Federal Register / Vol. 62, No. 5 / Wednesday, January 8, 1997 / Rules and Regulations 1041

used if approved by the Manager, Engine

Certification Office. The request should be

forwarded through an appropriate FAA

Principal Maintenance Inspector, who may

add comments and then send it to the

Manager, Engine 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 Engine

Certification Office.

(d) Special flight permits may be issued in

accordance with sections 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.

(e) Thereafter, except as provided in

paragraphs (c) and (d) of this AD, no

alternative replacement times may be

approved for GGT stage 2 forward cooling

plates, P/N 6064T10P01, and P/N

5086T91P02.

(f) The actions required by this AD shall be

done in accordance with the following GE

Aircraft Engines (CT7–TP Series) SB:

Document No Pages Date

A72–381 ............. 1–13 Jan. 17, 1996.

Total Pages: 13.

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 GE Aircraft Engines, 1000 Western Ave.,

Lynn, MA 01910; telephone (617) 594–3140,

fax (617) 594–4805. 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.

(g) This amendment becomes effective on

March 10, 1997.

Issued in Burlington, Massachusetts, on

December 16, 1996.

Jay J. Pardee,

Manager, Engine and Propeller Directorate,

Aircraft Certification Service.

[FR Doc. 97–474 Filed 1–7–97; 8:45am]

BILLING CODE 4910–13–U

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.

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
1042 Federal Register / Vol. 62, No. 5 / Wednesday, January 8, 1997 / Rules and Regulations

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 costbeneficial, 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
Federal Register / Vol. 62, No. 5 / Wednesday, January 8, 1997 / Rules and Regulations 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.

§ 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 §§ 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:

Document No. Pages Revision Date

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.
1044 Federal Register / Vol. 62, No. 5 / Wednesday, January 8, 1997 / Rules and Regulations

Document No. Pages Revision Date

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.

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]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 96–NM–88–AD; Amendment

39–9869; AD 96–26–05]

RIN 2120–AA64

Airworthiness Directives; Fokker

Model F27 Mark 100, 200, 300, 400, 500,

600, and 700 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to all Fokker Model F27

Mark 100, 200, 300, 400, 500, 600, and

700 series airplanes, that requires an

inspection to detect cracking of the

torque tube assembly of the left-hand

(LH) elevator and surrounding structure;

and to detect loose or sheared rivets in

that assembly. This amendment also

requires either replacement or repair of

discrepant parts, as appropriate. This

amendment is prompted by a report of

fatigue cracking found on the torque

tube support of the LH elevator. The

actions specified by this AD are

intended to ensure that cracking is

detected and corrected in a timely

manner so as to prevent failure of the

torque tube or its support structure,

which could result in reduced

controllability of the airplane.

DATES: Effective February 12, 1997.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of February

12, 1997.

ADDRESSES: The service information

referenced in this AD may be obtained

from Fokker Aircraft USA, Inc., 1199

North Fairfax Street, Alexandria,

Virginia 22314. This information may be

examined at the Federal Aviation

Administration (FAA), Transport