Federal Register / Vol. 60, No. 41 / Thursday, March 2, 1995 / Rules and Regulations 11615

light may result in main rotor stall. The effect

of these conditions can be amplified in

turbulence. Main rotor stall can ultimately

result in contact between the main rotor and

airframe. Additional information on main

rotor stall is provided in the Robinson

Helicopter Company Safety Notices SN–10,

SN–15, SN–20, SN–24, SN–27, and SN–29.

Mast Bumping: Mast bumping may occur

with a teetering rotor system when excessive

main rotor flapping results from low ‘‘G’’

(load factor below 1.0) or abrupt control

input. A low ‘‘G’’ flight condition can result

from an abrupt cyclic pushover in forward

flight. High forward airspeed, turbulence,

and excessive sideslip can accentuate the

adverse effects of these control movements.

The excessive flapping results in the main

rotor hub assembly striking the main rotor

mast with subsequent main rotor system

separation from the helicopter.

To avoid these conditions, pilots are

strongly urged to follow these

recommendations:

(1) Maintain cruise airspeeds greater than

60 knots indicated airspeed and less than 0.9

Vne, but no lower than 60 knots.

(2) The possibility of rotor stall is increased

at high density altitudes; therefore, avoid

flight at high density altitudes.

(3) Use maximum ‘‘power-on’’ RPM at all

times during powered flight.

(4) Avoid sideslip during flight. Maintain

in-trim flight at all times.

(5) Avoid large, rapid forward cyclic inputs

in forward flight, and abrupt control inputs

in turbulence.

Emergency Procedures Section

(1) RIGHT ROLL IN LOW ‘‘G’’ CONDITION

Gradually apply aft cyclic to restore

positive ‘‘G’’ forces and main rotor thrust. Do

not apply lateral cyclic until positive ‘‘G’’

forces have been established.

(2) UNCOMMANDED PITCH, ROLL, OR

YAW RESULTING FROM FLIGHT IN

TURBULENCE.

Gradually apply controls to maintain rotor

RPM, positive ‘‘G’’ forces, and to eliminate

sideslip. Minimize cyclic control inputs in

turbulence; do not over control.

(3) INADVERTENT ENCOUNTER WITH

MODERATE, SEVERE, OR EXTREME

TURBULENCE.

If the area of turbulence is isolated, depart

the area; otherwise, land the helicopter as

soon as practical.

(b) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used when approved by the Manager,

Rotorcraft Standards Staff, FAA, Rotorcraft

Directorate. Operators shall submit their

requests through an FAA Principal

Operations Inspector, who may concur or

comment and then send it to the Manager,

Rotorcraft Standards Staff.

Note: Information concerning the existence

of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Rotorcraft Standards Staff.

(c) Special flight permits, pursuant to

sections 21.197 and 21.199 of the Federal

Aviation Regulations (14 CFR 21.197 and

21.199), will not be issued.

(d) This amendment becomes effective on

March 17, 1995.

Issued in Fort Worth, Texas, on February

23, 1995.

Eric Bries,

Acting Manager, Rotorcraft Directorate,

Aircraft Certification Service.

[FR Doc. 95–5097 Filed 3–1–95; 8:45 am]

BILLING CODE 4910–13–P

14 CFR Part 39

[Docket No. 95–ANE–06; Amendment 39–

9140; AD 95–03–03]

Airworthiness Directives; Hartzell

Propeller Inc. Model HC–B4TN–3/

T10173F(N)(B,K)–12.5 and HC–B4TN–

3A/T10173F(N)(B,K)–12.5 Propellers

Installed on Beech A100 and A100A

Aircraft

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to Hartzell Propeller Inc.

Model HC–B4TN–3/T10173F(N)(B,K)–

12.5 and HC–B4TN–3A/

T10173F(N)(B,K)–12.5 propellers

installed on Beech A100 and A100A

aircraft. This action requires an initial

and repetitive inspections, and specified

rework or retirement, as necessary, of

the propeller hub assemblies and

propeller blades. This amendment is

prompted by a determination that the

current hub design and blade repair

limits do not adequately protect against

initiation of fatigue cracks in the

propeller hub arm bore and do not

prevent the resonant speed of the

propeller from shifting into the

permitted ground idle operating range.

The actions specified in this AD are

intended to prevent initiation of fatigue

cracks in the propeller hub arm bore

and subsequent progression to failure,

with departure of the hub arm and

blade, that may result in loss of aircraft

control.

DATES: Effective March 17, 1995.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of March 17,

1995.

Comments for inclusion in the Rules

Docket must be received on or before

May 1, 1995.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), New England

Region, Office of the Assistant Chief

Counsel, Attention: Rules Docket No.

