70096 Federal Register / Vol. 75, No. 221 / Wednesday, November 17, 2010 / Rules and Regulations 

Tj = Average time spent in failure condition 

j (in hours) 

Pj = Probability of occurrence of failure mode 

j (per hour) 

Note: If Pj is greater than 10¥3 per flight 

hour, then the flutter-clearance speed must 

not be less than V′′. 

(vi) Freedom from aeroelastic 

instability must also be shown up to V′ 

in Figure 3 above, for any probable 

system-failure condition, combined 

with any damage, required or selected 

for investigation by § 25.571(b). 

(4) Consideration of certain failure 

conditions may be required by other 

sections of part 25 regardless of 

calculated system reliability. Where 

analysis shows the probability of these 

failure conditions to be less than 10¥9, 

criteria other than those specified in this 

paragraph may be used for structural 

substantiation to show continued safe 

flight and landing. 

(e) Failure indications. For system 

failure detection and indication, the 

following apply: 

(1) The system must be checked for 

failure conditions, not extremely 

improbable, that degrade the structural 

capability of the airplane below the 

level required by part 25 or significantly 

reduce the reliability of the remaining 

system. As far as reasonably practicable, 

the flightcrew must be made aware of 

these failures before flight. Certain 

elements of the control system, such as 

mechanical and hydraulic components, 

may use special periodic inspections, 

and electronic components may use 

daily checks, instead of detection and 

indication systems to achieve the 

objective of this requirement. Such 

certification-maintenance inspections or 

daily checks must be limited to 

components on which faults are not 

readily detectable by normal detection 

and indication systems, and where 

service history shows that inspections 

will provide an adequate level of safety. 

(2) The existence of any failure 

condition, not extremely improbable 

during flight, that could significantly 

affect the structural capability of the 

airplane and for which the associated 

reduction in airworthiness can be 

minimized by suitable flight limitations, 

must be signaled to the flightcrew. For 

example, failure conditions that result 

in a FS between the airplane strength 

and the loads of part 25, subpart C, 

below 1.25, or flutter margins below V′′, 

must be signaled to the crewmembers 

during flight. 

(f) Dispatch with known failure 

conditions. If the airplane is to be 

dispatched in a known system-failure 

condition that affects structural 

performance, or affects the reliability of 

the remaining system to maintain 

structural performance, then the 

provisions of these special conditions 

must be met, including the provisions of 

paragraph (d)(1) of these special 

conditions for the dispatched condition, 

and paragraph (d)(2) of these special 

conditions for subsequent failures. 

Expected operational limitations may be 

taken into account in establishing Pj as 

the probability of failure occurrence for 

determining the safety margin in Figure 

1. Flight limitations and expected 

operational limitations may be taken 

into account in establishing Qj as the 

combined probability of being in the 

dispatched failure condition and the 

subsequent failure condition for the 

safety margins in Figures 2 and 3. These 

limitations must be such that the 

probability of being in this combined 

failure state, and then subsequently 

encountering limit load conditions, is 

extremely improbable. No reduction in 

these safety margins is allowed if the 

subsequent system-failure rate is greater 

than 10¥3 per hour. 

Issued in Renton, Washington, on 

November 5, 2010. 

Jeffrey Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–28999 Filed 11–16–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0732; Directorate 

Identifier 2010–NE–04–AD; Amendment 39– 

16509; AD 2010–23–20] 

RIN 2120–AA64 

Airworthiness Directives; General 

Electric Company (GE) CT7–9C and 

–9C3 Turboprop Engines 

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 requires 

inspecting certain serial number (S/N) 

gas generator turbine (GGT) shafts for 

nonconforming land balance-cuts, and if 

found, removing the shaft from service. 

This AD was prompted by reports of a 

manufacturing quality problem. We are 

issuing this AD to detect nonconforming 

GGT shaft land balance-cuts, which 

could result in the shaft failing before its 

published life limit, and which could 

result in an uncontained engine failure 

and damage to the airplane. 

DATES: This AD is effective December 

22, 2010. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of December 22, 2010. 

ADDRESSES: For service information 

identified in this AD, contact General 

Electric Company, GE–Aviation, Room 

285, 1 Neumann Way, Cincinnati, Ohio 

45215; e-mail geae.aoc@ge.com; 

telephone (513) 552–3272; fax (513) 

552–3329. You may review copies of the 

referenced service information at the 

FAA, Engine & Propeller Directorate, 12 

New England Executive Park, 

Burlington, MA. For information on the 

availability of this material at the FAA, 

call (781) 238–7125. 

