[Federal Register Volume 74, Number 182 (Tuesday, September 22, 2009)]
[Rules and Regulations]
[Pages 48135-48138]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: E9-21919]



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Rules and Regulations
                                                Federal Register
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Federal Register / Vol. 74, No. 182 / Tuesday, September 22, 2009 / 
Rules and Regulations

[[Page 48135]]



DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2006-25173; Directorate Identifier 2006-NE-24-AD; 
Amendment 39-16021; AD 2009-19-04]
RIN 2120-AA64


Airworthiness Directives; McCauley Propeller Systems Propeller 
Models B5JFR36C1101/114GCA-0, C5JFR36C1102/L114GCA-0, B5JFR36C1103/
114HCA-0, and C5JFR36C1104/L114HCA-0

AGENCY: Federal Aviation Administration (FAA), Department of 
Transportation (DOT).

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: The FAA is superseding an existing airworthiness directive 
(AD) for McCauley Propeller Systems propeller models B5JFR36C1101/
114GCA-0, C5JFR36C1102/L114GCA-0, B5JFR36C1103/114HCA-0, and 
C5JFR36C1104/L114HCA-0. That AD currently requires initial and 
repetitive fluorescent penetrant inspections (FPI) and eddy current 
inspections (ECI) of propeller blades for cracks, and if any crack 
indications are found, removing the blade from service. That AD also 
mandates a life limit for the blades. This AD requires the same 
inspections, adds a visual inspection, and mandates a new propeller 
blade life limit. This AD also requires removing propeller blades with 
more than 10,000 operating hours time-since-new (TSN), before further 
flight. This AD also requires removal from service of all the propeller 
blades and the propeller hub if one or more propeller blades have been 
found cracked on a propeller assembly. This AD also requires removing 
from service all C-5963 split retainers. This AD results from eight 
reports of propeller blades found cracked since May of 2006. We are 
issuing this AD to detect cracks in the propeller blade that could 
cause failure and separation of the propeller blade and loss of control 
of the airplane.

DATES: This AD becomes effective October 27, 2009. The Director of the 
Federal Register approved the incorporation by reference of certain 
publications listed in the regulations as of October 27, 2009.

ADDRESSES: You can get the service information identified in this AD 
from McCauley Propeller Systems, 5800 E. Pawnee, Wichita, KS 67218, 
telephone (800) 621-7767.
    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: Jeff Janusz, Aerospace Engineer, 
Wichita Aircraft Certification Office, FAA, Small Airplane Directorate, 
1801 Airport Road, Room 100, Wichita, KS 67209; e-mail: 
<a href="/cdn-cgi/l/email-protection#543e3132327a3e353a21272e143235357a333b22"><span class="__cf_email__" data-cfemail="254f4043430b4f444b50565f654344440b424a53">[email protected]</span></a>; telephone: (316) 946-4148; fax: (316) 946-4107.

SUPPLEMENTARY INFORMATION: The FAA proposed to amend 14 CFR part 39 by 
superseding AD 2008-08-01, Amendment 39-15453 (73 FR 19971, April 14, 
2008). The proposed AD applies to McCauley Propeller Systems propeller 
models B5JFR36C1101/114GCA-0, C5JFR36C1102/L114GCA-0, B5JFR36C1103/
114HCA-0, and C5JFR36C1104/L114HCA-0. We published the proposed AD in 
the Federal Register on January 21, 2009 (74 FR 3462). That action 
proposed to require an FPI and ECI of propeller blades for cracks, 
visual inspection of the blade shank for a step condition, and a new 
propeller blade life limit of 3,500 hours TSN. That action also 
proposed to require removal of blades with more than 10,000 operating 
hours TSN before further flight. That action also proposed to require 
removal from service of all the propeller blades and the propeller hub 
if one or more propeller blades have been found cracked on a propeller 
assembly. That action also proposed to require removing from service 
all C-5963 split retainers at time of next inspection.

Guidance From McCauley Product Support

    If there is any question as to the acceptability of a blade shank 
``step condition'', the ability to accurately measure 0.005-inch wear, 
or the acceptability of any other wear present, we recommend that you 
contact McCauley Product Support for guidance.

