Federal Register / Vol. 70, No. 229 / Wednesday, November 30, 2005 / Rules and Regulations 71753 

Frequency 

Field strength 

(volts per meter) 

Peak Average 

700 MHz–1 GHz ....... 700 100 

1 GHz–2 GHz ........... 2000 200 

2 GHz–4 GHz ........... 3000 200 

4 GHz–6 GHz ........... 3000 200 

6 GHz–8 GHz ........... 1000 200 

8 GHz–12 GHz ......... 3000 300 

12 GHz–18 GHz ....... 2000 200 

18 GHz–40 GHz ....... 600 200 

The field strengths are expressed in terms 

of peak root-mean-square (rms) values. 

or, 

(2) The applicant may demonstrate by 

a system test and analysis that the 

electrical and electronic systems that 

perform critical functions can withstand 

a minimum threat of 100 volts per 

meter, electrical field strength, from 10 

kHz to 18 GHz. When using this test to 

show compliance with the HIRF 

requirements, no credit is given for 

signal attenuation due to installation. 

A preliminary hazard analysis must 

be performed by the applicant for 

approval by the FAA to identify either 

electrical or electronic systems that 

perform critical functions. The term 

‘‘critical’’ means those functions, whose 

failure would contribute to, or cause, a 

failure condition that would prevent the 

continued safe flight and landing of the 

airplane. The systems identified by the 

hazard analysis that perform critical 

functions are candidates for the 

application of HIRF requirements. A 

system may perform both critical and 

non-critical functions. Primary 

electronic flight display systems, and 

their associated components, perform 

critical functions such as attitude, 

altitude, and airspeed indication. The 

HIRF requirements apply only to critical 

functions. 

Compliance with HIRF requirements 

may be demonstrated by tests, analysis, 

models, similarity with existing 

systems, or any combination of these. 

Service experience alone is not 

acceptable since normal flight 

operations may not include an exposure 

to the HIRF environment. Reliance on a 

system with similar design features for 

redundancy as a means of protection 

against the effects of external HIRF is 

generally insufficient since all elements 

of a redundant system are likely to be 

exposed to the fields concurrently. 

Applicability 

As discussed above, these special 

conditions are applicable to the Mooney 

M20M and M20R. Should Garmin AT, 

Inc. apply at a later date for a 

supplemental type certificate to modify 

any other model on the same type 

certificate to incorporate the same novel 

or unusual design feature, the special 

conditions would apply to that model as 

well under the provisions of § 21.101. 

Conclusion 

This action affects only certain novel 

or unusual design features on one model 

of airplane. It is not a rule of general 

applicability and affects only the 

applicant who applied to the FAA for 

approval of these features on the 

airplane. 

The substance of these special 

conditions has been subjected to the 

notice and comment period in several 

prior instances and has been derived 

without substantive change from those 

previously issued. It is unlikely that 

prior public comment would result in a 

significant change from the substance 

contained herein. For this reason, and 

because a delay would significantly 

affect the certification of the airplane, 

which is imminent, the FAA has 

determined that prior public notice and 

comment are unnecessary and 

impracticable, and good cause exists for 

adopting these special conditions upon 

issuance. The FAA is requesting 

comments to allow interested persons to 

submit views that may not have been 

submitted in response to the prior 

opportunities for comment described 

above. 

List of Subjects in 14 CFR Part 23 

Aircraft, Aviation safety, Signs and 

symbols. 

Citation 

■ The authority citation for these 

special conditions is as follows: 

Authority: 49 U.S.C. 106(g), 40113 and 

44701; 14 CFR 21.16 and 21.101; and 14 CFR 

11.38 and 11.19. 

PART 23—AIRWORTHINESS 

STANDARDS: NORMAL, UTILITY, 

ACROBATIC, AND COMMUTER 

CATEGORY AIRPLANES 

The Special Conditions 

■ Accordingly, pursuant to the authority 

delegated to me by the Administrator, 

the following special conditions are 

issued as part of the type certification 

basis for the Mooney M20M and M20R 

airplanes modified by Garmin AT, Inc. 

to add the G1000 EFIS system. 