95–ANE–06, 12 New England Executive

Park, Burlington, MA 01803–5299.

The service information referenced in

this AD may be obtained from Hartzell

Propeller Inc., One Propeller Place,

Piqua, OH 45356–2634; telephone (513)

778–4200, fax (513) 778–4391. This

information may be examined 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.

FOR FURTHER INFORMATION CONTACT:

Tomaso DiPaolo, Aerospace Engineer,

Chicago Aircraft Certification Office,

FAA, Small Airplane Directorate, 2300

East Devon Avenue, Room 232, Des

Plaines, IL 60018; telephone (708) 294–

7031, fax (708) 294–7834.

SUPPLEMENTARY INFORMATION: On

December 22, 1994, the Federal

Aviation Administration (FAA) issued

airworthiness directive (AD) 95–01–02,

applicable to Hartzell Model HC–B4TN–

5(D,G,J)L/LT10282(B,K)–5.3R and HC–

B4TN–5(D,G,J)L/LT10282N(B,K)–5.3R

propellers installed on Mitsubishi MU–

2 series aircraft. That AD requires new

propeller blade repair limits and

requires replacement of propeller hubs

with new improved fatigue strength

steel hubs which require inspection,

and specified rework as necessary, at a

repetitive interval of 3,000 hours time in

service (TIS). That AD was prompted by

a determination that the previous hub

design and blade repair limits did not

adequately protect against initiation of

fatigue cracks in the propeller hub arm

bore and did not prevent the resonant

speed of the propeller from shifting into

the permitted ground idle operating

range when installed in Mitsubishi MU–

2 Series aircraft. That condition, if not

corrected, can result in fatigue cracks in

the propeller hub arm bore and

subsequent progression to failure, with

departure of the hub arm and blade, that

may result in loss of aircraft control.

The FAA has determined, based on

operating stresses and similarity of

propeller type design, that similar

fatigue cracks could occur in Hartzell

Propeller Inc. Model HC–B4TN–3/

T10173F(N)(B,K)–12.5 and HC–B4TN–

3A/T10173F(N)(B,K)–12.5 propellers

installed on Beech A100 and A100A

aircraft.

The FAA has reviewed and approved

the technical contents of Hartzell

Propeller Inc. Alert Service Bulletin

(ASB) No. A196A, dated December 27,

1994, that describes procedures for

initial and repetitive inspections, and

specified rework or retirement, as

necessary, of the propeller hub

assemblies and propeller blades.
11616 Federal Register / Vol. 60, No. 41 / Thursday, March 2, 1995 / Rules and Regulations

Since an unsafe condition has been

identified that is likely to exist or

develop on other Hartzell Propeller Inc.

Model HC–B4TN–3/T10173F(N)(B,K)–

12.5 and HC–B4TN–3A/

T10173F(N)(B,K)–12.5 propellers of the

same type design, this AD is being

issued to require initial and repetitive

inspections, and specified rework or

retirement, as necessary, of the propeller

hub assemblies and propeller blades.

The actions are required to be

accomplished in accordance with the

ASB described previously.

Since a situation exists that requires

the immediate adoption of this

regulation, it is found that notice and

opportunity for prior public comment

hereon are impracticable, and that good

cause exists for making this amendment

effective in less than 30 days.

Comments Invited

Although this action is in the form of

a final rule that involves requirements

affecting flight safety and, thus, was not

preceded by notice and an opportunity

for public comment, comments are

invited on this rule. Interested persons

are invited to comment on this rule by

submitting such written data, views, or

arguments as they may desire.

Communications should identify the

Rules Docket number and be submitted

in triplicate to the address specified

under the caption ADDRESSES. All

communications received on or before

the closing date for comments will be

considered, and this rule may be

amended in light of the comments

received. Factual information that

supports the commenter’s ideas and

suggestions is extremely helpful in

evaluating the effectiveness of the AD

action and determining whether

additional rulemaking action would be

needed.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report that

summarizes each FAA-public contact

concerned with the substance of this AD

will be filed in the Rules Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this notice

must submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 95 ANE–06.’’ The

postcard will be date stamped and

returned to the commenter.

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.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,

and is not a ‘‘significant regulatory

action’’ under Executive Order 12866. It

has been determined further that this

action involves an emergency regulation

under DOT Regulatory Policies and

Procedures (44 FR 11034, February 26,

1979). If it is determined that this

emergency regulation otherwise would

be significant under DOT Regulatory

Policies and Procedures, a final

regulatory evaluation will be prepared

and placed in the Rules Docket. A copy

of it, if filed, 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

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. App. 1354(a), 1421

and 1423; 49 U.S.C. 106(g); and 14 CFR

11.89.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

95–03–03 Hartzell Propeller Inc.:

Amendment 39–9140. Docket 95–ANE–

06.

