the AD
in its economic analysis. As a matter of law, in order to be operated
in commercial service, an aircraft must conform to its type design and
be in a condition for safe flight. The type design of the affected
propellers was certificated only after the FAA found that the design
complied with all applicable airworthiness requirements. In adopting
those certification requirements, the FAA already determined a level of
safety that is cost beneficial. With this AD, the FAA has determined
that an unsafe condition exists, that means that a cost-beneficial
level of safety is no longer achieved, and that additional requirements
must be performed in order to restore that level of safety. Because
that level of safety was already determined to be cost-beneficial, a
full cost analysis is not required for each AD, and the costs of the
secondary effects of performing the actions required by the AD are not
added to the cost analysis of the AD.
In addition the FAA has increased the initial inspection compliance
time to 6,000 hours TIS, or 3 years, whichever occurs first, after the
effective date of this AD. The increase in initial inspection
compliance time will smooth the transition to the 10,500 hours TIS
repetitive inspection program and minimize the impact on aircraft
operation.
Three commenters state that, to date, there is no evidence of in-
service wear of the affected components. The FAA concurs in part. The
engineering and repair data indicate wear does exist but at an
extremely low level. Since wear does occur on these critical components
they must be inspected periodically and these components must be
removed from an unspecified repair status to a defined inspection
interval category.
Two commenters state that the PCU inspection is already required by
another AD. The FAA concurs in part. The purpose of this new AD is to
integrate inspection items not covered by AD 95-22-12 into a
comprehensive coordinated inspection requirement for the propeller
control system. Airworthiness directive 95-22-12 only addresses
inspection of the PCU servo ballscrew internal spline, installation of
a secondary drive quill, and a torque check inspection of the primary
ballscrew quill.
One commenter states that the repetitive inspection interval should
be reduced from 10,500 hours TIS to 2,500 hours TIS. The FAA does not
concur. Engineering investigation, analysis, and field and laboratory
testing reveal these components can operate safely within the 10,500
hours TIS inspection interval so the interval does not need to be
reduced further.
Two commenters state that credit should be given for Critical Parts
Inspections (CPIs) that have already been performed within the previous
10,500 hours TIS MII. The FAA concurs in part. This final rule
increases the initial inspection interval from 1,000 hours TIS to 6,000
hours TIS, or 3 years, whichever occurs first, after the effective date
of this AD, for these CPI items, and thereafter requires inspection at
intervals of 10,500 hours TIS in accordance with the applicable SBs.
The FAA intends to give credit for those CPIs conducted in accordance
with the SBs applicable to this AD.
One commenter requests clarification on the definition of time in
service, TIS. The FAA concurs. The FAA interprets this question that
time in service, for the purpose of this AD, is defined as operating
time since issuance of this AD or operating time since last inspection
in accordance with this AD. The FAA has added this definition to the AD
as new paragraph (d).
One commenter states that there is insufficient time to accomplish
the inspections based upon limited repair shop capacity. The FAA re-
evaluated the overall phase in program and determined that an initial
inspection compliance interval 6,000 hours TIS, or 3 years, whichever
occurs first, after the effective date of this AD would safely
introduce components to the repetitive inspection program while
alleviating the repair shop capacity problem.
Since publication of the NPRM, Hamilton Standard has issued
Revision 1, dated April 23, 1996, to the following SBs: 14RF-9-61-64,
14RF-19-61-32, 14RF-21-61-51, 14SF-61-70, and 6/5500/F-61-25. This
revision modifies a figure, adds an additional figure, deletes the
requirement to inspect the PCU retaining nut, and makes minor editorial
changes for clarification only. This final rule references this new
revision as well as the original issuances.
After careful review of the available data, including the comments
noted above, the FAA has determined that air safety and the public
interest require the adoption of the rule with the changes described
previously. The FAA has determined that these changes will neither
increase the economic burden on any operator nor increase the scope of
the AD.
