This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

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REGISTER issue of each week.

Rules and Regulations Federal Register

54787 

Vol. 77, No. 173 

Thursday, September 6, 2012 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0917; Directorate 

Identifier 2012–CE–030–AD; Amendment 

39–17177; AD 2012–18–01] 

RIN 2120–AA64 

Airworthiness Directives; M7 

Aerospace LLC Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all M7 

Aerospace LLC Models SA226–AT, 

SA226–T, SA226–T(B), SA226–TC, 

SA227–AC (C–26A), SA227–BC (C– 

26A), SA227–CC, SA227–DC (C–26B), 

SA227–AT, and SA227–TT airplanes. 

This AD requires repetitively inspecting 

the left and right forward (main) and aft 

spar wing-to-fuselage attach fittings for 

cracks and replacing any cracked fitting. 

This AD also requires reporting certain 

inspection results to the FAA. This AD 

was prompted by reports of fatigue 

cracking in the left and right forward 

(main) spar wing-to-fuselage attach 

fittings. We are issuing this AD to 

correct the unsafe condition on these 

products. 

DATES: This AD is effective September 

21, 2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of September 21, 2012. 

We must receive comments on this 

AD by October 22, 2012. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

For service information identified in 

this AD, contact M7 Aerospace LP, 

10823 NE Entrance Road, San Antonio, 

Texas 78216; phone: (210) 824–9421; 

fax: (210) 804–7766; Internet: http:// 

www.m7aerospace.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. 

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 street address for 

the Docket Office (phone: 800–647– 

5527) is in the ADDRESSES section. 

Comments will be available in the AD 

docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Andrew McAnaul, Aerospace Engineer, 

FAA, ASW–150 (c/o San Antonio MIDO 

(SW–MIDO–43)), 10100 Reunion Place, 

Suite 650, San Antonio, Texas 78216; 

phone: (210) 308–3365; fax: (210) 308– 

3370; email: andrew.mcanaul@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We have received reports of 

premature fatigue cracks found in the 

left and right forward (main) spar wingto-fuselage attach fittings on M7 

Aerospace LLC SA226 and SA227 

airplanes. Each airplane is equipped 

with two attach fittings on the forward 

(main) spar and two on the aft spar on 

the left and right side of the airplane. 

An owner/operator of five of the 

affected airplanes had the left and right 

forward (main) spar wing-to-fuselage 

attach fittings inspected, and all five 

airplanes had cracks in at least one of 

the attach fittings. On the 5 airplanes, a 

total of 20 left and right forward (main) 

spar wing-to-fuselage attach fittings 

were inspected; 7 of those were found 

with cracks. The cracks found emanate 

from the end pad fastener holes to the 

free edge of the pad and in the fillet 

radii of the upper outboard corner on 

both fitting halves. 

M7 Aerospace LLC has included 

inspection of the aft spar attach fittings 

in the service information since they are 

similar to the forward fittings in design 

and experience equivalent load cycles. 

This condition, if not corrected, could 

result in failure of the wing-to-fuselage 

attach fitting, which could cause the 

wing to separate from the airplane. 

Relevant Service Information 

We reviewed M7 Aerospace LLC 

SA226 Series Service Bulletin 226–53– 

016, dated July 27, 2012, with 

Supplement A—SB 226–53–016, dated 

June 22, 2012; SA227 Series Service 

Bulletin 227–53–010, dated July 27, 

2012, with Supplement A—SB 227–53– 

010, dated June 22, 2012; and SA227 

Series Service Bulletin CC7–53–006, 

dated July 27, 2012, with Supplement 

A—SB CC7–53–006 dated June 22, 

2012. The service information describes 

procedures for repetitively inspecting 

the left and right forward (main) and aft 

spar wing-to-fuselage attach fittings for 

cracks and replacing any cracked fitting. 

FAA’s Determination 

We are issuing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 

AD Requirements 

This AD requires accomplishing the 

actions specified in the service 

information described previously. This 

AD also requires sending certain 

inspection results to the FAA. 

