55130 Federal Register / Vol. 74, No. 206 / Tuesday, October 27, 2009 / Rules and Regulations 

2009, to do the removals, inspections, and 

part disposition as necessary. 

(3) Inspect the clevis assemblies and four 

clevis fasteners at each of the clevis 

assemblies (upper, center, and lower) for 

structural integrity. Use paragraphs 3.F.(1), 

excluding 3.F.(1)(c) of MRAS ASB No. CF6– 

80C2 S/B 78A1162, Revision 3, dated 

September 10, 2009, to do the inspections. 

(4) If loose or missing clevis fasteners are 

found, remove and replace the clevis 

fasteners, or defer the repair and deactivate 

the thrust reverser. Use paragraph 3.F.(2) of 

MRAS ASB No. CF6–80C2 S/B 78A1162, 

Revision 3, dated September 10, 2009, to do 

the replacements. 

Initial Rod-End Replacements 

(g) For all 3⁄8-inch translating cowl 

adjustable-length actuator rod-ends having 

more than 600 flight cycles-since-new on the 

effective date of this AD, replace them with 

P/N M81935/1–6, or other approved part 

number, zero time rod-ends within 500 flight 

cycles after the effective date of this AD. Use 

paragraph 3.E., excluding both 3.E.(8) and the 

recording requirement in paragraph 3.E.(5) of 

MRAS ASB No. CF6–80C2 S/B 78A1162, 

Revision 3, dated September 10, 2009, to do 

the replacements. 

Repetitive 3⁄8-Inch Rod-End Replacements 

(h) Repetitively replace the 3⁄8-inch 

translating cowl adjustable-length actuator 

rod-ends that were installed as specified in 

paragraph (g) of this AD, before they 

accumulate 11,000 flight cycles, with a zero 

time 3⁄8-inch adjustable-length rod-end, P/N 

M81935/1–6 or other approved part number. 

Since the rod-ends are not serialized, track 

their life by using the associated actuator 

assembly’s life. Use paragraphs 3.E., 

excluding both paragraph 3.E.(8) and the 

recording requirement in paragraph 3.E.(5), 

of MRAS ASB No. CF6–80C2 S/B 78A1162, 

Revision 3, dated September 10, 2009, to do 

the replacements. 

Optional Terminating Action 

(i) As an optional terminating action to the 

repetitive 3⁄8-inch rod-end replacements 

required by this AD, replace the 3⁄8-inch 

adjustable rod-ends with a 7⁄16-inch 

adjustable rod-end and nut or you may 

replace the adjustable end actuator with a 

fixed end actuator. Use paragraph 3.E.(1) of 

MRAS ASB No. CF6–80C2 S/B 78A1162, 

Revision 3, dated September 10, 2009, to do 

the replacements. 

Installation Prohibition 

(j) After the effective date of this AD, do 

not install rod-ends P/Ns KBE6–59, 

MS2124S06, B15946–13 or 15946000–13, on 

any engine subject to this AD. Rod-ends 

removed to comply with this AD are not 

eligible for installation on any aircraft. 

Previous Credit 

(k) Inspections and replacements and 

optional terminating action performed before 

the effective date of this AD using MRAS 

ASB No. CF6–80C2 S/B 78A1162, dated 

December 30, 2008; Revision 1, dated 

February 13, 2009; or Revision 2, dated June 

22, 2009, satisfy the required initial actions 

and optional terminating action of this AD. 

Alternative Methods of Compliance 

(l) The Manager, Engine 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. 

Related Information 

(m) Contact Christopher J. Richards, 

Aerospace Engineer, Engine Certification 

Office, FAA, Engine & Propeller Directorate, 

12 New England Executive Park, Burlington, 

MA 01803; e-mail: 

christopher.j.richards@faa.gov; telephone 

(781) 238–7133; fax (781) 238–7199, for more 

information about this AD. 

Material Incorporated by Reference 

(n) You must use Middle River Aircraft 

Systems Alert Service Bulletin No. CF6–80C2 

S/B 78A1162, Revision 3, dated September 

10, 2009, to perform the actions required by 

this AD. The Director of the Federal Register 

approved the incorporation by reference of 

this service bulletin in accordance with 5 

U.S.C. 552(a) and 1 CFR part 51. Contact 

Middle River Aircraft Systems, 103 

Chesapeake Park Plaza, MF 46, Baltimore, 

MD 21220; telephone (410) 682–0080; fax 

(410) 682–0100; or e-mail: bulletins@mrasusa.com, for a copy of this service 

information. You may review copies at the 

FAA, New England Region, 12 New England 

Executive Park, Burlington, MA; or at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http:// 

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Burlington, Massachusetts, on 

October 2, 2009. 