There are approximately 3,280 propellers of the affected design in
the worldwide fleet (excluding spares). The FAA estimates that 1,370
propellers installed on aircraft of U.S. registry will be affected by
this AD, that it will take approximately 4.3 work hours per propeller
to accomplish the required actions, and that the average labor rate is
$60 per work hour. Based on these figures, the total cost impact of the
AD on U.S. operators is estimated to be $353,460 per fleet inspection.
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 final evaluation has been prepared for this action
and it is contained in the Rules Docket. A copy of it 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
[[Page 1043]]
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. Section 39.13 is amended by adding the following new
airworthiness directive:
96-25-20 Hamilton Standard: Amendment 39-9863. Docket 95-ANE-66.
Applicability: Hamilton Standard Models 14RF-9, 14RF-19, 14RF-
21, and 14SF-5, 14SF-7, 14SF-11, 14SF-11L, 14SF-15, 14SF-17, 14SF-
19, 14SF-23 and Hamilton Standard/British Aerospace 6/5500/F
propellers installed on but not limited to Embraer EMB-120 and EMB-
120-RT; SAAB-SCANIA SF 340B; Aerospatiale ATR42-100, ATR42-300,
ATR42-320, ATR72; DeHavilland DHC-8-100 series, DHC-8-300 Series;
Construcciones Aeronauticas SA (CASA) CN-235 series and CN-235-100;
Canadair CL-215T and CL-415; and British Aerospace ATP Airplanes.
Note 1: This airworthiness directive (AD) applies to each
propeller identified in the preceding applicability provision,
regardless of whether it has been modified, altered, or repaired in
the area subject to the requirements of this AD. For propellers 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 the
unsafe condition has not been eliminated, the request should include
specific proposed actions to address it.
Compliance: Required as indicated, unless accomplished
previously.
To prevent loss of propeller control due to failure of critical
components, which could result in loss of control of the aircraft,
accomplish the following:
(a) Inspect transfer tube assemblies and propeller control units
(PCUs) for wear within 6,000 hours time in service (TIS), or 3
years, whichever occurs first, after the effective date of this AD.
Perform inspections of the critical aspects of these components in
accordance with the applicable service bulletins (SBs) listed in
paragraph (c) of this AD. Thereafter, inspect at intervals not to
exceed 10,500 hours TIS since last inspection. Prior to further
flight, remove and replace with serviceable parts those components
that do not meet the return to service criteria defined in the
applicable SBs. (For PCUs that have a Secondary Drive Quill (SDQ)
installed in accordance with AD 95-22-12, it is not necessary to
conduct an initial inspection again. They may advance to the
repetitive inspection interval based on the TIS since SDQ
installation.)
(b) Inspect actuator assemblies for wear within 10,500 hours TIS
after the effective date of this AD, or at the next major inspection
interval (MII), whichever occurs first. Perform inspections of the
critical aspects of these components in accordance with the
applicable service bulletins (SBs) listed in paragraph (c) of this
AD. Thereafter, inspect at intervals not to exceed 10,500 hours TIS
since last inspection. Prior to further flight, remove and replace
with serviceable parts those components that do not meet the return
to service criteria defined in the applicable SBs.
(c) Perform the inspections for wear required by this AD in
accordance with, and use the return to service criteria defined in,
the following applicable Hamilton Standard SBs, Revision 1, all
dated April 23, 1996, or Original, dated November 27, 1995: 14RF-9-
61-64, 14RF-19-61-32, 14RF-21-61-51, 14SF-61-70, and 6/5500/F-61-25.
(d) For the purpose of this AD, time in service (TIS) is defined
as operating time since issuance of this AD or operating time since
last inspection in accordance with this AD.
(e) 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, Boston 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, Boston Aircraft Certification Office.
Note 2: Information concerning the existence of approved
alternative methods of compliance with this airworthiness directive,
if any, may be obtained from the Boston Aircraft Certification
Office.
(f) Special flight permits may be issued in accordance with
Secs. 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
requirements of this AD can be accomplished.
(g) The actions required by this AD shall be done in accordance
with the following Hamilton Standard SBs:
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Document No. Pages Revision Date
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14RF-9-61-64....................... 1, 2.............. 1..................... April 23, 1996.