FAA’s Justification and Determination 

of the Effective Date 

An unsafe condition exists that 

requires the immediate adoption of this 

AD. The FAA has found that the risk to 

the flying public justifies waiving notice 


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54788 Federal Register / Vol. 77, No. 173 / Thursday, September 6, 2012 / Rules and Regulations 

and comment prior to adoption of this 

rule because cracks in the wing-tofuselage attach fittings could cause the 

fitting to fail, which could result in 

wing separation from the airplane. 

Therefore, we find that notice and 

opportunity for prior public comment 

are impracticable and that good cause 

exists for making this amendment 

effective in less than 30 days. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety and 

was not preceded by notice and an 

opportunity for public comment. 

However, we invite you to send any 

written data, views, or arguments about 

this AD. Send your comments to an 

address listed under the ADDRESSES

section. Include the docket number 

FAA–2012–0917 and Directorate 

Identifier 2012–CE–030–AD at the 

beginning of your comments. We 

specifically invite comments on the 

overall regulatory, economic, 

environmental, and energy aspects of 

this AD. We will consider all comments 

received by the closing date and may 

amend this AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this AD. 

Costs of Compliance 

We estimate that this AD affects 330 

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 the left and right 

forward (main) and aft 

spar wing-to-fuselage attach fittings for cracks.

52 work-hours × $85 per 

hour = $4,420 per inspection cycle.

Not applicable ................... $4,420 per inspection 

cycle.

$1,458,600 per inspection 

cycle. 

We estimate the following costs to do 

any necessary replacements that would 

be required based on the results of the 

inspection. We have no way of 

determining the number of aircraft that 

might need this replacement: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per product 

Replace cracked wing-to-fuselage attach fitting 

pair.

100 work-hours × $85 per hour = $8,500 .............. $3,600 $12,100 

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): 

2012–18–01 M7 Aerospace LLC (Type 

Certificate Previously Held by Fairchild 

Aircraft Incorporated): Amendment 39– 

17177; Docket No. FAA–2012–0917; 

Directorate Identifier 2012–CE–030–AD. 

(a) Effective Date 

This AD is effective September 21, 2012. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to M7 Aerospace LLC 

(type certificate previously held by Fairchild 

Aircraft Incorporated) Models SA226–AT, 

SA226–T, SA226–T(B), SA226–TC, SA227– 

AC (C–26A), SA227–BC (C–26A), SA227–CC, 

SA227–DC (C–26B), SA227–AT, and SA227– 

TT airplanes, all serial numbers, that are 

certificated in any category. 


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Federal Register / Vol. 77, No. 173 / Thursday, September 6, 2012 / Rules and Regulations 54789 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 5741, Wing, Fuselage Attach Fitting. 

(e) Unsafe Condition 

This AD was prompted by reports of 

fatigue cracking in the left and right forward 

(main) and aft spar wing-to-fuselage attach 

fittings. We are issuing this AD to correct the 

unsafe condition on these products. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspection 

At the initial and repetitive compliance 

times specified in Appendix 1 to this AD, 

inspect the left and right forward (main) and 

aft spar wing-to-fuselage attach fittings for 

cracks. Do the inspections following M7 

Aerospace LLC SA226 Series Service Bulletin 

226–53–016, dated July 27, 2012, with 

Supplement A—SB 226–53–016, dated June 

22, 2012; M7 Aerospace LLC SA227 Series 

Service Bulletin 227–53–010, dated July 27, 

2012, with Supplement A—SB 227–53–010, 

dated June 22, 2012; and M7 Aerospace LLC 

SA227 Series Service Bulletin CC7–53–006, 

dated July 27, 2012, with Supplement A—SB 

CC7–53–006, dated June 22, 2012, as 

applicable. 

(h) Replacement 

If cracks are found during any inspection 

required in paragraph (g) of this AD, before 

further flight, replace both wing-to-fuselage 

attach fitting halves (pair) at the cracked 

fitting location. Do the replacement following 

M7 Aerospace LLC SA226 Series Service 

Bulletin 226–53–016, dated July 27, 2012; M7 

Aerospace LLC SA227 Series Service Bulletin 

227–53–010, dated July 27, 2012; and M7 

Aerospace LLC SA227 Series Service Bulletin 

CC7–53–006, dated July 27, 2012, as 

applicable. 