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 (telephone (800) 647-5527) is provided in 
the ADDRESSES section. Comments will be available in the AD docket 
shortly after receipt.

Comments

    We provided the public the opportunity to participate in the 
development of this AD. We have considered the comments received.

Claim That Blade Failure Is Primarily Due to a Blade Material Condition

    Four commenters provided numerous observations that infer the 
probable cause for propeller blade failure is primarily due to a 
propeller blade material condition, which is the result of a 
manufacturing defect. The commenters did not present any examination or 
determination as to the cause of initiation of the propeller blade 
fatigue cracks. They did not present any evaluation or determination of 
the effect airplane operations in the restricted propeller RPM ranges 
have on propeller blade cracking, or any evaluation or determination of 
the effect the propeller blade material condition has, with respect to 
propeller fatigue life and thus propeller blade operating life.
    We respect the commenters' observations, but the observations do 
not provide factual data to state a singular probable cause of 
propeller blade cracking. Therefore, as stated in the NPRM we have not 
yet determined if the blade cracking is the result of a design issue, 
an operational issue, or a combination of the two. We did not change 
the AD.

[[Page 48136]]

Concern Over Cost of Airplane Operations

    Three commenters highlight and express their concern with the 
increase in cost of airplane operations associated with the proposed 
AD.
    Per Order FAA-IR-M-8040.1B, we must consider the cost impact of an 
AD, including the direct cost to operators. We performed the economic 
analysis to include initial labor and parts costs, but we did not 
include the cost of aircraft down time, as we are not required to 
include it. Since we published the proposed AD, we became aware there 
are more affected airplanes with the subject propeller on the U.S. 
registry, bringing the number of propellers from 8 to 34. We also 
became aware that the total cost estimate we gave in the proposed AD 
was for the worldwide fleet. We changed the cost of compliance 
paragraph to cover only the U.S. fleet, and to reflect a corrected 
estimated cost, including the cost of prorated propeller life lost, 
which is a total of $1,523,049.

Revise the AD To Include the BAE Systems Regional Aircraft Proposal To 
Increase the Propeller Blade Life to 5,000 Hours

    Five commenters, including BAE Systems (Operations) Ltd., point out 
that European Aviation Safety Agency (EASA) AD 2009-0038 mandates the 
installation of a propeller speed warning system per BAE Systems 
(Operations) Ltd. Service Bulletin No. SB J41-61-014. BAE Systems 
(Operations) Ltd. proposed that the propeller blade life could be 
increased to 5,000 hours with the installation of new, zero-time-since-
new propeller blades. The commenters suggest that we revise our AD to 
do the same actions.
    We do not agree. The above suggestions were not proposed as part of 
the proposed AD. The commenters state the reason for cracking as that 
stated in the McCauley Propeller Systems Service Bulletin No. ASB255A, 
included in the NPRM by reference; which is ``The blade cracks are 
caused by operation in the restricted and placarded regions.'' We have 
not yet determined if the blade cracking is the result of a design 
issue, an operational issue, or a combination of the two. The 
commenters presented observations that propellers have operated beyond 
the proposed AD 3,500-hour life limit satisfactorily without cracking. 
The commenters present that EASA is mandating by AD the propeller speed 
warning system and state that this system will provide a means to keep 
the propeller out of the restricted operating range. The proposed AD 
does not mandate a propeller speed warning system. We agree that this 
type of system has the potential to help limit the amount of time a 
propeller is operated in the restricted range. However, this type of 
system does not guarantee operations of the propeller will be conducted 
outside of the restricted operating range. The commenters did not 
examine or determine the cause of initiation of the propeller blade 
fatigue cracks, nor evaluate or determine the effect airplane 
operations in the restricted propeller RPM ranges have on propeller 
blade cracking. The commenters did not evaluate or determine the effect 
the propeller blade material condition has with respect to propeller 
fatigue life and thus propeller blade operating life. The commenters 
did not present any factual data to support increasing the life limit 
to 5,000 hours. Since May of 2006, we have received reports of eight 
propeller blades which were found cracked at fewer than 5,000 hours 
time-since-new. We did not change the AD.