Peter A. White, 

Assistant Manager, Engine and Propeller 

Directorate, Aircraft Certification Service. 

[FR Doc. E9–24391 Filed 10–26–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2006–25244; Directorate 

Identifier 2006–NE–25–AD; Amendment 39– 

16054; AD 2009–22–03] 

RIN 2120–AA64 

Airworthiness Directives; Hartzell 

Propeller Inc. ()HC–()2Y(K,R)–() Series 

Propellers 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: The FAA is superseding an 

existing airworthiness directive (AD) for 

Hartzell Propeller Inc. ()HC–()2Y()–() 

series propellers with non-suffix serial 

number (SN) propeller hubs installed on 

Lycoming O–, IO–, LO–, and AEIO–360 

series reciprocating engines. That AD 

currently requires initial and repetitive 

eddy current inspections (ECIs) of the 

front cylinder half of the propeller hub 

for cracks and removing cracked hubs 

from service before further flight. In 

addition, that AD allows installation of 

an improved design propeller hub 

(suffix SN ‘‘A’’ or ‘‘B’’) as terminating 

action to the repetitive ECI. This ad 

requires the same actions but changes 

the affected propeller series designation 

to ()HC–()2Y(K,R)–() series propellers 

with non-suffix SN propeller hubs and 

suffix SN letter ‘‘E’’ propeller hubs. This 

AD also expands the engine eligibility to 

include Lycoming LIO–, TO–, LTO–, 

AIO–, and TIO–360-series engines. This 

AD results from the need to make 

changes to the affected series 

designation of propellers, to expand the 

engine applicability, and to respond to 

comments received on AD 2006–18–15. 

We are issuing this AD to prevent 

failure of the propeller hub causing 

blade separation and subsequent loss of 

airplane control. 

DATES: Effective November 12, 2009. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the 

regulations as of November 12, 2009. 

We must receive any comments on 

this AD by December 28, 2009. 

ADDRESSES: Use one of the following 

addresses to comment on this AD. 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov and follow 

the instructions for sending your 

comments electronically. 

• Mail: Docket Management Facility, 

U.S. Department of Transportation, 1200 

New Jersey Avenue, SE., West Building 

Ground Floor, Room W12–140, 

Washington, DC 20590–0001. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

• Fax: (202) 493–2251. 

FOR FURTHER INFORMATION CONTACT: Tim 

Smyth, Senior Aerospace Engineer, 

Chicago Aircraft Certification Office, 

FAA, Small Airplane Directorate, 2300 

East Devon Avenue, Des Plaines, IL 

60018–4696; e-mail: 

timothy.smyth@faa.gov; telephone (847) 

294–7132; fax (847) 294–7834. 

SUPPLEMENTARY INFORMATION: The FAA 

amends 14 CFR part 39 by superseding 

AD 2006–18–15, Amendment 39–14754 

(71 FR 52994, September 8, 2006). That 

AD requires initial and repetitive ECIs 

of the front cylinder half of the propeller 

hub for cracks and removing cracked 

hubs from service before further flight. 


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In addition, that AD allows installation 

of an improved design propeller hub 

(suffix SN ‘‘A’’ or ‘‘B’’) as terminating 

action to the repetitive ECI. That AD 

was the result of a report of a propeller 

blade separating from a propeller hub. 

That condition, if not corrected, could 

result in failure of the propeller hub 

causing blade separation and 

subsequent loss of airplane control. 

Actions Since AD 2006–18–15 Was 

Issued 

Since AD 2006–18–15 was issued, we 

discovered that we need to add 

Lycoming 360 engine models LIO–, 

TO–, LTO–, AIO–, and TIO– to the AD 

applicability. We also found the need to 

change the affected propeller series 

designation to ()HC–()2Y(K,R)–() series 

propellers with non-suffix SN propeller 

hubs and suffix SN letter ‘‘E’’ propeller 

hubs. 

Comments Received on AD 2006–18–15 

We provided the public the 

opportunity to comment on AD 2006– 

18–15, which was a final rule; request 

for comments AD. We have considered 

the comments received. 

Repetitive Inspection Interval 

Five commenters request that we 

change the repetitive inspection interval 

from within every 100 operating hours 

time-in-service (TIS) to an interval of 

within every five years, which would be 

less of an economic burden. 

We do not agree. The repetitive 

interval is based on service experience 

and engineering analysis. The cause of 

the hub crack initiation is unknown, 

however a crack can grow to a critical 

failure length in an amount of time that 

requires a short inspection interval. We 

did not change the AD. 

Another commenter requests that the 

repetitive inspection interval be 

associated with the hours actually used 

or some reasonable interval like within 

every 100 hours or three years. The 

commenter would like to see the 

evidence that supports a theory and the 

AD, that a crack will develop in a 

propeller hub sitting in a hangar for as 

little as one year with no hours flown. 