(i) Reporting Requirement 

If cracks are found during any inspection 

required in paragraph (g) of this AD, within 

10 days after the inspection in which cracks 

are found or within 10 days after the effective 

date of this AD, whichever occurs later, 

report the results of the inspections to the 

FAA, ASW–150 (c/o San Antonio MIDO 

(SW–MIDO–43)), Attn: Andrew McAnaul, 

Aerospace Engineer, 10100 Reunion Place, 

Suite 650, San Antonio, Texas 78216; fax: 

(210) 308–3370; email: 

andrew.mcanaul@faa.gov. Please identify AD 

2012–18–01 in the subject line if submitted 

through email. Include the following 

information in the report: 

(1) Length of crack(s) and a general 

description of the damage. 

(2) Airplane model, serial number, aircraft 

total flight cycles, and total hours time-inservice (TIS). 

(3) Using figure 2 in M7 Aerospace LLC 

SA226 Series Service Bulletin 226–53–016, 

dated July 27, 2012; M7 Aerospace LLC 

SA227 Series Service Bulletin 227–53–010, 

dated July 27, 2012; and M7 Aerospace LLC 

SA227 Series Service Bulletin CC7–53–006, 

dated July 27, 2012, as applicable, indicate 

location of damage, show forward orientation 

using arrows, and orientation of crack. 

(4) Whether the airplane has had, or is 

suspected of having, a hard landing in the 

past. 

(j) Paperwork Reduction Act Burden 

Statement 

A federal agency may not conduct or 

sponsor, and a person is not required to 

respond to, nor shall a person be subject to 

a penalty for failure to comply with a 

collection of information subject to the 

requirements of the Paperwork Reduction 

Act unless that collection of information 

displays a current valid OMB Control 

Number. The OMB Control Number for this 

information collection is 2120–0056. Public 

reporting for this collection of information is 

estimated to be approximately 5 minutes per 

response, including the time for reviewing 

instructions, completing and reviewing the 

collection of information. All responses to 

this collection of information are mandatory. 

Comments concerning the accuracy of this 

burden and suggestions for reducing the 

burden should be directed to the FAA at: 800 

Independence Ave. SW., Washington, DC 

20591, Attn: Information Collection 

Clearance Officer, AES–200. 

(k) Alternative Methods of Compliance 

(AMOCs) 

(1) The Fort Worth Airplane Certification 

Office, FAA, has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. In 

accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in the 

Related Information section of this AD. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(l) Related Information 

For more information about this AD, 

contact Andrew McAnaul, Aerospace 

Engineer, FAA, ASW–150 (c/o San Antonio 

MIDO (SW–MIDO–43)), 10100 Reunion 

Place, Suite 650, San Antonio, Texas 78216; 

phone: (210) 308–3365; fax: (210) 308–3370; 

email: andrew.mcanaul@faa.gov. 

(m) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) M7 Aerospace LLC SA226 Series 

Service Bulletin 226–53–016, dated July 27, 

2012, with Supplement A—SB 226–53–016, 

dated June 22, 2012. 

(ii) M7 Aerospace LLC SA227 Series 

Service Bulletin 227–53–010, dated July 27, 

2012, with Supplement A—SB 227–53–010, 

dated June 22, 2012. 

(iii) M7 Aerospace LLC SA227 Series 

Service Bulletin CC7–53–006, dated July 27, 

2012, with Supplement A—SB CC7–53–006, 

dated June 22, 2012. 

(3) For M7 Aerospace LLC service 

information identified in this AD, contact M7 

Aerospace LP, 10823 NE Entrance Road, San 

Antonio, Texas 78216; phone: (210) 824– 

9421; fax: (210) 804–7766; Internet: http://

www.m7aerospace.com. 

(4) You may view this service information 

at 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. 

(5) You may view this service information 

that is incorporated by reference 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/index.html. 