Applicability: Hartzell Propeller Inc. Model

HC–B4TN–3/T10173F(N) (B,K)–12.5 and

HC–B4TN–3A/T10173F(N) (B,K)–12.5

propellers installed on Beech A100 and

A100A aircraft.

Note: The parentheses indicate the

presence or absence of an additional letter(s)

which vary the basic propeller blade model

designation. This airworthiness directive

(AD) still applies regardless of whether these

letters are present or absent on the propeller

blade model designation.

Compliance: Required as indicated, unless

accomplished previously.

To prevent initiation of fatigue cracks in

the propeller hub arm bore and subsequent

progression to failure, with departure of the

hub arm and blade, that may result in loss

of aircraft control, accomplish the following:

(a) For affected propellers with TimeSince-New (TSN) greater than or equal to

3,000 hours or TSN unknown on the effective

date of this AD, within the next 150 hours

Time-In-Service (TIS) or the next 12 calendar

months after the effective date of this AD,

whichever occurs first, accomplish

paragraphs (a)(1), (a)(2), and either (a)(3) or

(a)(4) of this AD:

(1) Remove affected propeller hub and

blade assemblies from the aircraft for

inspection, and accomplish specified rework

or retirement, if necessary, in accordance

with Hartzell Propeller Inc. Alert Service

Bulletin (ASB) No. A196A, dated December

27, 1994.

(2) Replace propeller blade assemblies that

have been rejected or retired per paragraph

(a)(1) of this AD with propeller blade

assemblies inspected and reworked, if

necessary, per paragraph (a)(1) of this AD or

new blade assemblies. Thereafter, at intervals

of 3,000 hours TIS or 60 calendar months,

whichever occurs first, inspect, and rework

or retire, if necessary, the blade assemblies in

accordance with Hartzell Propeller Inc. ASB

No. A196A, dated December 27, 1994.

(3) Replace propeller hub assemblies that

have been rejected or retired per paragraph

(a)(1) of this AD with propeller hub

assemblies that have had the hub arm bores

inspected (and reworked as necessary), pilot

tubes replaced, and have a metal impression

stamp at the end of the hub serial number

with suffix letter ‘‘M’’, followed by a number

(1, 2, 3, etc.) to indicate the number of

repetitive inspections performed in

accordance with Hartzell ASB No. A196A,

dated December 27, 1994. Thereafter, at

intervals of 600 hours TIS or 60 calendar

months, whichever occurs first, inspect, and

rework or retire, as necessary, the hub

assemblies in accordance with Hartzell

Propeller Inc. ASB No. A196A, dated

December 27, 1994.

(4) Replace propeller hub unit Part Number

(P/N) 840–139 or P/N 840–89, unless already

accomplished, with a hub that has

compressive rolled internal bearing bores,

which is identified with the addition of a

third letter ‘‘A’’ in the hub serial number

prefix (e.g. ‘‘CDA1234’’). Thereafter, at

intervals of 3,000 hours TIS or 60 calendar

months, whichever occurs first, inspect, and

rework or retire, as necessary, the hub

assemblies in accordance with Hartzell

Propeller Inc. ASB No. A196A, dated

December 27, 1994.

(b) For affected propellers with less than

3,000 hours TSN on the effective date of this

AD, within the next 300 hours TIS, or prior

to the accumulation of 3,150 hours TSN, or

within the next 12 calendar months after the

effective date of this AD, whichever occurs

first, accomplish paragraphs (a)(1), (a)(2), and

either (a)(3) or (a)(4) of this AD.
Federal Register / Vol. 60, No. 41 / Thursday, March 2, 1995 / Rules and Regulations 11617

(c) Any blade repairs made after the

effective date of this AD shall be

accomplished in accordance with the

procedures specified in Hartzell ASB No.

A196A, dated December 27, 1994.

(d) For propellers that experience a blade

strike, as defined in paragraph (f) of this AD,

after the effective date of this AD, prior to

further flight, accomplish paragraphs (a)(1),

(a)(2), and either (a)(3) or (a)(4) of this AD.

(e) For propellers that have experienced a

blade strike, as defined in paragraph (f) of

this AD, prior to the effective date of this AD,

within the next 100 hours TIS after the

effective date of this AD, accomplish

paragraphs (a)(1), (a)(2), and either (a)(3) or

(a)(4) of this AD.