Credit for Monitoring Propeller Operations

    Two commenters present observations that infer credit should be 
given to operators for Digital Flight Data Recorder (DFDR) downloads to 
monitor operations of the airplane and hence monitor operations of the 
propeller in the restricted RPM ranges.
    We do not agree. We find merit in monitoring of propeller 
operations, but as stated in the NPRM we have not yet determined if the 
blade cracking is the result of a design issue, an operational issue, 
or a combination of the two. We do not have any control over how the 
airplane is operated, as this AD relates to the type certification of 
the propeller. We did not change the AD.

Revise AD To Include a Wear Measurement Technique That Is Not Difficult 
and Is Practical

    One commenter believes the wear measurement technique provided in 
the McCauley Propeller Systems Service Bulletin No. ASB255A and 
included in the proposed AD by reference, will be difficult and not 
practical, and requests a revised and more appropriate procedure be 
developed and included in the AD. McCauley Propeller Systems has 
defined this wear measurement criteria in the past in other Service 
Bulletins related to this propeller model. FAA has previously mandated 
the same criteria in now superseded ADs. There were no adverse comments 
to the superseded ADs while they were being proposed, from the 
propeller repair shops that are tasked with addressing the AD 
requirements at the propeller hardware level.
    We find some merit to elaborate on the criticality of the wear 
measurement criteria and we have added wording to the Supplementary 
Information section of this AD, recommending that McCauley Product 
Support be contacted for additional guidance with this measurement.

Correction to Paragraph (i)

    We found incorrect compliance information that was inadvertently 
placed in the first sentence of paragraph (i) of the proposed AD. We 
corrected that sentence in the AD from ``Remove the serial number (SN) 
propeller blades and the hubs listed in Table 1 of this AD from 
service, using the inspection compliance schedule in Table 2 of this 
AD'' to ``Before further flight, remove the serial number (SN) 
propeller blades and the hubs listed in Table 1 of this AD from 
service.''

Paragraph Added To Address Parts Not Reported on

    We realized that since we state in paragraph (i) of the proposed AD 
that there may be other affected propeller assemblies, blades, hubs, or 
hub assemblies that we have not received reports on, and that we should 
address that population in a separate paragraph. We added a new 
paragraph (j) to the AD that states: ``Before further flight, remove 
from service any propeller blades and hubs found or documented to have 
been installed in any propeller assembly that has had one or more 
cracked propeller blades at any time. Propeller blades and the 
propeller hub of a propeller assembly that has had one or more cracked 
propeller blades are prohibited from installation in any configuration 
on any airframe.''

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 with the changes described previously. 
We have determined that these changes will neither increase the 
economic burden on any operator nor increase the scope of the AD.

Costs of Compliance

    We estimate that this AD will affect 34 propeller assemblies 
installed on airplanes of U.S. registry. We estimate that it will take 
about 44 work-hours per propeller to perform the required actions, and 
that the average labor rate is $80 per work-hour. Required parts will 
cost about $260 per propeller, if no cracks are found. We estimate that 
one

[[Page 48137]]

propeller will fail the blade inspection required by this AD, and the 
propeller replacement cost will be about $67,067. Prorated life lost 
for the propeller assembly will cost about $39,043 per propeller. Based 
on these figures, we estimate the total cost of the AD to U.S. 
operators to be $1,523,049.

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 have 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.
    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); 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 summary of the costs to comply with this AD and 
placed it in the AD Docket. You may get a copy of this summary at the 
address listed under ADDRESSES.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

0
Accordingly, under the authority delegated to me by the Administrator, 
the Federal Aviation Administration amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
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]

0
2. The FAA amends Sec.  39.13 by removing Amendment 39-15453 (73 FR 
19971, April 14, 2008) and by adding a new airworthiness directive, 
Amendment 39-16021, to read as follows:

2009-19-04 McCauley Propeller Systems: Amendment 39-16021. Docket 
No. FAA-2006-25173; Directorate Identifier 2006-NE-24-AD.

Effective Date

    (a) This airworthiness directive (AD) becomes effective October 
27, 2009.

Affected ADs

    (b) This AD supersedes AD 2008-08-01, Amendment 39-15453.