Appendix 1 to AD 2012–18–01 

Initial and Repetitive Inspection Compliance 

Times 

Models SA226–AT, SA226–T, SA226–T(B), 

SA226–TC, All Serial Numbers 

Initial Inspection—As of September 21, 

2012 (the effective date of this AD): 

For owner/operators who do not track total 

aircraft flight cycles (TAC), for the purposes 

of this AD, use the following conversion 

calculation: Use a .5 to 1 conversion, e.g., 

35,000 TAC is equivalent to 17,500 hours 

time-in-service (TIS). 

For owner/operators who do not track 

flight cycles, for the purposes of this AD use 

the following conversion calculation for the 

initial inspection compliance time: Use a 1 

to 1 conversion, e.g., 300 flight cycles are 

equivalent to 300 hours TIS. 

For airplanes with more than 35,000 TAC: 

Inspect within the next 300 flight cycles after 

September 21, 2012 (the effective date of this 

AD). 

For airplanes with at least 20,000 TAC but 

no more than 35,000 TAC: Inspect within the 

next 500 flight cycles after September 21, 

2012 (the effective date of this AD). 

For airplanes with at least 10,600 TAC but 

no more than 19,999 TAC: Inspect within the 

next 1,000 flight cycles after September 21, 

2012 (the effective date of this AD). 

For airplanes with less than 10,600 TAC: 

Inspect upon reaching 10,600 TAC or within 

the next 1,000 flight cycles after September 

21, 2012 (the effective date of this AD), 

whichever occurs later. 

Repetitive Inspection: 

For owner/operators who do not track 

flight cycles, for the purposes of this AD use 

the following conversion calculation for the 

repetitive inspection compliance times: Use 

a .5 to 1 conversion, e.g., 10,600 flight cycles 

are equivalent to 5,300 hours TIS. 

If no cracks are found during the initial 

inspection or during any subsequent 

repetitive inspection required by this AD and 

the original wing-to-fuselage attach fitting is 

reinstalled using the same size bolts, 

repetitively thereafter inspect every 10,600 

flight cycles. 


TKELLEY on DSK3SPTVN1PROD with RULES
54790 Federal Register / Vol. 77, No. 173 / Thursday, September 6, 2012 / Rules and Regulations 

Initial and Repetitive Inspection Compliance 

Times 

If no cracks are found during the initial 

inspection or during any subsequent 

repetitive inspection required by this AD and 

the original wing-to-fuselage attach fitting is 

reinstalled using oversized bolts, repetitively 

thereafter inspect every 7,700 flight cycles. 

If cracks are found during the initial 

inspection or during any subsequent 

repetitive inspection required by this AD and 

the replacement wing-to-fuselage attach 

fitting is installed using the same size bolts, 

repetitive thereafter inspect every 16,600 

flight cycles. 

If cracks are found during the initial 

inspection or during any subsequent 

repetitive inspection required by this AD and 

the replacement wing-to-fuselage attach 

fitting is installed using the oversized bolts, 

repetitive thereafter inspect every 13,100 

flight cycles. 

Models SA227–CC and SA227–DC (C–26B), 

All Serial Numbers 

Initial Inspection—As of September 21, 

2012 (the effective date of this AD): 

For owner/operators who do not track total 

aircraft flight cycles (TAC), for the purposes 

of this AD, use the following conversion 

calculation: Use a .5 to 1 conversion, e.g., 

35,000 TAC is equivalent to 17,500 hours 

time-in-service (TIS). 

For owner/operators who do not track 

flight cycles, for the purposes of this AD use 

the following conversion calculation for the 

initial inspection compliance time: Use a 1 

to 1 conversion, e.g., 300 flight cycles are 

equivalent to 300 hours TIS. 

For airplanes with more than 35,000 TAC: 

Inspect within the next 300 flight cycles after 

September 21, 2012 (the effective date of this 

AD). 

For airplanes with at least 20,000 TAC but 

no more than 35,000 TAC: Inspect within the 

next 500 flight cycles after September 21, 

2012 (the effective date of this AD). 

For airplanes with at least 14,200 TAC but 

no more than 19,999 TAC: Inspect within the 

next 1,000 flight cycles after September 21, 

2012 (the effective date of this AD). 