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 (phone: 800–647–5527) is 

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: 

Walter Meibaum, Aerospace Engineer, 

Engine Certification Office, FAA, Engine 

& Propeller Directorate, 12 New England 

Executive Park, Burlington, MA 01803; 

telephone (781) 238–7119; fax (781) 

238–7199; e-mail: 

walter.meibaum@faa.gov. 

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 the 

specified products. That NPRM 

published in the Federal Register on 

July 23, 2010 (75 FR 43099). That NPRM 

proposed to require inspecting certain 

S/N GGT shafts, P/N 6068T44P02, for 

nonconforming land balance-cuts, and if 

found, replacing the shaft. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM or 

on the determination of the cost to the 

public. 


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Federal Register / Vol. 75, No. 221 / Wednesday, November 17, 2010 / Rules and Regulations 70097 

Conclusion 

We reviewed the relevant data and 

determined that air safety and the 

public interest require adopting the AD 

as proposed. 

Costs of Compliance 

We estimate that this AD affects five 

engines installed on airplanes of U.S. 

registry. 

We estimate the following costs to 

comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. 

operators 

Inspect .................................................... 1 work-hour × $85 per hour = $85. ....... .............................. $85 $425 

Replace shaft ......................................... 1.5 work-hour × $85 per hour = 

$127.50.

$28,633 28,760.50 143,802 

Total ................................................ ................................................................ .............................. .............................. 144,227 

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 

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. 

For the reasons discussed above, I 

certify that this AD: 

(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), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) 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. 

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 airworthiness 

directive (AD): 

2010–23–20 General Electric Company 

(GE): Amendment 39–16509; Docket No. 

FAA–2010–0732; Directorate Identifier 

2010–NE–04–AD. 

Effective Date 

(a) This AD is effective December 22, 

2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to GE CT7–9C and 

–9C3 turboprop engines with gas 

generator turbine (GGT) shafts, part 

number (P/N) 6068T44P02, that have a 

serial number (S/N) listed in Table 1 of 

this AD, installed. These engines are 

installed on, but not limited to, EADS 

CASA (formerly Construcciones 

Aeronauticas, S.A.) CN–235 series 

airplanes. 

TABLE 1—AFFECTED GGT SHAFT S/NS

Affected Shaft S/Ns 

GATHHCPC GATHHJR7 GATHHJR9 GATHHKG6 

GATHHM9R GATHHWM3 GATHJ4ED GATHJ9FL 

GATHJ19J GATHJE8P GATHJWWR GATHK0KM 

GATHK2N1 GATHK3M3 GATHK90K GATHK96D 

GATHKF9R GATHKH36 GATHKMP7 GATHKRKN 

NCE715DA 

Unsafe Condition 

(d) This AD results from reports of a 

manufacturing quality problem. We are 

issuing this AD to detect nonconforming 

GGT shaft land balance-cuts, which 

could result in the shaft failing before its 

published life limit, and which could 

result in an uncontained engine failure 

and damage to the airplane. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed 

at the first shop visit after the effective 

date of this AD, or within 5,000 cyclesVerDate Mar<15>2010 15:17 Nov 16, 2010 Jkt 223001 PO 00000 Frm 00015 Fmt 4700 Sfmt 4700 E:\FR\FM\17NOR1.SGM 17NOR1

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70098 Federal Register / Vol. 75, No. 221 / Wednesday, November 17, 2010 / Rules and Regulations 

since-new, whichever occurs first, 

unless the actions have already been 

done. 

Inspection for Nonconforming Land 

Balance-Cuts 

(f) For CT7–9C and –9C3 engines with 

a GGT shaft, P/N 6068T44P02, that has 

a S/N listed in Table 1 of this AD, 

installed, inspect the shaft for 

nonconforming land balance-cuts. Use 

the Accomplishment Instructions 

3.A.(1) through 3.A.(4) of GE CT7–TP 

Alert Service Bulletin 72–A0501, 

Revision 01, dated March 3, 2010, to 

perform the inspection. 

(g) If you find any nonconforming 

land balance-cuts, remove the shaft from 

service. 

Alternative Methods of Compliance 

(h) The Manager, Engine Certification 

Office, has the authority to approve 

alternative methods of compliance for 

this AD if requested using the 

procedures found in 14 CFR 39.19. 

Related Information 

(i) For more information about this 

AD, contact Walter Meibaum, Aerospace 

Engineer, Engine Certification Office, 

FAA, Engine & Propeller Directorate, 12 

New England Executive Park, 

Burlington, MA 01803; telephone (781) 

238–7119; fax (781) 238–7199; e-mail: 

walter.meibaum@faa.gov. 