(f) A blade strike is defined as a propeller

having any blade(s) bent beyond the repair

limits specified in Hartzell Propeller Inc.

Standard Practices Manual 61–01–02,

Revision 1, Pages 1104–1105, dated June

1994.

(g) 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, Chicago

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,

Chicago Aircraft Certification Office.

Note: Information concerning the existence

of approved alternative methods of

compliance with this airworthiness directive,

if any, may be obtained from the Chicago

Aircraft Certification Office.

(h) Except when propellers have

experienced a blade strike, 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.

(i) The inspections and rework shall be

accomplished in accordance with the

following service documents:

Document No. Pages Date

Hartzell Propeller Inc., ASB No. A196A ............................................................................................................... 1–5 Dec. 27, 1994.

Total pages: 5.

Hartzell Propeller Inc., Standard Practices Manual, 61–01–02, Revision 1 ........................................................ 1104–1105 June 1994.

Total pages: 2.

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 Hartzell Propeller Inc., One Propeller

Place, Piqua, OH 45356–2634; telephone

(513) 778–4200, fax (513) 778–4391. 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.

(j) This amendment becomes effective on

March 17, 1995.

Issued in Burlington, Massachusetts, on

February 7, 1995.

Donald F. Perrault,

Acting Manager, Engine and Propeller

Directorate, Aircraft Certification Service.

[FR Doc. 95–4248 Filed 3–1–95; 8:45 am]

BILLING CODE 4910–13–P

14 CFR Part 39

[Docket No. 94–NM–253–AD; Amendment

39–9159; AD 95–04–07]

Airworthiness Directives; McDonnell

Douglas Model DC–10–10, –15, and –30

Airplanes, and KC–10A (Military)

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to certain McDonnell

Douglas Model DC–10 series airplanes

and KC–10A (military) airplanes. This

action requires inspections to determine

the condition of the lockwires on the

forward engine mount bolts and

correction of any discrepancies found.

This action also provides for

termination of the inspections for some

airplanes by installing retainers on the

bolts. This amendment is prompted by

reports of stretched or broken lockwires

on the forward engine mount bolts. The

actions specified in this AD are

intended to prevent broken lockwires,

which could result in loosening of the

engine mount bolts, and subsequent

separation of the engine from the

airplane.

DATES: Effective March 17, 1995.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of March 17,

1995.

Comments for inclusion in the Rules

Docket must be received on or before

May 1, 1995.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 94–NM–

253–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

The service information referenced in

this AD may be obtained from

McDonnell Douglas Corporation, P.O.

Box 1771, Long Beach, California

90801–1771, Attention: Business Unit

Manager, Technical Administrative

Support, Department L51, M.C. 2–98.

This information may be examined at

the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW.,

Renton, Washington; or at the FAA,

Transport Airplane Directorate, Los

Angeles Aircraft Certification Office,

3960 Paramount Boulevard, Lakewood,

California; or at the Office of the Federal

Register, 800 North Capitol Street, NW.,

suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Maureen A. Moreland, Aerospace

Engineer, Airframe Branch, ANM–121L,

FAA, Transport Airplane Directorate,

Los Angeles Aircraft Certification

Office, 3960 Paramount Boulevard,

Lakewood, California 90712; telephone

(310) 627–5238; fax (310) 627–5210.

SUPPLEMENTARY INFORMATION: On

October 10, 1985, the FAA issued AD

85–22–01, amendment 39–5157, (50 FR

42153, October 18, 1985) applicable to

certain McDonnell Douglas Model DC–

10–10, –15, –30, and –40 airplanes, and

KC–10A (military) airplanes. That AD

requires repetitive inspections of the

engine-to-pylon forward and aft mount

and the engine mount bolts; and

replacement of the bolts and nuts,

torque check of the bolts, and

installation of a torque stripe on the

bolts, if necessary. That AD provided for

termination of the inspections by

replacing the engine mount bolts with

bolts having a lockwire hole in the bolt

head, installing tabs with a lockwire

hole, and installing lockwires.

Since the issuance of that AD, the

FAA has received reports of broken or

stretched lockwires on the forward

engine mount bolts on several Model

DC–10–30 airplanes on which the

terminating actions described in AD 85–

22–01 had been accomplished.

Investigation has revealed that these

lockwires may have stretched and

eventually broken because the foward

engine mount bolts had loosened.

McDonnell Douglas has developed a

bolt retainer that will prevent these

bolts from loosening from the engines of

Model DC–10–30 airplanes and KC–10A

(military) airplanes.

Additionally, the FAA has received

reports of loose bolts on the engine