For airplanes with less than 14,200 TAC: 

Inspect upon reaching 14,200 TAC or within 

the next 1,000 flight cycles after September 

21, 2012 (the effective date of this AD), 

whichever occurs later. 

Initial and Repetitive Inspection Compliance 

Times 

Repetitive Inspection 

For owner/operators who do not track 

flight cycles, for the purposes of this AD use 

the following conversion calculation for the 

repetitive inspection compliance times: Use 

a .5 to 1 conversion, e.g., 14,200 flight cycles 

are equivalent to 7,100 hours TIS. 

If no cracks are found during the initial 

inspection or during any subsequent 

repetitive inspection required by this AD and 

the original wing-to-fuselage attach fitting is 

reinstalled using the same size bolts, 

repetitively thereafter inspect every 14,200 

flight cycles. 

If no cracks are found during the initial 

inspection or during any subsequent 

repetitive inspection required by this AD and 

the original wing-to-fuselage attach fitting is 

reinstalled using oversized bolts, repetitively 

thereafter inspect every 10,900 flight cycles. 

If cracks are found during the initial 

inspection or during any subsequent 

repetitive inspection required by this AD and 

the replacement wing-to-fuselage attach 

fitting is installed using the same size bolts, 

repetitive thereafter inspect every 16,600 

flight cycles. 

If cracks are found during the initial 

inspection or during any subsequent 

repetitive inspection required by this AD and 

the replacement wing-to-fuselage attach 

fitting is installed using the oversized bolts, 

repetitive thereafter inspect every 13,100 

flight cycles. 

Models SA227–AC (C–26A) and SA227–AT: 

Serial Numbers 600 and Subsequent; and 

Model SA227–BC (C–26A) Airplanes, All 

Serial Numbers 

Initial Inspection—As of September 21, 

2012 (the effective date of this AD): 

For owner/operators who do not track total 

aircraft flight cycles (TAC), for the purposes 

of this AD, use the following conversion 

calculation: Use a .5 to 1 conversion, e.g., 

35,000 TAC is equivalent to 17,500 hours 

time-in-service (TIS). 

For owner/operators who do not track 

flight cycles, for the purposes of this AD use 

the following conversion calculation for the 

initial inspection compliance time: Use a 1 

to 1 conversion, e.g., 300 flight cycles are 

equivalent to 300 hours TIS. 

For airplanes with more than 35,000 TAC: 

Inspect within the next 300 flight cycles after 

September 21, 2012 (the effective date of this 

AD). 

Inspection Compliance Times 

For airplanes with at least 20,000 TAC but 

no more than 35,000 TAC: Inspect within the 

next 500 flight cycles after September 21, 

2012 (the effective date of this AD). 

For airplanes with at least 14,200 TAC but 

no more than 19,999 TAC: Inspect within the 

next 1,000 flight cycles after September 21, 

2012 (the effective date of this AD). 

For airplanes with less than 14,200 TAC: 

Inspect upon reaching 14,200 TAC or within 

the next 1,000 flight cycles after September 

21, 2012 (the effective date of this AD), 

whichever occurs later. 

Repetitive Inspection 

For owner/operators who do not track 

flight cycles, for the purposes of this AD use 

the following conversion calculation for the 

repetitive inspection compliance times: Use 

a .5 to 1 conversion, e.g., 14,200 flight cycles 

are equivalent to 7,100 hours TIS. 

If no cracks are found during the initial 

inspection or during any subsequent 

repetitive inspection required by this AD and 

the original wing-to-fuselage attach fitting is 

reinstalled using the same size bolts, 

repetitively thereafter inspect every 14,200 

flight cycles. 

If no cracks are found during the initial 

inspection or during any subsequent 

repetitive inspection required by this AD and 

the original wing-to-fuselage attach fitting is 

reinstalled using oversized bolts, repetitively 

thereafter inspect every 10,900 flight cycles. 

If cracks are found during the initial 

inspection or during any subsequent 

repetitive inspection required by this AD and 

the replacement wing-to-fuselage attach 

fitting is installed using the same size bolts, 

repetitive thereafter inspect every 16,600 

flight cycles. 