1. Protection of Electrical and 

Electronic Systems from High Intensity 

Radiated Fields (HIRF). Each system 

that performs critical functions must be 

designed and installed to ensure that the 

operations, and operational capabilities 

of these systems to perform critical 

functions, are not adversely affected 

when the airplane is exposed to high 

intensity radiated electromagnetic fields 

external to the airplane. 

2. For the purpose of these special 

conditions, the following definition 

applies: 

Critical Functions: Functions whose 

failure would contribute to, or cause, a 

failure condition that would prevent the 

continued safe flight and landing of the 

airplane. 

Issued in Kansas City, Missouri on 

November 3, 2005. 

William J. Timberlake, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 05–23481 Filed 11–29–05; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2005–22731; Directorate 

Identifier 2005–NE–36–AD; Amendment 39–

14389; AD 2005–24–09] 

RIN 2120–AA64 

Airworthiness Directives; McCauley 

Propeller Systems Propeller 

Assemblies Models 2D34C53/74E–X; 

D2A34C58/90AT–X; 3AF32C87/82NC–

X; D3AF32C87/82NC–X; D3A32C88/ 

82NC–X; D3A32C90/82NC–X; and 

3AF34C92/90LF–X. 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for 

McCauley Propeller Systems propeller 

assemblies, models 2D34C53/74E–X; 

D2A34C58/90AT–X; 3AF32C87/82NC–

X; D3AF32C87/82NC–X; D3A32C88/ 

82NC–X; D3A32C90/82NC–X; and 

3AF34C92/90LF–X. This AD requires, 

within 10 flight hours or 10 days after 

the effective date of this AD, whichever 

occurs first, removing certain serial 

number propeller hubs from service. 

This AD results from a report by the 

manufacturer that they manufactured 

and released 40 propeller hubs with 

improperly machined socket retention 

threads. We are issuing this AD to 

prevent cracked propeller hubs, which 

could cause failure of the propeller hub, 

blade separation, and loss of control of 

the airplane. 

DATES: This AD becomes effective 

December 15, 2005. 

We must receive any comments on 

this AD by January 30, 2006. 

71754 Federal Register / Vol. 70, No. 229 / Wednesday, November 30, 2005 / Rules and Regulations 

ADDRESSES: Use one of the following 

addresses to comment on this AD: 

• DOT Docket Web site: Go 

to http://dms.dot.gov and follow the 

instructions for sending your comments 

electronically. 

• Government-wide rulemaking Web 

site: Go to http://www.regulations.gov 

and follow the instructions for sending 

your comments electronically. 

• Mail: Docket Management Facility; 

U.S. Department of Transportation, 400 

Seventh Street, SW., Nassif Building, 

Room PL–401, Washington, DC 20590–

0001. 

• Fax: (202) 493–2251. 

• Hand Delivery: Room PL–401 on 

the plaza level of the Nassif Building, 

400 Seventh Street, SW., Washington, 

DC, between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

Contact McCauley Propeller Systems, 

P.O. Box 7704, Wichita, KS 67277–7704, 

U.S.A.; telephone (800) 621–7767, for 

the service information identified in this 

AD. 

FOR FURTHER INFORMATION CONTACT: Jeff 

Janusz, Aerospace Engineer, Wichita 

Aircraft Certification Office, FAA, Small 

Airplane Directorate, 1801 Airport 

Road, Wichita, KS 67209, telephone: 

(316) 946–4148; fax: (316) 946–4107. 