Material Incorporated by Reference 

(j) You must use GE CT7–TP Alert 

Service Bulletin 72–A0501, Revision 01, 

dated March 3, 2010, 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 GE CT7–TP Alert Service 

Bulletin 72–A0501, Revision 01, dated 

March 3, 2010, under 5 U.S.C. 552(a) 

and 1 CFR part 51. 

(2) For service information identified 

in this AD, contact General Electric 

Company, GE–Aviation, Room 285, 1 

Neumann Way, Cincinnati, Ohio 45215; 

e-mail geae.aoc@ge.com; telephone 

(513) 552–3272; fax (513) 552–3329. 

(3) You may review copies of the 

service information at the FAA, 12 New 

England Executive Park, Burlington, 

MA. For information on the availability 

of this material at the FAA, call (781) 

238–7125. 

(4) You may also review copies of the 

service information that is incorporated 

by reference at the National Archives 

and Records Administration (NARA). 

For information on the availability of 

this material at an NARA facility, call 

202–741–6030, or go to http:// 

www.archives.gov/federal_register/

code_of_federal_regulations/ibr_

locations.html. 

Issued in Burlington, Massachusetts, on 

October 29, 2010. 

Peter A. White, 

Assistant Manager, Engine & Propeller 

Directorate, Aircraft Certification Service. 

[FR Doc. 2010–28449 Filed 11–16–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0522; Directorate 

Identifier 2010–CE–022–AD; Amendment 

39–16506; AD 2010–23–17] 

RIN 2120–AA64 

Airworthiness Directives; Various 

Aircraft Equipped With Rotax Aircraft 

Engines 912 A Series Engines 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (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: 

This Airworthiness Directive (AD) results 

from reports of cracks in the engine 

crankcase. Austro Control GmbH (ACG) 

addressed the problem by issuing AD No 

107R3 which was superseded by ACG AD A– 

2004–01. 

The present AD supersedes the ACG AD 

A–2004–01. On one hand, introduction by 

Rotax of an optimized crankcase assembly 

has permitted to reduce applicability of the 

new AD, when based on engines’ serial 

numbers (s/n). On the other hand, 

applicability is extended for some engines 

that may have been fitted with certain 

crankcase s/n, supplied as spare parts. 

In addition, accomplishment instructions 

given through the relevant Service Bulletins 

(SB) have been detailed to better locate 

engine’s areas that are to be scrutinised. 

We are issuing this AD to require 

actions to correct the unsafe condition 

on these products. 

DATES: This AD becomes effective 

December 22, 2010. 

On December 22, 2010, the Director of 

the Federal Register approved the 

incorporation by reference of certain 

publications listed in this AD. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

www.regulations.gov or in person at 

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 service information identified in 

this AD, contact BRP–Powertrain GMBH 

& Co KG, Welser Strasse 32, A–4623 

Gunskirchen, Austria; phone: (+43) (0) 

7246 601–0; fax: (+43) (0) 7246 6370; 

Internet: http://www.rotax.com. You 

may review copies of the referenced 

service information at the FAA, Small 

Airplane Directorate, 901 Locust, 

Kansas City, Missouri 64106. For 

information on the availability of this 

material at the FAA, call 816–329–4148. 

FOR FURTHER INFORMATION CONTACT: 

Sarjapur Nagarajan, Aerospace Engineer, 

FAA, Small Airplane Directorate, 901 

Locust, Room 301, Kansas City, 

Missouri 64106; telephone: (816) 329– 

4145; fax: (816) 329–4090 e-mail: 

sarjapur.nagarajan@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (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 May 21, 2010 (75 FR 28504). 

That NPRM proposed to correct an 

unsafe condition for the specified 

products. The MCAI states: 

This Airworthiness Directive (AD) results 

from reports of cracks in the engine 

crankcase. Austro Control GmbH (ACG) 

addressed the problem by issuing AD No 

107R3 which was superseded by ACG AD A– 

2004–01. 

The present AD supersedes the ACG AD 

A–2004–01. On one hand, introduction by 

Rotax of an optimized crankcase assembly 

has permitted to reduce applicability of the 

new AD, when based on engines’ serial 

numbers (s/n). On the other hand, 

applicability is extended for some engines 

that may have been fitted with certain 

crankcase s/n, supplied as spare parts. 

In addition, accomplishment instructions 

given through the relevant Service Bulletins 

(SB) have been detailed to better locate 

engine’s areas that are to be scrutinised. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

have considered the comment received. 

Request To Change AD 2002–16–26 

Robert Seton of Rotech Research 

Canada Ltd. requested information 

regarding if AD 2006–16–26 would be 

changed to incorporate the same 

terminating action specified in this AD. 

We infer that he wants us to supersede 


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