We agree with the commenter that 

little or no propeller hub damage can be 

done if the airplane does not fly. The 

AD compliance time interval of within 

every 100 operating hours TIS after the 

last propeller hub ECI, or at every 

annual inspection, whichever occurs 

first, was based on an average general 

aviation airplane usage and other 

analysis. However, since we issued the 

original AD, we have re-evaluated the 

calendar-month interval and determined 

that it is not measurably contributing to 

the minimum level of safety. We 

changed the compliance interval to just 

every 100 operating hours TIS after the 

last propeller hub ECI, and we 

eliminated the requirement of 

performing ECIs at every annual 

inspection. 

Another commenter requests that we 

eliminate the yearly inspection 

requirement and just have the 100-hour 

requirement. Since the annual aircraft 

inspections do include a visual 

propeller hub inspection for any cracks 

they would be detected at that time. The 

hub thickness does not allow any cracks 

not to be visual. The eddy current test 

would only reveal the instant the cracks 

were formed. 

We agree. We have reviewed 

additional data, and changed the 

repetitive inspection interval in the AD 

to every 100 operating hours TIS after 

the last propeller hub ECI. 

Use of Other Inspection Methods 

Four commenters suggest that the use 

of other inspection methods such as 

observation of vibration during flight, 

visual inspections for grease, visual 

inspections with a 10X power 

inspection glass magnification, or dye 

penetrant inspections, would be just as 

effective as doing ECIs. 

We do not agree. The commenters’ 

opinions that a hub crack will leak 

grease, will be noticed either as a grease 

leak or in-flight vibration has been 

studied, evaluated, and determined to 

be unreliable to detect a hub crack prior 

to catastrophic failure. In the past, we 

imposed a similar visual inspection 

process, proposed by a commenter, with 

a 10X power inspection glass 

magnification and or the use of a dye 

penetrant inspection process to attempt 

to detect a hub crack prior to failure. 

Service experience has shown the 

propeller hub crack growth rate has 

been rapid enough at times that a 

missed crack detection using those 

inspection processes can result in a 

catastrophic hub failure. Use of a dye 

penetrant type inspection process 

would require a much more 

burdensome repetitive inspection 

interval than using the ECI process. Past 

AD service history demonstrated the 

dye penetrant or Zyglo inspection 

process to be less reliable than ECIs in 

finding a crack in the suspect area. We 

did not change the AD. 

Cost of Complying With the AD and 

Economic Evaluation 

Nine commenters state that the cost of 

complying with the AD will be a huge 

financial burden, and that ECIs present 

an unwarranted yearly investment of 

over $300 per inspection. 

We do not agree. Based on review of 

service experience and inspection 

results over the last several years, we 

determined that the yearly ECI 

requirements can be eliminated to 

require inspections every 100 operating 

hours TIS after the last propeller hub 

ECI. 

Another commenter states that that 

our evaluation of the economic impact 

(posted in the docket file) is seriously 

flawed. On one line the evaluation has 

10,000 units affected, then on the next 

line, only 100. The commenter asks why 

such a discrepancy. The commenter 

thinks that the total of 10,000 units 

should actually be higher. 

We do not agree our unit estimates are 

wrong. The 10,000 units referenced in 

the Economic and Regulatory 

Evaluation, posted in the docket file, 

refers to the estimated number of 

products on U.S.-registered aircraft. The 

100 units referenced is the estimated 

number of hubs that we anticipate to be 

found cracked that will require 

replacement. However, as clarification, 

we will send to the docket file a revised 

Economic and Regulatory Evaluation, 

which will identify the total ECI costs 

for the U.S. fleet as the total costs of one 

inspection cycle. 

Question of Lack of Maintenance, or 

Poor Maintenance, on the Failed 

Propeller 

Seven commenters question if the 

lack of maintenance, or poor 

maintenance, of the propeller that failed 

caused the failure, and they state that 

the AD should provide more history of 

the failed propeller and history of the 

airplane it was installed on. 

We do not agree. We do not know the 

cause of the hub cracking. But, we 

expect that the inspection defined in 

this AD is an effective means to detect 

a propeller hub crack to minimize a 

catastrophic propeller hub failure. The 

hub failure report cited in the AD 

resulted in a blade separation and an 

airplane accident. No prior warning was 

noted except just prior to blade 

separation. No in-flight corrective action 

was possible. The airplane crew 

experienced loss of normal airplane 

control and was only able maintain a 

descent to a crash landing. The accident 

investigation indicated that the airplane 

was properly maintained in accordance 

with 14 CFR part 43. We did not change 

the AD. 