SUPPLEMENTARY INFORMATION: In August 

of 2005, McCauley Propeller Systems 

reported to the FAA that a repair facility 

found a single, new, unused propeller 

hub with improperly machined socket 

retention threads. Further investigation 

revealed that McCauley Propeller 

Systems improperly machined socket 

retention threads on 40 propeller hubs, 

manufactured in 2004 and 2005. Using 

a propeller hub with improperly 

machined socket retention threads 

could cause concentrated loading on the 

threads, resulting in cracking of the hub 

and blade separation. This condition, if 

not corrected, could result in failure of 

the propeller hub, blade separation, and 

loss of control of the airplane. 

FAA’s Determination and Requirements 

of This AD 

The unsafe condition described 

previously is likely to exist or develop 

on other McCauley Propeller Systems 

propeller assemblies, models 2D34C53/ 

74E–X; D2A34C58/90AT–X; 3AF32C87/ 

82NC–X; D3AF32C87/82NC–X; 

D3A32C88/82NC–X; D3A32C90/82NC–

X; and 3AF34C92/90LF–X of the same 

type design. For that reason, we are 

issuing this AD to prevent cracked hubs, 

which could cause failure of the 

propeller hub, blade separation, and 

loss of control of the airplane. This AD 

requires, within 10 flight hours or 10 

days after the effective date of this AD, 

whichever occurs first, removing 

affected propeller hubs from service, 

and sending those propeller hubs to a 

McCauley Service Center. This AD also 

requires, before assembly into a 

replacement propeller hub, visually 

inspecting the retention nut threads 

with a 10-power magnifier, and 

replacing the nut if necessary. 

FAA’s Determination of the Effective 

Date 

Since an unsafe condition exists that 

requires the immediate adoption of this 

AD, we have found that notice and 

opportunity for public comment before 

issuing this AD are impracticable. 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. We 

invite you however, to send us any 

written relevant data, views, or 

arguments regarding this AD. Send your 

comments to an address listed under 

ADDRESSES. Include ‘‘AD Docket No. 

FAA–2005–22731; Directorate Identifier 

2005–NE–36–AD’’ in the subject line of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of the rule that might suggest a 

need to modify it. 

We will post all comments we 

receive, without change, to http:// 

dms.dot.gov, including any personal 

information you provide. We will also 

post a report summarizing each 

substantive verbal contact with FAA 

personnel concerning this AD. Using the 

search function of the DMS web site, 

anyone can find and read the comments 

in any of our dockets. The dockets 

include the name of the individual who 

sent the comment (or signed the 

comment on behalf of an association, 

business, labor union, etc.). You may 

review the DOT’s complete Privacy Act 

Statement in the Federal Register 

published on April 11, 2000 (65 FR 

19477–78) or you may visit http:// 

dms.dot.gov. 

Examining the AD Docket 

You may examine the docket that 

contains the AD, any comments 

received, and any final disposition in 

person at the Docket Management 

Facility Docket Offices between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The Docket 

Office (telephone (800) 647–5227) is 

located on the plaza level of the 

Department of Transportation Nassif 

Building at the street address stated in 

ADDRESSES. Comments will be available 

in the AD docket shortly after the DMS 

receives them. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in subtitle VII, 

part A, subpart III, section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this AD will not 

have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national Government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that the regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

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

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); and 

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a 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, Safety. 

Adoption of the Amendment 

■ Under the authority delegated to me 

by the Administrator, the Federal 

Aviation Administration amends part 39 

of the Federal Aviation Regulations (14 

CFR part 39) as follows: 

Federal Register / Vol. 70, No. 229 / Wednesday, November 30, 2005 / Rules and Regulations 71755 

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: 

2005–24–09 McCauley Propeller Systems: 

Amendment 39–14389. Docket No. 

