Federal Register / Vol. 75, No. 109 / Tuesday, June 8, 2010 / Rules and Regulations 32253 

information on the availability of this 

material at NARA, call (202) 741–6030, or go 

to: http://www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Kansas City, Missouri, on May 

27, 2010. 

Steven W. Thompson, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–13400 Filed 6–7–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0201; Directorate 

Identifier 2008–NE–47–AD; Amendment 39– 

16314; AD 2010–11–09] 

RIN 2120–AA64 

Airworthiness Directives; Thielert 

Aircraft Engines GmbH (TAE) Models 

TAE 125–01 and TAE 125–02–99 

Reciprocating Engines Installed in, but 

Not Limited to, Diamond Aircraft 

Industries Model DA 42 Airplanes 

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: 

Engine in-flight shutdown incidents have 

been reported on Diamond Aircraft Industries 

DA 42 airplanes equipped with TAE 125 

engines. The investigations showed that it 

was mainly the result of failure of the 

Proportional Pressure Reducing Valve (PPRV) 

(also known as Propeller Control Valve) due 

to high vibrations. This condition, if not 

corrected, could lead to further cases of 

engine in-flight shutdown, possibly resulting 

in reduced control of the aircraft. 

Since the release of European Aviation 

Safety Agency (EASA) AD 2008–0145, the 

engine gearbox has been identified as the 

primary source of vibrations for the PPRV, 

and it has also been determined that failure 

of the electrical connection to the PPRV 

could have contributed to some power loss 

events or in-flight shutdowns. 

We are issuing this AD to prevent 

engine in-flight shutdown, possibly 

resulting in reduced control of the 

aircraft. 

DATES: This AD becomes effective July 

13, 2010. The Director of the Federal 

Register approved the incorporation by 

reference of certain publications listed 

in this AD as of July 13, 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: Tara 

Chaidez, Aerospace Engineer, Engine 

Certification Office, FAA, Engine and 

Propeller Directorate, 12 New England 

Executive Park, Burlington, MA 01803; 

e-mail: tara.chaidez@faa.gov; telephone 

(781) 238–7773; fax (781) 238–7199. 

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 

April 17, 2009 (74 FR 17795) and that 

supplemental NPRM was published in 

the Federal Register on February 23, 

2010 (75 FR 7996). That supplemental 

NPRM proposed to correct an unsafe 

condition for the specified products. 

The MCAI states that: 

Engine in-flight shutdown incidents have 

been reported on Diamond Aircraft Industries 

DA 42 airplanes equipped with TAE 125 

engines. The investigations showed that it 

was mainly the result of failure of the 

Proportional Pressure Reducing Valve (PPRV) 

(also known as Propeller Control Valve) due 

to high vibrations. This condition, if not 

corrected, could lead to further cases of 

engine in-flight shutdown, possibly resulting 

in reduced control of the aircraft. 

Since the release of European Aviation 

Safety Agency (EASA) AD 2008–0145, the 

engine gearbox has been identified as the 

primary source of vibrations for the PPRV, 

and it has also been determined that failure 

of the electrical connection to the PPRV 

could have contributed to some power loss 

events or in-flight shutdowns. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the 

supplemental NPRM or on the 

determination of the cost to the public. 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAIs and, in 

general, agree with their substance. But 

we have found it necessary to not 

reference the second paragraph of the 

unsafe condition from EASA AD 2009– 

0224. That sentence stated that the 

problem has only manifested itself on 

those Thielert engines installed on 

Diamond Aircraft Industries DA 42 

aircraft. The affected engines which 

require a PPRV could be used on other 

make and model airplanes in the future. 

We also did not incorporate the 

February 28, 2010 compliance date 

which is in EASA AD 2009–0193R1, or 

the January 31, 2010 compliance date 

which is in EASA AD 2009–0224. 

Costs of Compliance 

Based on the service information, we 

estimate that this AD will affect about 

300 TAE 125–01 and TAE 125–02–99 

reciprocating engines installed in 

Diamond Aircraft Industries Model DA 

42 airplanes of U.S. registry. We also 

estimate that it will take about 0.25 

work-hour per engine to replace a PPRV 

and install a vibration isolator to the 

gearbox assembly. The average labor 

rate is $85 per work-hour. Required 

parts will cost about $275 per product. 

Based on these figures, we estimate the 

cost of the AD on U.S. operators to be 

$88,875. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this AD will not 

have federalism implications under 

Executive Order 13132. This AD 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. 


srobinson on DSKHWCL6B1PROD with RULES
32254 Federal Register / Vol. 75, No. 109 / Tuesday, June 8, 2010 / Rules and Regulations 

For the reasons discussed above, I 

certify this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Operations office (phone 

(800) 647–5527) is provided in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

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 FAA amends 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. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new AD: 

2010–11–09 Thielert Aircraft Engines 

GmbH: Amendment 39–16314. Docket 

No. FAA–2009–0201; Directorate 

Identifier 2008–NE–47–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective July 13, 2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Thielert Aircraft 

Engines GmbH (TAE) models TAE 125–01 

and TAE 125–02–99 reciprocating engines 

designated with part number (P/N) 05–7200– 

K000301 or 02–7200–1401R1. The engines 

are installed on, but not limited to, Diamond 

Aircraft Industries Model DA 42 airplanes. 

