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contains regulatory documents having general

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are keyed to and codified in the Code of

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Rules and Regulations Federal Register

9515 

Vol. 75, No. 41 

Wednesday, March 3, 2010 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–1107; Directorate 

Identifier 2009–NM–138–AD; Amendment 

39–16202; AD 2010–04–09] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A330–200 Series Airplanes and Model 

A340–200 and –300 Series Airplanes 

Correction 

In rule document 2010–3119 

beginning on page 7940 in the issue of 

February 23, 2010, make the following 

correction: 

On page 7941, in the second column, 

under the header ‘‘Applicability,’’ item 

(1) should read: ‘‘(1) Airbus Model 

A330–201, –202, –203, –223, and –243 

airplanes, all manufacturer serial 

numbers.’’ 

[FR Doc. C1–2010–3119 Filed 3–2–10; 8:45 am] 

BILLING CODE 1505–01–D 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–0545; Directorate 

Identifier 2008–NE–16–AD; Amendment 39– 

16219; AD 2010–05–09] 

RIN 2120–AA64 

Airworthiness Directives; Dowty 

Propellers Models R354/4–123–F/13, 

R354/4–123–F/20, R375/4–123–F/21, 

R389/4–123–F/25, R389/4–123–F/26, 

and R390/4–123–F/27 Propellers 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD results 

from mandatory continuing 

airworthiness information (MCAI) 

issued by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

A number of propeller blade outer sleeves 

have been found with cracks since 1996. 

Testing has shown that blade retention 

integrity is not affected by this cracking. 

However, this condition, if not detected and 

corrected, can lead to blade counterweight 

release, possibly resulting in damage to the 

aircraft and injury to occupants or persons on 

the ground. 

We are issuing this AD to prevent blade 

counterweight release, which could 

result in injury or damage to the 

airplane. 

DATES: This AD becomes effective 

April 7, 2010. 

ADDRESSES: The Docket Operations 

office is located at Docket Management 

Facility, U.S. Department of 

Transportation, 1200 New Jersey 

Avenue, SE., West Building Ground 

Floor, Room W12–140, Washington, DC 

20590–0001. 

FOR FURTHER INFORMATION CONTACT: 

Terry Fahr, Aerospace Engineer, Boston 

Aircraft Certification Office, FAA, 

Engine and Propeller Directorate, 12 

New England Executive Park, 

Burlington, MA 01803; e-mail: 

terry.fahr@faa.gov; telephone (781) 238– 

7155; fax (781) 238–7170. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) and a supplemental 

NPRM to amend 14 CFR part 39 to 

include an AD that would apply to the 

specified products. That NPRM was 

published in the Federal Register on 

June 30, 2008 (73 FR 36819), and the 

supplemental NPRM was published in 

the Federal Register on May 18, 2009 

(74 FR 23131). Those NPRMs proposed 

to correct an unsafe condition for the 

specified products. The MCAI states 

that: 

A number of propeller blade outer sleeves 

have been found with cracks since 1996. 

Testing has shown that blade retention 

integrity is not affected by this cracking. 

However, this condition, if not detected and 

corrected, can lead to blade counterweight 

release, possibly resulting in damage to the 

aircraft and injury to occupants or persons on 

the ground. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

responded to the comments received on 

the NPRM, in the supplemental NPRM. 

We considered the one comment 

received on the supplemental NPRM, as 

follows: 

Claim That Tracking of Individual 

Propeller Blades Is Not Required 

One commenter, a private citizen, 

states that if the proposed AD was 

rewritten against the propeller 

assembly, instead of the propeller 

blades, then all four propeller blades are 

inspected at the same time, and tracking 

of individual propeller blades is not 

required. Also, because the propeller 

blades could be moved from propeller to 

propeller, a requirement to inspect all 

four propeller blades at the time the 

propeller is assembled, ‘‘zeroing out’’ the 

inspection, would prevent any propeller 

blade in the assembly from exceeding its 

inspection interval. 

We do not agree. Since the propeller 

blade log cards are with the propeller 

blades, it is appropriate in writing the 

AD against the propeller blades; not the 

propeller assembly. Also, since the AD 

is related to propeller blade inspections, 

and propeller assembly total time is 

independent of propeller blade total 

time, tracking propeller assembly time 

could result in a propeller blade 

exceeding the 1,600 flight hour or 

15,000 flight hour time-in-service 

inspection interval. We did not change 

the AD. 

Conclusion 

We have carefully reviewed the 

available data, including the comments 

received, and determined that air safety 

and the public interest require adopting 

the AD as proposed. 

Costs of Compliance 

Based on the service information, we 

estimate that this AD will affect about 

292 propellers installed on airplanes of 

U.S. registry. We also estimate that it 

will take 0.5 work-hour per propeller to 

visually inspect for cracks. The average 

labor rate is $80 per work-hour. Based 

on these figures, we estimate the cost of 

the AD on U.S. operators to be $11,680. 


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