FAA–2005–22731; Directorate Identifier 

2005–NE–36–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective December 15, 2005. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to McCauley Propeller 

Systems propeller assemblies, models 

2D34C53/74E–X; D2A34C58/90AT–X; 

3AF32C87/82NC–X; D3AF32C87/82NC–X; 

D3A32C88/82NC–X; D3A32C90/82NC–X; 

and 3AF34C92/90LF–X, with the propeller 

hubs listed by serial number in the following 

Table 1: 

TABLE 1.—AFFECTED PROPELLER

HUBS

Hub model Hub serial 

number 

C58, C34, C49, C78, C98 ........ 030725 

030726 

030727 

030728 

030729 

030730 

030748 

030749 

030750 

030751 

030752 

030753 

030754 

030755 

030756 

030757 

030758 

030759 

030760 

050403 

050407 

050408 

050410 

050475 

050477 

C53 ........................................... 050389 

C79, C90 .................................. 042206 

042207 

042208 

C77, C88 .................................. 042201 

042202 

C87 blank index, C72, C93 ...... 042239 

042524 

042527 

042528 

TABLE 1.—AFFECTED PROPELLER

HUBS—Continued 

Hub model Hub serial 

number 

042529 

050071 

050073 

C92, C74, C86 .......................... 050866 

C87 D index .............................. 050934 

(d) Because a propeller hub can be 

interchanged and re-identified as a different 

model with the installation of different studs 

or adapters, any of the affected hubs could 

have been re-identified as a different model. 

Each propeller hub model listed in Table 1 

of this AD is the original hub configuration 

when shipped from McCauley. 

(e) The propeller hubs listed in Table 1 of 

this AD are installed on, but not limited to, 

the airplanes listed in the following Table 2: 

TABLE 2.—AIRPLANES INSTALLED ON, 

BUT NOT LIMITED TO

Airplane Model 

Beagle ....................... B206. 

Bellanca .................... 14–19–3A, 17–30, 

17–30A. 

Cessna ...................... 180 series. 

182E thru R. 

185, A, B, C, D, E, F. 

A185, E, F. 

A188, A188A, A188B. 

206 series. 

P206, A, B, C, D, E. 

U206A, B, C, D, E, F, 

G. 

TP206A, B, C, D, E. 

TU206A, B, C, D, E, 

F. 

U206, A, B, C, D, E, 

F, G. 

207, A, T207. 

210–5, 210–5A, 210, 

A, B, C, D, E, F, G, 

H, I, J, K, L. 

T210F, G, H, J, K, L. 

310I, 310P, Q, R, 

T310P, Q, R. 

320, A, B, C, D, E, F. 

335. 

340, A. 

401, A, B. 

402, A, B, C. 

411, A. 

414, A. 

421, A, B. 

Fuji ............................ FA–200–180. 

Globe ......................... GC–1B. 

Hindustan .................. HA–31. 

Meyers ...................... 200B, C, D. 

Mooney ..................... M20C, D, G. 

Navion ....................... A, B, C, D, E, F, G, 

H. 

Procaer ...................... F15/C. 

Transavia .................. PL12. 

Windecker ................. AC–7 

Unsafe Condition 

(f) This AD results from a report by the 

manufacturer that they manufactured and 

released 40 propeller hubs with improperly 

machined socket retention threads. We are 

issuing this AD to prevent cracked propeller 

hubs, which could cause failure of the 

propeller hub, blade separation, and loss of 

control of the airplane. 

Compliance 

(g) You are responsible for having the 

affected propeller hubs removed from service 

within 10 flight hours or 10 days after the 

effective date of this AD, whichever occurs 

first, unless the actions have already been 

done. 

Propeller Hub Removal 

(h) Remove from service propeller 

assemblies with affected propeller hubs, 

listed in Table 1 of this AD. 

(i) Send propeller assemblies with affected 

propeller hubs listed in Table 1 of this AD 

to a McCauley Service Center for 

disassembly, inspection, and propeller hub 

replacement with a serviceable propeller 

hub. 

(j) Send uninstalled propeller hubs listed 

in Table 1 of this AD to a McCauley Service 

Center for replacement with a serviceable 

propeller hub. 

Replacement Propeller Hub Pre-Installation 

Requirements 

(k) For retention nuts that were removed 

from an affected propeller hub, visually 

inspect the retention nut threads with a 10- 

power magnifier before assembly into a 

replacement propeller hub. Reject the nut for 

any signs of galling, heavy localized loading, 

thread deformation, or chipped threads that 

may have been caused by thread interference 

in the propeller hub. 