Reason 

(d) Engine in-flight shutdown incidents 

have been reported on Diamond Aircraft 

Industries DA 42 airplanes equipped with 

TAE 125 engines. The investigations showed 

that it was mainly the result of failure of the 

Proportional Pressure Reducing Valve (PPRV) 

(also known as Propeller Control Valve) due 

to high vibrations. This condition, if not 

corrected, could lead to further cases of 

engine in-flight shutdown, possibly resulting 

in reduced control of the aircraft. 

Since the release of European Aviation 

Safety Agency (EASA) AD 2008–0145, the 

engine gearbox has been identified as the 

primary source of vibrations for the PPRV, 

and it has also been determined that failure 

of the electrical connection to the PPRV 

could have contributed to some power loss 

events or in-flight shutdowns. 

We are issuing this AD to prevent engine inflight shutdown, possibly resulting in 

reduced control of the aircraft. 

Actions and Compliance 

(e) Unless already done, do the following 

actions: 

TAE 125–02–99 Reciprocating Engines 

(1) For TAE 125–02–99 reciprocating 

engines with engine P/N 05–7200–K000301, 

within 55 flight hours after the effective date 

of this AD: 

(i) Replace the existing PPRV with PPRV, 

P/N 05–7212–E002801. Use paragraphs A. 

through B. of Thielert Service Bulletin (SB) 

No. TM TAE 125–1007 P1, Revision 2, dated 

April 29, 2009, to do the replacement. 

(ii) Install a vibration isolator, P/N 05– 

7212–K022302, to the gearbox assembly. Use 

paragraphs 1 through 20 of Thielert SB No. 

TM TAE 125–1009 P1, Revision 3, dated 

October 14, 2009, to do the installation. 

Repetitive PPRV Replacements 

(2) Thereafter, within every 300 flight 

hours, replace the PPRV, P/N 05–7212– 

E002801, with the same P/N PPRV. 

TAE 125–01 Reciprocating Engines 

(3) For TAE 125–01 reciprocating engines 

with engine P/N 02–7200–1401R1, within 55 

flight hours after the effective date of this AD: 

(i) Replace the existing PPRV with a PPRV, 

P/N NM–0000–0124501 or P/N 05–7212– 

K021401. Use paragraph 1 of Thielert SB No. 

TM TAE 125–0018, Revision 1, dated 

November 12, 2008, to do the replacement. 

(ii) Inspect the electrical connectors of the 

PPRV and replace the connectors if damaged, 

and install a vibration isolator, P/N 05–7212– 

K023801, to the gearbox assembly. Use 

paragraphs 1 through 27 of Thielert SB No. 

TM TAE 125–0020, Revision 1, dated 

November 25, 2009, to do the inspection and 

installation. 

Repetitive PPRV Replacements 

(4) Thereafter, within every 300 flight 

hours, replace the PPRV with a PPRV, P/N 

NM–0000–0124501 or P/N 05–7212– 

K021401. 

FAA Differences 

(f) We have found it necessary to not 

reference the second paragraph of the unsafe 

condition from the MCAI EASA AD 2009– 

0224. That sentence stated that the problem 

has only manifested itself on those Thielert 

engines installed on Diamond Aircraft 

Industries DA 42 aircraft. The affected 

engines which require a PPRV could be used 

on other make and model airplanes in the 

future. 

(g) We also did not reference the February 

28, 2010 compliance date, which is in EASA 

AD 2009–0193R1, or the January 31, 2010 

compliance date which is in EASA AD 2009– 

0224. 

Alternative Methods of Compliance 

(AMOCs) 

(h) The Manager, Engine Certification 

Office, FAA, has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. 

Related Information 

(i) Refer to EASA AD 2009–0224, dated 

October 20, 2009 (TAE 125–02–99), and 

EASA AD 2009–0193R1, dated December 1, 

2009 (TAE 125–01), for related information. 

(j) Contact Tara Chaidez, Aerospace 

Engineer, Engine Certification Office, FAA, 

Engine and Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 

01803; e-mail: tara.chaidez@faa.gov; 

telephone (781) 238–7773; fax (781) 238– 

7199, for more information about this AD. 

Material Incorporated by Reference 

(k) You must use the service information 

specified in Table 1 of this AD to do the 

actions required by this AD, unless the AD 

specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Thielert Aircraft Engines 

GmbH, Platanenstrasse 14 D–09350, 

Lichtenstein, Germany, telephone: +49– 

37204–696–0; fax: +49–37204–696–2912; email: info@centurion-engines.com. 