Applicability

    (c) This AD applies to McCauley Propeller Systems propeller 
models B5JFR36C1101/114GCA-0, C5JFR36C1102/L114GCA-0, B5JFR36C1103/
114HCA-0, and C5JFR36C1104/L114HCA-0. These propellers are installed 
on, but not limited to, BAE Systems (Operations) Limited Jetstream 
Model 4100 and 4101 series airplanes (Jetstream 41).

Unsafe Condition

    (d) This AD results from eight reports of propeller blades found 
cracked since May of 2006. We are issuing this AD to detect cracks 
in the propeller blade that could cause failure and separation of 
the propeller blade and loss of control of the airplane.

Compliance

    (e) You are responsible for having the actions required by this 
AD performed within the compliance times specified unless the 
actions have already been done.

Life Limit

    (f) For propeller blades with more than 10,000 operating hours 
time-since-new (TSN) on the effective date of this AD, remove the 
propeller blades from service before further flight. These propeller 
blades are prohibited from installation in any configuration on any 
airframe.
    (g) For propeller blades with more than 3,000 operating hours 
TSN on the effective date of this AD, remove the propeller blades 
from service within the next 500 operating hours, not to exceed 
10,000 operating hours TSN. These propeller blades are prohibited 
from installation in any configuration on any airframe.
    (h) For propeller blades with 3,000 or fewer operating hours TSN 
on the effective date of this AD, remove the propeller blades from 
service at or before reaching 3,500 operating hours TSN. These 
propeller blades are prohibited from installation in any 
configuration on any airframe.

Removal From Service of Propeller Blades and Hubs From Propeller 
Assemblies That Have Had One or More Cracked Propeller Blades

    (i) Before further flight, remove the propeller blades and the 
hubs listed in Table 1 of this AD from service. The propeller blades 
and hubs listed in Table 1 are prohibited from installation in any 
configuration on any airframe.
    (j) Before further flight, remove from service any propeller 
blades and hubs found or documented to have been installed in any 
propeller assembly that has had one or more cracked propeller blades 
at any time. Propeller blades and the propeller hub of a propeller 
assembly that has had one or more cracked propeller blades are 
prohibited from installation in any configuration on any airframe.

 Table 1--Propeller Blade and Hub Serial Numbers Requiring Removal From
  Service Before Further Flight and Are Prohibited from Installation in
                    Any Configuration on Any Airframe
------------------------------------------------------------------------
          Hub Serial No.                      Blade Serial No.
------------------------------------------------------------------------
023062............................  XH31043, XH31131, XE31002, XH31025,
                                     XI31014
040296............................  YA31058, YA31055, YB31084, YB31088,
                                     YB31090
041016............................  XB31009, XA31073, XA31071, XA31063,
                                     WK31013
051193............................  XH31018, XH31077, XH31081, XL31008,
                                     XL31043
040282............................  XG31015, XG31016, XH31113, XH31117,
                                     XI31017
051204............................  XI31049, XH31140, XH31129, XH31084,
                                     XH31074
051194............................  WF31010, WD31032, WF31002, WF31029,
                                     WF31078
------------------------------------------------------------------------

Propeller Blade Inspection

    (k) Perform a fluorescent penetrant inspection and eddy current 
inspection of the propeller blades, and a visual inspection for a 
``step condition'' of the blade shank. Use the Equipment Required 
and Accomplishment Instructions of McCauley Propellers Alert Service 
Bulletin (ASB) No. ASB255A, dated October 6, 2008, and the 
compliance schedule in Table 2 of this AD:

[[Page 48138]]



                 Table 2--Inspection Compliance Schedule
------------------------------------------------------------------------
  If on the effective date of this AD,      Then inspect the propeller
          the propeller blade:                        blade:
------------------------------------------------------------------------
(1) Has more than 2,400 operating hours  Upon reaching 2,500 operating
 TSN, time-since-last inspection          hours TSLI. See TSLI
 (TSLI), or time-since-overhaul (TSO)     definition paragraph (p) of
 and has been inspected using AD 2008-    this AD.
 08-01 or McCauley Propellers ASB No.
 ASB255, dated January 8, 2007 within
 the past 2,400 operating hours.
(2) Has more than 2,400 operating hours  Within the next 100 operating
 TSN, TSLI, or TSO and has not been       hours time-in-service.
 inspected using AD 2008-08-01 or
 McCauley Propellers ASB No. ASB255,
 dated January 8, 2007 within the past
 2,400 operating hours.
(3) Has 2,400 or fewer operating hours   Upon reaching 2,500 operating
 TSN, TSLI, or TSO.                       hours TSN, TSLI, or TSO.
------------------------------------------------------------------------