Reporting Requirements 

(l) Report within 10 calendar days of 

finding affected propeller hubs to: 

(1) The FAA, Wichita Aircraft Certification 

Office, 1801 Airport Road, Room 100, 

Wichita, KS 67209, Attention: Jeff Janusz, 

telephone (316) 946–4148; e-mail: 

jeff.janusz@faa.gov; and 

(2) McCauley Propeller Systems, P.O. Box 

7704, Wichita, KS 97277–7704. 

(3) Reporting requirements have been 

approved by the Office of Management 

(OMB) and assigned OMB control number 

2120–0056. 

McCauley Credit Program 

(m) McCauley Alert Service Bulletin No. 

ASB251A, dated September 28, 2005 

contains information on a credit program for 

affected hubs. 

Alternative Methods of Compliance 

(n) 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 

(o) Under 39.23, we are limiting the special 

flight permits for this AD by the following 

conditions: 

(1) The propeller must have an oil-filled 

propeller hub and have no history of hub oil 

leakage. 

71756 Federal Register / Vol. 70, No. 229 / Wednesday, November 30, 2005 / Rules and Regulations 

(2) You must visually examine the 

propeller hub, and it must have no evidence 

of existing cracks. 

(3) You are allowed a single-occupant 

(pilot only), non-revenue flight to a base of 

maintenance or FAA-approved propeller 

repair facility only. 

(4) Your total flight time must not exceed 

10 hours. 

Related Information 

(p) McCauley Propeller Systems Alert 

Service Bulletin No. ASB251A, dated 

September 28, 2005, pertains to the subject 

of this AD. 

Issued in Burlington, Massachusetts, on 

November 22, 2005. 

Peter A. White, 

Acting Manager, Engine and Propeller 

Directorate, Aircraft Certification Service. 

[FR Doc. 05–23430 Filed 11–29–05; 8:45 am] 

BILLING CODE 4910–13–U 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2005–22690; Directorate 

Identifier 2005–NE–35–AD; Amendment 39–

14388; AD 2005–24–08] 

RIN 2120–AA64 

Airworthiness Directives; McCauley 

Propeller Systems Five-Blade Propeller 

Assemblies 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

McCauley Propeller Systems propeller 

assemblies installed on BAE Systems 

(Operations) Limited Jetstream model 

4100 series airplanes. This AD requires 

removing certain propeller hubs from 

service at new reduced life limits and 

eddy current inspections (ECIs) of the 

propeller hub. This AD results from 

three reports of cracked propeller hubs. 

We are issuing this AD to prevent 

cracked propeller hubs, which could 

cause failure of the propeller hub, blade 

separation, and loss of control of the 

airplane. 

DATES: This AD becomes effective 

December 15, 2005. The Director of the 

Federal Register approved the 

incorporation by reference of certain 

publications listed in the regulations as 

of December 15, 2005. 

We must receive any comments on 

this AD by January 30, 2006. 

ADDRESSES: Use one of the following 

addresses to comment on this AD: 

• DOT Docket Web site: Go to 

http://dms.dot.gov and follow the 

instructions for sending your comments 

electronically. 

• Government-wide rulemaking Web 

site: Go to http://www.regulations.gov 

and follow the instructions for sending 

your comments electronically. 

• Mail: Docket Management Facility; 

U.S. Department of Transportation, 400 

Seventh Street, SW., Nassif Building, 

Room PL–401, Washington, DC 20590–

0001. 

• Fax: (202) 493–2251. 

• Hand Delivery: Room PL–401 on 

the plaza level of the Nassif Building, 

400 Seventh Street, SW., Washington, 

DC, between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

Contact McCauley Propeller Systems, 

P.O. Box 7704, Wichita, KS 97277–7704, 

for the service information referenced in 

this AD. 