Clarification Needed in Engine/Model 

Listing 

One commenter states that the 

applicable model list of aircraft and 

engines seems to indicate that all of the 

aircraft/engines mentioned are 180 


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horsepower, yet the propeller applicable 

model list covers propellers installed on 

counterweighted angle valve engines 

which are 200 horsepower. Specific 

inclusion or exclusion of 

counterweighted engines and valve 

configuration (whichever is the case) 

needs to be incorporated for 

clarification; or the aircraft/engine 

model list needs to be finite instead of, 

‘‘not limited to.’’ 

We agree that clarification is needed 

to define the engine models and 

airplane models that are affected by this 

AD. We changed the AD to clarify the 

callouts for the engine and airplane 

model listing. 

AD Does Not List the Seneca I Airplane 

One commenter states that the current 

AD does not list the Seneca I airplane. 

According to the propeller number, it 

should. The Seneca I hubs are part 

numbers (P/Ns) D–2201–16 and D– 

2201–16F. The hubs that Hartzell wants 

to be used, for compliance to Service 

Bulletin No. HC–SB–61–269, lists hub, 

P/N D–6522–1. Hub, P/N D–6522–1, 

which happens to be a P/N that was part 

of another AD, (AD 2003–01–03, 

Directorate Identifier 2002–NE–25–AD) 

is to be removed and replaced. 

Something is wrong with the AD and 

the service bulletin. 

We agree that the Seneca I (PA–34– 

200) airplane should be listed in the AD. 

We also agree that we need to prohibit 

taking a retired hub from the AD 2003– 

01–03 compliance effort and allowing 

that same model hub to be installed 

under this AD compliance effort. We 

changed this AD to add that airplane 

and to clarify that language. 

Question on AD Terminology 

One commenter asks if the 

terminology of ‘‘front cylinder half’’, in 

the AD, is correct. A cylinder does not 

have two halves. Should it instead say 

front half of the propeller hub? A hub 

has two halves. 

We do not agree. The intent is to 

inspect the front hub half of the 

propeller hub. That half of the propeller 

hub has the cylinder installed. The 

terminology used in the AD is the 

common identification phrase used for 

this propeller hub part area. We did not 

change the AD. 

Claim That AD Is Difficult To Comply 

With 

One commenter states that the AD is 

difficult to comply with as-written with 

an ECI every 100 hours or annual 

whichever occurs first. In checking, he 

has not been able to find anyone who 

does annual inspections who can do 

ECIs. If an annual inspection is due in 

May and he got an ECI in April (at some 

distant prop shop and Hartzellcertified), he would need it again at an 

annual inspection in May. 

We partially agree. Hartzell Service 

Bulletin No. HC–SB–61–269 was 

revised to allow an alternative method 

of compliance (AMOC), which defines a 

repetitive inspection interval of 100 

operating hours or 12 calendar months, 

to eliminate the potential need for two 

inspections per year unless the operator 

exceeds 100 operating hours in that 12- 

calendar-month timeframe. We 

determined there are numerous 

locations throughout the U.S. that can 

perform this inspection using ECI 

equipment. We changed the repetitive 

inspection interval in the AD to just 

every 100 operating hours TIS after the 

last propeller hub ECI. 

Another commenter states that the AD 

is of concern for several reasons. The 

commenter checked on having the ECI 

completed and there is not a shop 

within 100-plus miles that can perform 

the ECI. The second part is its limits 

where the commenter can have an 

annual inspection performed as the ECI 

is to be done at each annual inspection. 

It would appear that the fixed base 

operators (FBOs) that do offer to do the 

ECI will also be well booked in advance 

for annual inspections also. Even 

though it has only been three years 

since the commenter’s propeller was 

overhauled, he is sure that the only 

solution will be replacing the hub. The 

commenter was quoted $4,300 plus any 

additional needed parts, and an ECI at 

Santa Monica, for $350.00. 

In response, we understand the 

airplane owner’s concerns with 

maintenance facility availability, but the 

owner and or operator is responsible for 

maintenance, including getting required 

inspections done. We determined that 

there are numerous facilities available to 

perform the ECI process. We did not 

change the AD. 

AD Is an Undue Burden for Low 

Utilization Aircraft 

One commenter states that AD 

paragraph (h) indicates that initial 

compliance is due within 50 operating 

hours TIS after the effective date of this 

AD. Under this initial requirement a low 

utilization aircraft operating 5 hours per 

year could go 10 years before initial 

compliance is mandatory. The 

commenter asks if this is truly the intent 

of the initial compliance portion of the 

AD. AD paragraph (l) appears to require 

a repetitive inspection within every 100 

operating hours TIS after the last 

propeller hub inspection or at every 

annual inspection, whichever occurs 

first. The literal interpretation of this 

appears to be that if an operator were to 

accumulate 100 hours TIS within a 10 

month period after an initial inspection 

that coincided with that operator’s 

annual inspection and then had the 

repetitive completed at the 10 month 

point, then at that operator’s annual, 2 

months later, another inspection would 

be due. Neither paragraph (h) nor 

paragraph (1) appear to be worded in 

such a fashion to truly accomplish the 

intent of desired initial compliance for 

safety reasons nor appropriate recurring 

compliance without undue burden. 