Propellers Failing Blade Inspection

    (l) Remove from service all of the propeller blades, and the 
propeller hub, if one or more propeller blades are found cracked on 
a propeller assembly. Propeller blades and the propeller hub of a 
propeller assembly that has had one or more cracked propeller blades 
are prohibited from installation in any configuration on any 
airframe.
    (m) Remove from service all propeller blades that exhibit a 
blade shank ``step condition'' of 0.005-inch or greater. Blades 
removed from service are prohibited from installation in any 
configuration on any airframe.

Removal of C-5963 Split Retainers From Service

    (n) Remove from service all C-5963 split retainers at the time 
of blade inspection specified in paragraph (k) of this AD. C-5963 
split retainers removed from service are prohibited from 
installation in any configuration on any airframe.
    (o) After the effective date of this AD, do not install 
propeller assemblies with C-5963 split retainers on any airframe.

Definition

    (p) For the purpose of this AD, TSLI refers only to inspections 
performed using AD 2008-08-01 or McCauley ASB No. ASB255, dated 
January 8, 2007.

Reporting Requirements

    (q) Within 10 calendar days of the inspection, use the Reporting 
Form in McCauley ASB No. ASB255A, to report all inspection findings 
to the FAA, Wichita Aircraft Certification Office, 1801 Airport 
Road, Room 100, Wichita, KS 67209, Attention: Jeff Janusz; telephone 
(316) 946-4148; fax (316) 946-4107; e-mail: <a href="/cdn-cgi/l/email-protection#3f555a595911555e514a4c457f595e5e11585049"><span class="__cf_email__" data-cfemail="7d17181b1b53171c13080e073d1b1c1c531a120b">[email protected]</span></a>.
    (r) Include any photographs, and any other information related 
to the means of detection of the crack, and the history of the 
propeller and blades.
    (s) The Office of Management and Budget (OMB) has approved the 
reporting requirements and assigned OMB control number 2120-0056.

Alternative Methods of Compliance

    (t) The Manager, Wichita Aircraft 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.

Special Flight Permits

    (u) Under 39.23, we are limiting the availability of special 
flight permits for this AD. Special flight permits are available 
only if:
    (1) The operator has not seen signs of external oil leakage from 
the hub;
    (2) The operator has not observed abnormal propeller vibration 
or abnormal engine vibration;
    (3) The operator has not observed any other abnormal operation 
from the propeller;
    (4) The operator has not made earlier reports of abnormal 
propeller vibration, abnormal engine vibration, or other abnormal 
propeller operations that have not been addressed.

Related Information

    (v) Contact Jeff Janusz, Aerospace Engineer, Wichita Aircraft 
Certification Office, FAA, Small Airplane Directorate, 1801 Airport 
Road, Room 100, Wichita, KS 67209; e-mail: <a href="/cdn-cgi/l/email-protection#7c16191a1a52161d12090f063c1a1d1d521b130a"><span class="__cf_email__" data-cfemail="4a202f2c2c64202b243f39300a2c2b2b642d253c">[email protected]</span></a>; 
telephone: (316) 946-4148; fax: (316) 946-4107, for more information 
about this AD.

Material Incorporated by Reference

    (w) You must use McCauley Propellers Alert Service Bulletin No. 
ASB255A, dated October 6, 2008 to perform the actions required by 
this AD. The Director of the Federal Register approved the 
incorporation by reference of this service bulletin in accordance 
with 5 U.S.C. 552(a) and 1 CFR part 51. Contact McCauley Propeller 
Systems, 5800 E. Pawnee, Wichita, KS 67218, telephone (800) 621-7767 
for a copy of this service information. 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/ibr-locations.html.

    Issued in Burlington, Massachusetts, on September 3, 2009.
Peter A. White,
Assistant Manager, Engine and Propeller Directorate, Aircraft 
Certification Service.
[FR Doc. E9-21919 Filed 9-21-09; 8:45 am]
BILLING CODE 4910-13-P


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