3................. Original.............. November 27, 1995.
4................. 1..................... April 23, 1996.
5-11.............. Original.............. November 27, 1995.
12, 13............ 1..................... April 23, 1996.
14-28............. Original.............. November 27, 1995.
29................ 1..................... April 23, 1996.
30, 31............ Original.............. November 27, 1995.
32................ 1..................... April 23, 1996.
33................ Original.............. November 27, 1995.
34................ 1..................... April 23, 1996.
Total Pages: 34.
14RF-9-61-64....................... 1-33.............. Original.............. November 27, 1995.
Total Pages: 33.
14RF-19-61-32...................... 1, 2.............. 1..................... April 23, 1996.
3................. Original.............. November 27, 1995.
4................. 1..................... April 23, 1996.
5-11.............. Original.............. November 27, 1995.
12, 13............ 1..................... April 23, 1996.
14-28............. Original.............. November 27, 1995.
29................ 1..................... April 23, 1996.
30, 31............ Original.............. November 27, 1995.
32................ 1..................... April 23, 1996.
33................ Original.............. November 27, 1995.
34................ 1..................... April 23, 1996.
Total Pages: 34.
14RF-19-61-32...................... 1-33.............. Original.............. November 27, 1995.
Total pages: 33.
14RF-21-61-51...................... 1, 2.............. 1..................... April 23, 1996.
3................. Original.............. November 27, 1995.
[[Page 1044]]
4................. 1..................... April 23, 1996.
5-11.............. Original.............. November 27, 1995.
12, 13............ 1..................... April 23, 1996.
14-27............. Original.............. November 27, 1995.
28................ 1..................... April 23, 1996.
29-31............. Original.............. November 27, 1995.
32................ 1..................... April 23, 1996.
33................ Original.............. November 27, 1995.
34................ 1..................... April 23, 1996.
Total Pages: 34.
14RF-21-61-51...................... 1-33.............. Original.............. November 27, 1995.
Total Pages: 33.
14SF-61-70......................... 1, 2.............. 1..................... April 23, 1996.
3................. Original.............. November 27, 1995.
4................. 1..................... April 23, 1996.
5, 6.............. Original.............. November 27, 1995.
7................. 1..................... April 23, 1996.
8-11.............. Original.............. November 27, 1995.
12-14............. 1..................... April 23, 1996.
15-29............. Original.............. November 27, 1995.
30................ 1..................... April 23, 1996.
31, 32............ Original.............. November 27, 1995.
33................ 1..................... April 23, 1996.
34................ Original.............. November 27, 1995.
35................ 1..................... April 23, 1996.
Total Pages: 35.
14SF-61-70......................... 1-34.............. Original.............. November 27, 1995.
Total Pages: 34.
6/5500/F-61-25..................... 1, 2.............. 1..................... April 23, 1996.
3................. Original.............. November 27, 1995.
4................. 1..................... April 23, 1996.
5, 6.............. Original.............. November 27, 1995.
7................. 1..................... April 23, 1996.
8-10.............. Original.............. November 27, 1995.
11-13............. 1..................... April 23, 1996.
14-28............. Original.............. November 27, 1995.
29................ 1..................... April 23, 1996.
30, 31............ Original.............. November 27, 1995.
32................ 1..................... April 23, 1996.
33................ Original.............. November 27, 1995.
34................ 1..................... April 23, 1996.
Total Pages: 34.
6/5500/F-61-25..................... 1-33.............. Original.............. November 27, 1995.
Total Pages: 33.
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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 Publication Distribution,
Hamilton Standard, One Hamilton Road, Windsor Locks, CT 06096-1010;
fax (860) 654-6906. 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.
(h) This amendment becomes effective on February 7, 1997.
Issued in Burlington, Massachusetts, on December 11, 1996.
James C. Jones,
Acting Manager, Engine and Propeller Directorate, Aircraft
Certification Service.
[FR Doc. 97-475 Filed 1-7-97; 8:45 am]
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