In response, if an owner and or 

operator only flies his or her airplane 5 

hours per year, the likelihood of a 

propeller hub crack growing to 

catastrophic failure is reduced. The 

average flight time utilization of 

privately owned airplanes is about 62 

hours per year. This average was used 

in part along with other service 

experience and engineering analysis to 

establish the initial and repetitive 

inspection intervals. Because the cause 

of the hub crack is unknown, we were 

not able to provide an inspection 

process that was less burdensome. 

However, since we issued the proposed 

AD, we have re-evaluated the calendarmonth interval and determined that it is 

not measurably contributing to the 

minimum level of safety. We changed 

the compliance interval to just every 

100 operating hours TIS after the last 

propeller hub ECI, and we eliminated 

the requirement of performing ECIs at 

every annual inspection. 

AD Does Apply to Suffix SN ‘‘E’’ Hubs 

One commenter states that the way 

the AD is written, it is misleading and 

needs further clarification: The 

applicability states the AD applies to 

propellers with non-suffix SN prop 

hubs. There are prop hubs out there that 

have the suffix SN ‘‘E’’, which the AD 

does apply to ‘‘E’’ suffix hubs that were 

originally non-suffix hubs that had an 

ECI in accordance with Hartzell SB No. 

HC–SB–61–269 and were then marked 

with an ‘‘E’’ to indicate the ECI was 

accomplished and the hub must be 

repetitively inspected. If a person 

doesn’t know this, or doesn’t read the 

service bulletin, they will look at their 

prop hub SN, see that it has an ‘‘E’’ and 

presume the AD doesn’t apply. 

We agree. We changed the AD 

applicability to state that it applies to 

Hartzell Propeller Inc. ()HC–()2Y(K,R)–() 

series propellers with non-suffix SN 

propeller hubs and suffix SN letter ‘‘E’’ 

propeller hubs, installed on Lycoming 

O–, IO–, LO–, LIO–, TO–, LTO–, 

AIO–, AEIO–, and TIO–360 series 

reciprocating engines. 


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Federal Register / Vol. 74, No. 206 / Tuesday, October 27, 2009 / Rules and Regulations 55133 

Conclusion 

We have carefully reviewed the 

available data, including the comments 

received, and determined that air safety 

and the public interest require adopting 

the AD with the changes described 

previously. We have determined that 

these changes will neither increase the 

economic burden on any operator nor 

increase the scope of the AD. 

Relevant Service Information 

We have reviewed and approved the 

technical contents of Hartzell Propeller 

Inc. Service Bulletin No. HC–SB–61– 

269, Revision 3, dated September 17, 

2007. That SB describes procedures for 

ECIs of propeller hubs on affected 

propellers. That SB also lists improved 

design replacement propeller hub part 

numbers. 

FAA’s Determination and Requirements 

of This AD 

The unsafe condition described 

previously is likely to exist or develop 

on other Hartzell Propeller Inc. ()HC– 

()2Y(K,R)–() series propellers of the 

same type design. For that reason, we 

are issuing this AD to prevent failure of 

the propeller hub causing blade 

separation and subsequent loss of 

airplane control. This AD requires, 

within 50 operating hours TIS, an initial 

ECI of the front cylinder half of 

propeller hubs with non-suffix SNs and 

SNs with a suffix letter ‘‘E’’, for cracks. 

This AD also requires, within every 100 

operating hours TIS thereafter, 

repetitive ECIs of the front cylinder half 

of propeller hubs with non-suffix SNs 

and SNs with a suffix letter ‘‘E’’, for 

cracks. This AD also requires removing 

cracked hubs from service before further 

flight. You must use the service 

information described previously to 

perform the actions required by this AD. 

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, and 

that good cause exists for making this 

amendment effective in less than 30 

days. 

Comments Invited 

This AD is a final rule; request for 

comments that involves requirements 

affecting flight safety. This AD is 

superseding the original AD which was 

also a final rule; request for comments. 

We invite you to send us any written 

relevant data, views, or arguments 

regarding this AD. Send your comments 

to an address listed under ADDRESSES. 