(3) You may review copies at the FAA, 

New England Region, 12 New England 

Executive Park, Burlington, MA; or at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

(202) 741–6030, or go to: http:// 

www.archives.gov/federal-register/cfr/ibrlocations.html. 


srobinson on DSKHWCL6B1PROD with RULES
Federal Register / Vol. 75, No. 109 / Tuesday, June 8, 2010 / Rules and Regulations 32255 

TABLE 1—MATERIAL INCORPORATED BY REFERENCE

Thielert Service Bulletin No. Page Revision Date 

TM TAE 125–1007 P1 ....................................................................................................... ALL .............. 2 April 29, 2009. 

Total Pages: 4 

TM TAE 125–1009 P1 ....................................................................................................... ALL .............. 3 October 14, 2009. 

Total Pages: 26 

TM TAE 125–0018 ............................................................................................................. ALL .............. 1 November 12, 2008. 

Total Pages: 2 

TM TAE 125–0020, including Annexes A and B ............................................................... ALL .............. 1 November 25, 2009. 

Total Pages: TM TAE 125–0020, 42; Annex A, 3; Annex B, 4 

Issued in Burlington, Massachusetts, on 

May 19, 2010. 

Tracy Murphy, 

Acting Manager, Engine and Propeller 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–12540 Filed 6–7–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0495; Directorate 

Identifier 2009–NM–049–AD; Amendment 

39–16316; AD 2010–11–11] 

RIN 2120–AA64 

Airworthiness Directives; Learjet Inc. 

Model 60 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Model 60 airplanes. This AD requires 

revising the Tire-Servicing section of the 

airplane maintenance manual and 

revising the Tires Limitation section of 

the airplane flight manual to incorporate 

revised procedures for servicing tires 

and checking for proper tire inflation. 

This AD results from a report of the 

main landing gear tires blowing out 

during a takeoff roll. We are issuing this 

AD to prevent tire failure, which could 

result in failures of the braking and 

thrust reverser systems. In a critical 

phase of operation such as takeoff, loss 

of airplane control may result. 

DATES: This AD is effective July 13, 

2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of July 13, 2010. 

ADDRESSES: For service information 

identified in this AD, contact Learjet, 

Inc., One Learjet Way, Wichita, Kansas 

67209–2942; telephone 316–946–2000; 

fax 316–946–2220; e-mail 

ac.ict@aero.bombardier.com; Internet 

http://www.bombardier.com. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (telephone 800–647–5527) 

is the Document Management Facility, 

U.S. Department of Transportation, 

Docket Operations, M–30, West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue SE., 

Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: Don 

Ristow, Aerospace Engineer, 

Mechanical Systems and Propulsion 

Branch, ACE–116W, FAA, Wichita 

Aircraft Certification Office, 1801 

Airport Road, Room 100, Mid-Continent 

Airport, Wichita, Kansas 67209; 

telephone (316) 946–4120; fax (316) 

946–4107. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an airworthiness 

directive (AD) that would apply to 

certain Model 60 airplanes. That NPRM 

was published in the Federal Register 

on May 29, 2009 (74 FR 25682). That 

NPRM proposed to require revising the 

Tire-Servicing section of the airplane 

maintenance manual (AMM) and 

revising the Tires Limitation section of 

the airplane flight manual (AFM) to 

incorporate revised procedures for 

servicing tires and checking for proper 

tire inflation. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

considered the comments received from 

the 10 commenters. 

Support for the NPRM 

The National Transportation and 

Safety Board (NTSB), and Mike 

Waggoner, a private citizen, support the 

NPRM. The NTSB states that it would 

prefer that the tires be checked daily for 

proper pressure, but that 96 hours 

between pressure checks specified in 

the Tires Limitations section of the AFM 

(specified in paragraph (h) of the NPRM) 

allows for recognition of an underinflated tire before it reaches a point 

where the tire would need to be 

changed. Mr. Waggoner agrees that a 

means of bringing attention to the 

importance of checking tire pressures at 

a minimum of 96 hours before flight is 

mandatory. 

Request To Extend the Comment Period 

of the Proposed AD 

Aviation Properties requests that we 

extend the comment period an 

additional 45 days following the release 

of the NTSB final report on the 

September 19, 2008, accident of a Model 

60 airplane. The commenter states that 

all of the relevant information 

concerning that accident has not been 

determined and made public, and that 

extending the comment period would 

allow comments to be made with all the 

data being available to everyone. 

We do not agree to extend the 

comment period and thereby delay the 

AD. While it is true that the final NTSB 

report is not published, the analysis 

determined with certainty that the tires 

were subject to internal heat damage 

resulting from under-inflation, 

overloading, or a combination of both. 

As a result of the tire blow-out, other 

airplane systems were compromised. 

Based on the design of the Model 60 

airplanes in particular, we decided to 

act now to address the unsafe condition. 

If at a later date additional action is 

deemed appropriate, we might consider 

further rulemaking, which would allow 

for public comment at that time. We 

have not changed the AD in this regard. 


srobinson on DSKHWCL6B1PROD with RULES