FOR FURTHER INFORMATION CONTACT: Jeff 

Janusz, Aerospace Engineer, Wichita 

Aircraft Certification Office, FAA, Small 

Airplane Directorate, 1801 Airport 

Road, Wichita, KS 67209, telephone: 

(316) 946–4148; fax: (316) 946–4107. 

SUPPLEMENTARY INFORMATION: In August 

2003, we issued AD 2003–17–10 which 

requires initial and repetitive 

fluorescent penetrant inspection or 

ultrasonic inspection of propeller blade 

retention areas for cracks, replacement 

of high time propeller blades, and a 

onetime inspection of propeller hubs. 

That AD resulted from four earlier 

reports of cracks in propeller blade 

shanks. Since we issued AD 2003–17–

10, we received three more reports of 

cracked hubs. In November 2004, we 

issued AD 2004–23–16 which requires a 

onetime ECI of the propeller hub for 

cracks, and if necessary, replacing the 

propeller assembly. That AD also 

captured inspection results for the 

propeller hubs installed on the Jetstream 

model 4100 fleet. 

We received field reports that during 

taxi and ground maneuvering, certain 

airplane operators might be violating the 

published and placarded propeller 

ground revolutions-per-minute (rpm) 

restrictions. Operating in the restricted 

rpm range during ground operation can 

excite a natural propeller blade 

frequency that creates damaging stress 

loadings on the propeller blades and 

hub. The stress loadings can cause 

cracks, leading to propeller structural 

failure. 

Additionally, some operators use a 

water-methanol assist system to provide 

more engine power during certain 

operating conditions. The operating 

procedures for the water-methanol assist 

system define an airplane brakes-locked 

condition. Testing has shown that using 

the water-methanol assist system with 

airplane brakes locked creates propeller 

loadings exceeding structural fatigue 

limits of the propeller hub. This 

condition, if not corrected, could result 

in cracked hubs, which could cause 

failure of the propeller hub, blade 

separation, and loss of control of the 

airplane. 

Relevant Service Information 

We reviewed and approved the 

technical contents of McCauley Alert 

Service Bulletin (ASB) No. ASB250, 

dated September 12, 2005. This ASB 

introduces new lower life limits for the 

propeller hubs identified in this AD, 

and describes ECI procedures for them. 

FAA’s Determination and Requirements 

of This AD 

The unsafe condition described 

previously is likely to exist or develop 

on other McCauley propeller 

assemblies, P/Ns B5JFR36C1101/ 

114GCA–0, C5JFR36C1102/L114GCA–0, 

B5JFR36C1103/114HCA–0, and 

C5JFR36C1104/L114HCA–0, installed 

on BAE Systems (Operations) Limited 

Jetstream model 4100 series airplanes. 

We are issuing this AD to prevent 

cracked hubs, which could cause failure 

of the propeller hub, blade separation, 

and loss of control of the airplane. This 

AD requires: 

• Removing any propeller hub from 

service that is currently, or ever was, 

operated on an engine with a watermethanol assist system, not later than 

6,000 hours time-in-service (TIS). 

• Removing any other propeller hub 

from service not later than 18,000 hours 

TIS. 

• Removing any propeller hub from 

service that exceeds its life limit on the 

effective date of this AD, within 50 

hours TIS after the effective date of this 

AD. 

• That any propeller hub removed 

from service after exceeding its life limit 

must not be returned to service on any 

installation. 

• For all installed propeller hubs, 

performing an ECI within 200 hours TIS 

or 60 days after the effective date of this 

AD, whichever occurs first. 

• Thereafter, for all installed 

propeller hubs with 12,000 or more 

hours TIS, performing repetitive ECIs 

within 1,800 hours TIS or 12 months, 

whichever occurs first. 

You must use the service information 

described previously to perform the 

actions required by this AD. This AD 

does not require repetitive inspections 

for propeller hubs that ever operated on, 

or are currently operating on, engines 

with a water-methanol assist system,