Include ‘‘Docket No. FAA–2006–25244; 

Directorate Identifier 2006–NE–25–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:// 

www.regulations.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 Web site, anyone 

can find and read the comments in any 

of our dockets, including, if provided, 

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). 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Operations office (telephone 

(800) 647–5527) is the same as the Mail 

address provided in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after receipt. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in subtitle VII, 

part A, subpart III, section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this AD will 

not have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national Government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under 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, Incorporation by reference, 

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: 

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 

removing Amendment 39–14754 (71 FR 

52994, September 8, 2006), and by 

adding a new airworthiness directive, 

Amendment 39–16054, to read as 

follows: 

2009–22–03 Hartzell Propeller Inc.: 

Amendment 39–16054. Docket No. 

FAA–2006–25244; Directorate Identifier 

2006–NE–25–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective November 12, 2009. 

Affected ADs 

(b) This AD supersedes AD 2006–18–15, 

Amendment 39–14754. 

Applicability 

(c) This AD applies to Hartzell Propeller 

Inc. ()HC–()2Y(K,R)–() series propellers with 


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55134 Federal Register / Vol. 74, No. 206 / Tuesday, October 27, 2009 / Rules and Regulations 

non-suffix serial number (SN) propeller hubs 

and propeller hubs suffix SN letter ‘‘E’’, 

installed on Lycoming O–, IO–, LO–, LIO–, 

TO–, LTO–, AIO–, AEIO–, and TIO–360 

series reciprocating engines. These propellers 

and engines could be installed on, but not 

limited to: 

O–360–A1A ..................................... Piper Aircraft .................................. Comanche (PA–24). 

Lake Aircraft .................................. Colonial (C–2, LA–4, 4A, or 4P). 

Mooney Aircraft ............................. Mark ‘‘20B’’ (M–20B). 

Earl Horton .................................... Pawnee (Piper PA–25). 

Partenavia ...................................... Oscar (P–66). 

Siai-Marchetti ................................. (S–205). 

Procaer .......................................... Picchio (F–15–A). 

S.A.A.B .......................................... Safir (91–D). 

Malmo ............................................ Vipan (MF–10B). 

Aero Boero .................................... AB–180. 

Beagle ............................................ Airedale (A–109). 

DeHavilland ................................... Drover (DHA–3MK3). 

Kingsford-Smith ............................. Bushmaster (J5–6). 

O–360–A1AD .................................. S.O.C.A.T.A ................................... Tabago TB–10. 

O–360–A1D ..................................... Piper Aircraft .................................. Comanche (PA–24). 

Lake Aircraft .................................. Colonial (LA–4, 4A, or 4P). 

Doyn Aircraft .................................. Doyn-Beech (Beech 95). 

Mooney Aircraft ............................. Master ‘‘21’’ (M–20E), Mark ‘‘20B’’, ‘‘20D’’, (M20B, M20C), Mooney 

Statesman (M–20G). 

O–360–A1F6 ................................... Cessna Aircraft .............................. Cardinal. 

O–360–A1F6D ................................ Cessna Aircraft .............................. Cardinal 177. 

Teal III ............................................ TSC (1A3). 

O–360–A1G6 .................................. Aero Commander.

O–360–A1G6D ................................ Beech Aircraft ................................ Duchess 76. 

O–360–A1H6 ................................... Piper Aircraft .................................. Seminole (PA–44). 

O–360–A1P ..................................... Aviat ............................................... Husky. 

O–360–A2A ..................................... Avion Jodel .................................... D–140–B. 

S.O.C.A.T.A ................................... Rallye Commodore (MS–893). 

Partenavia ...................................... Oscar (P–66). 

Beagle ............................................ Husky (D5–180) (J1–U). 

O–360–A2D ..................................... Piper Aircraft .................................. Comanche (PA–24), Cherokee ‘‘C’’ (PA–28 ‘‘180’’). 

Mooney Aircraft ............................. Master ‘‘21’’ (M–20D), 

Mark ‘‘21’’ (M–20E). 

O–360–A2F ..................................... Dynac Aerospace Corp ................. Aero Commander Model 100. 

O–360–A2G .................................... Beech Aircraft ................................ Sport. 

O–360–A3A ..................................... C.A.A.R.P.S.A.N ............................ (M–23III). 

Robin ............................................. Regent (DR400/180), 

Remorqueur (DR400/180R), 

R–3170. 

S.O.C.A.T.A ................................... Rallye 180GT, 

Sportavia Sportsman (RS–180). 

Norman Aeroplane Co ................... NAC–1 Freelance. 

Nash Aircraft Ltd ............................ Petrel. 

O–360–A3AD .................................. S.O.C.A.T.A ................................... TB–10. 

Robin ............................................. Aiglon (R–1180T). 