If cracks are found during the initial 

inspection or during any subsequent 

repetitive inspection required by this AD and 

the replacement wing-to-fuselage attach 

fitting is installed using the oversized bolts, 

repetitive thereafter inspect every 13,100 

flight cycles. 

Inspection Compliance Times 

Models SA227–AC (C–26A) and SA227–AT: 

All Serial Numbers Through 599; and Model 

SA227–TT Airplanes, All Serial Numbers 

Initial Inspection—As of September 21, 

2012 (the effective date of this AD): 

For owner/operators who do not track total 

aircraft flight cycles (TAC), for the purposes 

of this AD, use the following conversion 

calculation: Use a .5 to 1 conversion, e.g., 

35,000 TAC is equivalent to 17,500 hours 

time-in-service (TIS). 

For owner/operators who do not track 

flight cycles, for the purposes of this AD use 

the following conversion calculation for the 

initial inspection compliance time: Use a 1 

to 1 conversion, e.g., 300 flight cycles are 

equivalent to 300 hours TIS. 

For airplanes with more than 35,000 TAC: 

Inspect within the next 300 flight cycles after 

September 21, 2012 (the effective date of this 

AD). 

For airplanes with at least 20,000 TAC but 

no more than 35,000 TAC: Inspect within the 

next 500 flight cycles after September 21, 

2012 (the effective date of this AD). 

For airplanes with at least 10,600 TAC but 

no more than 19,999 TAC: Inspect within the 

next 1,000 flight cycles after September 21, 

2012 (the effective date of this AD). 

For airplanes with less than 10,600 TAC: 

Inspect upon reaching 10,600 TAC or within 

the next 1,000 flight cycles after September 

21, 2012 (the effective date of this AD), 

whichever occurs later. 

Repetitive Inspection: 

For owner/operators who do not track 

flight cycles, for the purposes of this AD use 

the following conversion calculation for the 

repetitive inspection compliance times: Use 

a .5 to 1 conversion, e.g., 10,600 flight cycles 

are equivalent to 5,300 hours TIS. 

If no cracks are found during the initial 

inspection or during any subsequent 

repetitive inspection required by this AD and 

the original wing-to-fuselage attach fitting is 

reinstalled using the same size bolts, 

repetitively thereafter inspect every 10,600 

flight cycles. 

Inspection Compliance Times 

If no cracks are found during the initial 

inspection or during any subsequent 

repetitive inspection required by this AD and 

the original wing-to-fuselage attach fitting is 

reinstalled using oversized bolts, repetitively 

thereafter inspect every 7,700 flight cycles. 

If cracks are found during the initial 

inspection or during any subsequent 

repetitive inspection required by this AD and 

the replacement wing-to-fuselage attach 


TKELLEY on DSK3SPTVN1PROD with RULES
Federal Register / Vol. 77, No. 173 / Thursday, September 6, 2012 / Rules and Regulations 54791 

fitting is installed using the same size bolts, 

repetitive thereafter inspect every 16,600 

flight cycles. 

If cracks are found during the initial 

inspection or during any subsequent 

repetitive inspection required by this AD and 

the replacement wing-to-fuselage attach 

fitting is installed using the oversized bolts, 

repetitive thereafter inspect every 13,100 

flight cycles. 

Issued in Kansas City, Missouri, on August 

24, 2012. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2012–21536 Filed 9–5–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0228; Directorate 

Identifier 2012–NE–09–AD; Amendment 

39–17179; AD 2012–18–03] 

RIN 2120–AA64 

Airworthiness Directives; Pratt & 

Whitney Division Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Pratt & Whitney Division PW4000–94′′ 

and PW4000–100′′ turbofan engines 

having a 1st stage high-pressure turbine 

(HPT) seal support, part number (P/N) 

55K601 (contained within assembly P/N 

55K602–01) or P/N 50K532 (contained 

within assembly P/N 50K530–01), 

installed. This AD was prompted by 58 

reports of cracked 1st stage HPT air seal 

rings, including 15 in-flight engine 

shutdowns. This AD requires removal 

and replacement of the 1st stage HPT 

seal support and inspection of the 1st 

stage HPT air seal ring. We are issuing 

this AD to prevent failure of the 1st 

stage HPT air seal ring, which could 

lead to an internal oil fire, uncontained 

engine failure, and damage to the 

airplane. 