O–360–A4A ..................................... Piper Aircraft .................................. Cherokee ‘‘D’’ (PA–28 ‘‘180’’). 

O–360–A4D ..................................... Varga ............................................. Kachina. 

O–360–A4G .................................... Beech Aircraft ................................ Musketeer Custom III. 

O–360–A4K ..................................... Grumman American ...................... Tiger. 

Beech Aircraft ................................ Sundowner 180. 

O–360–A4M .................................... Piper Aircraft .................................. Archer II (PA–28 ‘‘18’’). 

Valmet ............................................ PIK–23. 

O–360–A4N ..................................... Cessna Aircraft .............................. 172 (Optional). 

O–360–A4P ..................................... Penn Yan ....................................... Super Cub Conversion. 

O–360–A5AD .................................. C. Itoh and Co ............................... Fuji FA–200. 

O–360–B2C ..................................... Seabird Aviation ............................ SB7L. 

O–360–C1A ..................................... Intermountain Mfg. Co ................... Call Air (A–6). 

O–360–C1E ..................................... Bellanca Aircraft ............................ Scout (8GCBC–CS). 

O–360–C1F ..................................... Maule ............................................. Star Rocket MX–7–180. 

O–360–C1G .................................... Christen ......................................... Husky (A–1). 

O–360–C2E ..................................... Bellanca Aircraft ............................ Scout (8GCBC FP). 

O–360–C4F ..................................... Maule ............................................. MX–7–180A. 

O–360–C4P ..................................... Penn Yan ....................................... Super Cub Conversion. 

O–360–F1A6 ................................... Cessna Aircraft .............................. Cutlass RG. 

O–360–J2A ..................................... Robinson ........................................ R22. 

IO–360–B1A .................................... Beech Aircraft ................................ Travel-Air (B–95A). 

Doyn Aircraft .................................. Doyn-Piper (PA–23 ‘‘200’’). 

IO–360–B1B .................................... Beech Aircraft ................................ Travel-Air (B–95B). 

Doyn Aircraft .................................. Doyn-Piper (PA–23 ‘‘200’’). 

Fuji ................................................. (FA–200). 

IO–360–B1D .................................... United Consultants ........................ See-Bee. 

IO–360–B1E .................................... Piper Aircraft .................................. Arrow (PA–28 ‘‘180R’’). 


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Federal Register / Vol. 74, No. 206 / Tuesday, October 27, 2009 / Rules and Regulations 55135 

IO–360–B1F .................................... Utva ............................................... 75. 

IO–360–B2E .................................... C.A.A.R.P ...................................... C.A.P. (10). 

IO–360–B1F6 .................................. Great Lakes ................................... Trainer. 

IO–360–B1G6 ................................. American Blimp ............................. Spector 42. 

IO–360–B2F6 .................................. Great Lakes ................................... Trainer. 

IO–360–C1E6 .................................. Piper Aircraft .................................. Seneca I (PA–34–200). 

LO–360–A1G6D .............................. Beech Aircraft ................................ Duchess. 

LO–360–A1H6 ................................. Piper Aircraft .................................. Seminole (PA–44). 

IO–360–E1A .................................... T.R. Smith Aircraft ......................... Aerostar. 

IO–360–M1A ................................... Diamond Aircraft ............................ DA–40. 

IO–360–M1B ................................... Vans Aircraft .................................. RV6, RV7, RV8. 

Lancair ........................................... 360. 

AEIO–360–B1F ............................... F.F.A .............................................. Bravo (200). 

Grob ............................................... G115/Sport-Acro. 

AEIO–360–B1G6 ............................. Great Lakes.

AEIO–360–B2F ............................... Mundry ........................................... CAP–10. 

AEIO–360–B4A ............................... Pitts ................................................ S–1S. 

AEIO–360–H1A ............................... Bellanca Aircraft ............................ Super Decathalon (8KCAB–180). 

AEIO–360–H1B ............................... American Champion ...................... Super Decathalon. 

(d) Any hub, part number (P/N) D–6522– 

1, retired from service under AD 2003–01–03 

must not be returned to service under this 

AD unless an additional airworthiness 

determination is made and recorded in the 

appropriate propeller and or airplane 

maintenance logbook. Also, any hub, (P/N) 

D–6522–1, that is returned to service is still 

subject to the inspection requirements of this 

AD. 

(e) The parentheses appearing in the 

propeller model number indicates the 

presence or absence of an additional letter(s) 

that varies the basic propeller model. This 

AD still applies regardless of whether these 

letters are present or absent in the propeller 

model designation. 

Propellers Not Affected by This AD 

(f) Hartzell Propeller Inc. ()HC–()2Y(K, R)– 

() series propellers installed on the following 

aircraft are not affected by this AD, but are 

affected by AD 2001–23–08, which addresses 

the same unsafe condition: 

(1) Aerobatic aircraft (including certificated 

aerobatic aircraft, military trainers, or any 

aircraft routinely exposed to aerobatic usage). 

(2) Agricultural aircraft. 

(3) Piper PA–32() series aircraft with 

Lycoming 540 series reciprocating engines 

rated at 300 horsepower or higher. 

(4) Britten Norman BN–2() series aircraft 

with Lycoming 540 series reciprocating 

engines. 

Unsafe Condition 

(g) This AD results from the need to make 

changes to the affected series designation of 

propellers, to expand the engine 

applicability, and to respond to comments 

received on AD 2006–18–15. We are issuing 

this AD to prevent failure of the propeller 

hub causing blade separation and subsequent 

loss of airplane control. 

Compliance 

(h) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified unless the 

actions have already been done. 

Initial Propeller Hub Eddy Current 

Inspection (ECI) 

(i) Within 50 operating hours time-inservice (TIS) after the effective date of this 

AD, perform an initial ECI of the front 

cylinder half of the propeller hub for cracks. 

(j) Use paragraphs 3.A. through 3.A.(4)(g) 

of the Accomplishment Instructions of 

Hartzell Propeller Inc. Service Bulletin (SB) 

No. HC–SB–61–269, Revision 3, dated 

September 17, 2007, to perform the ECI. 

(k) If any cracks are found, remove the 

propeller hub from service before further 

flight. 

(l) If no cracks are found, mark the 

propeller using paragraph 3.A.(6)(a) of the 

Accomplishment Instructions of Hartzell 

Propeller Inc. SB No. HC–SB–61–269, 

Revision 3, dated September 17, 2007, to 

indicate compliance with Hartzell Propeller 

Inc. SB No. HC–SB–61–269, dated April 18, 

2005. 

Repetitive Propeller Hub ECIs 

(m) Within every 100 operating hours TIS 

after the last propeller hub ECI, perform 

repetitive ECIs of the front cylinder half of 

the propeller hub for cracks. 

(n) Do not repetitively mark the propeller 

once it is initially marked as specified in 

paragraph (l) of this AD. 

(o) If any cracks are found, remove the 

propeller hub from service before further 

flight. 

Optional Terminating Action 

(p) As optional terminating action to the 

repetitive ECIs required by this AD: 

(1) Replace the non-suffix SN propeller 

hub with a propeller hub identified by an 

‘‘A’’ or ‘‘B’’ suffix letter in the propeller hub 

SN; except: 

(2) Do not install a suffix ‘‘A’’ propeller 

hub that was previously installed on an 

aircraft affected by the original issue or later 

revision of Hartzell Propeller Inc. SB No. 

HC–SB–61–227. 

(3) Replacement propeller hub part 

numbers can be found in paragraph 2.A., 

Material Information, of Hartzell Propeller 

Inc. SB No. HC–SB–61–269, Revision 3, 

dated September 17, 2007. 

Alternative Methods of Compliance 

(q) The Manager, Chicago 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. 

Related Information 

(r) Hartzell Propeller Inc. SB No. HC–SB– 

61–227, Revision 2, dated April 18, 2005, and 

AD 2001–23–08 pertain to the subject of this 

AD. 

(s) Contact Tim Smyth, Senior Aerospace 

Engineer, Chicago Aircraft Certification 

Office, FAA, Small Airplane Directorate, 

2300 East Devon Avenue, Des Plaines, IL 

60018–4696; e-mail: timothy.smyth@faa.gov; 

telephone (847) 294–7132; fax (847) 294– 

7834, for more information about this AD. 

Material Incorporated by Reference 

(t) You must use Hartzell Propeller Inc. 

Service Bulletin No. HC–SB–61–269, 

Revision 3, dated September 17, 2007, to 

perform the eddy current inspections 

required by this AD. The Director of the 

Federal Register approved the incorporation 

by reference of this service bulletin in 

accordance with 5 U.S.C. 552(a) and 1 CFR 

part 51. Contact Hartzell Propeller Inc. 

Technical Publications Department, One 

Propeller Place, Piqua, OH 45356; telephone 

(937) 778–4200; fax (937) 778–4391, for a 

copy of this service information. You may 

review copies at the FAA, New England 

Region, 12 New England Executive Park, 

Burlington, MA; or at the National Archives 

and Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal-register/ 

cfr/ibr-locations.html. 

Issued in Burlington, Massachusetts, on 

October 2, 2009. 

Peter A. White, 

Assistant Manager, Engine and Propeller 

Directorate, Aircraft Certification Service. 

[FR Doc. E9–25290 Filed 10–26–09; 8:45 am] 

BILLING CODE 4910–13–P 


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