DATES: This AD is effective October 11, 

2012. 

ADDRESSES: For service information 

identified in this AD, contact Pratt & 

Whitney, 400 Main St., East Hartford, 

CT 06108; phone: 860–565–7700; fax: 

860–565–1605. You may view this 

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: 

James Gray, Aerospace Engineer, Engine 

& Propeller Directorate, FAA, 12 New 

England Executive Park, Burlington, MA 

01803; phone: 781–238–7742; fax: 781– 

238–7199; email: james.e.gray@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 published in the Federal 

Register on April 20, 2012 (77 FR 

23637). That NPRM proposed to require 

removal and replacement of the 1st 

stage HPT seal support and inspection 

of the 1st stage HPT air seal ring. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal and the FAA’s 

response to each comment. 

Support for the NPRM 

Commenter The Boeing Company 

supports the contents of the proposed 

AD (77 FR 23637, April 20, 2012) as 

written. 

Request To Add Credit for Prior 

Compliance 

FedEx Express (FedEx) requested that 

the AD include credit for previous 

compliance. 

We agree. We added ‘‘Comply with 

this AD the next time the HPT module 

is removed from the engine, unless 

already done’’ to paragraph (e) of the 

AD. 

Request To Change Compliance to Next 

Piece-Part Exposure 

FedEx requested that we clarify that 

the required removal and inspections 

occur when the part is completely 

disassembled and at the piece-part level. 

We do not agree. Removal of the 1st 

stage HPT seal support and inspection 

of the 1st stage HPT air seal ring are 

required when the HPT module is 

removed from the engine, which is not 

necessarily when the parts are at the 

piece-part level. Performing the actions 

the next time the HPT module is 

removed is required to maintain an 

acceptable level of safety for the fleet. 

We did not change the AD. 

Request To Add the P/N of the Affected 

1st Stage HPT Air Seal Ring 

Lufthansa Technik AG requested that 

we add the P/N of the 1st stage HPT air 

seal ring that requires inspection to 

paragraph (e)(2) of the proposed AD (77 

FR 23637, April 20, 2012). The 

commenter states that there are two air 

seals in this area of the engine and 

clarification would help avoid 

confusion over which one requires 

inspection. 

We agree. We revised paragraph (e)(2) 

of the AD to include 1st stage HPT air 

seal ring, P/N 50L664. 

Request To Change Compliance Time 

Martinair requested that paragraph (e) 

of the proposed AD (77 FR 23637, April 

20, 2012) be changed from ‘‘* * * the 

next time that the engine is separated at 

the M-flange and the HPT module is 

removed from the engine’’ to ‘‘* * * the 

next time the HPT module is removed 

from the engine.’’ The commenter states 

that the wording is confusing and may 

be interpreted that one is allowed to 

separate the engine at the M-flange, 

without intending to remove the HPT 

module from the engine, and therefore 

the support would not require 

replacement. 

We agree. Including reference to the 

M-flange is redundant and not required, 

since the M-flange must be separated for 

the HPT module to be removed from the 

engine. We changed paragraph (e) of the 

AD to ‘‘comply with this AD the next 

time that the HPT module is removed 

from the engine.’’ 

Request To Reference the Latest Service 

Information 

Pratt & Whitney (P&W) requested that 

the AD reference the latest versions of 

service bulletins (SBs) PW4ENG 72–721 

and PW4G–100–72–166 because they 

were revised since the proposed AD (77 

FR 23637, April 20, 2012) was 

published. 

We disagree. The service information 

is only included as related information 

and is not incorporated by reference. 

Therefore, it is not necessary to specify 

a revision level and date of the service 

information in the AD. The proposed 

AD did include the revision level and 

date, but we modified the AD to remove 

those details. 


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