Federal Register / Vol. 66, No. 246 / Friday, December 21, 2001 / Rules and Regulations 65829

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–CE–77–AD; Amendment

39–12563; AD 2001–25–10]

RIN 2120–AA64

Airworthiness Directives; Pilatus

Aircraft Ltd. Models PC–12 and PC–12/

45 Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that

supersedes Airworthiness Directive

(AD) 99–19–32, which applies to certain

Pilatus Aircraft Ltd. (Pilatus) Models

PC–12 and PC–12/45 airplanes. AD 99–

19–32 currently requires you to inspect

the flap actuator internal gear system for

correct end-play and backlash

measurements and accomplish any

corrective adjustments, as necessary.

Pilatus has identified modifications for

the flap system and designed and

manufactured a new flap control and

warning unit (FCWU) that permits the

flap power drive-unit circuit breaker to

close during flight. This AD requires

you to modify the flap control wiring

and install a flap power drive-unit field

control panel. The actions specified by

this AD are intended to allow the flap

power drive-unit circuit breaker to close

during flight and prevent current surges

in the flap control system. If the pilot

cannot close the circuit breaker during

flight, the flight control and warning

unit (FCWU) would not sense a worn

actuator. Current surges in the flap

control system could decrease the

electrical life of the flap power driveunit motor contactor. Both conditions

have the potential for flap system failure

with consequent reduced or loss of

control of the airplane.

DATES: This AD becomes effective on

January 25, 2002.

The Director of the Federal Register

approved the incorporation by reference

of certain publications listed in the

regulations as of January 25, 2002.

ADDRESSES: You may get the service

information referenced in this AD from

Pilatus Aircraft Ltd., Customer Liaison

Manager, CH–6371 Stans, Switzerland;

telephone: +41 41 619 63 19; facsimile:

+41 41 619 6224; or from Pilatus

Business Aircraft Ltd., Product Support

Department, 11755 Airport Way,

Broomfield, Colorado 80021; telephone:

(303) 465–9099; facsimile: (303) 465–

6040. You may view this information at

the Federal Aviation Administration

(FAA), Central Region, Office of the

Regional Counsel, Attention: Rules

Docket No. 2000–CE–77–AD, 901

Locust, Room 506, Kansas City,

Missouri 64106; or at the Office of the

Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Doug Rudolph, Aerospace Engineer,

FAA, Small Airplane Directorate, 901

Locust, Room 301, Kansas City,

Missouri 64106; telephone: (816) 329–

4059; facsimile: (816) 329–4090.

SUPPLEMENTARY INFORMATION:

Discussion

What Events Have Caused This AD?

Reports of excessive backlash in the

flap actuators of the internal gear system

on certain Pilatus Models PC–12 and

PC–12/45 airplanes caused FAA to issue

AD 99–19–32, Amendment 39–11319

(64 FR 50439, September 17, 1999).

AD 99–19–32 currently requires you

to inspect the flap actuator internal gear

system for correct end-play and

backlash measurements and accomplish

any corrective adjustments, as

necessary.

The Federal Office for Civil Aviation

(FOCA), which is the airworthiness

authority for Switzerland, recently

notified FAA of the need to change AD

99–19–32. The FOCA reports that

Pilatus has identified modifications for

the flap system and designed and

manufactured a new flap control and

warning unit (FCWU) that permits the

flap power drive-unit circuit breaker to

close during flight.

The previous FCWU does not allow

the pilot to close the flap power driveunit circuit breaker during flight and the

FCWU cannot sense when a single

actuator becomes worn. This could

result in flap panel distortion. The

incorporation of these modifications to

the flap system and the installation of

the new design FCWU, Pilatus part

number FCWU 99–3, make the current

end-play and backlash measurement

procedures incorrect.

Pilatus has also identified quality

deficiencies with serial numbers less

than 100,001 of Pilatus part number

FCWU 99–3.

In addition, the FOCA reports that

electrical surges in the flap system can

decrease the electrical life of the flap

power drive-unit motor contactor. At

the 40-degree flaps position, the flapsdown limit switch (S035) operates

before the flap control warning unit can

stop the extend command, which causes

the flap power drive-unit’s Up/Down

relay (K32) to change from the extend to

the retract position. The current in the

field winding then goes in the opposite

direction while a current still flows to

the motor. Electrical current to the flap

power drive-unit motor and field

windings remains when the circuit

breaker (CB034) closes and the motor

contactor (K31 or K670) stays closed.

Has FAA Taken Any Action to This

Point?

We issued a proposal to amend part

39 of the Federal Aviation Regulations

(14 CFR part 39) to include an AD that

would apply to all Pilatus PC–12 and

PC–12/45 airplanes. This proposal was

published in the Federal Register as a

notice of proposed rulemaking (NPRM)

on September 20, 2001 (66 FR 48381).

The NPRM proposed to supersede AD

99–19–32 and proposed to require you

to accomplish the following:

—Repetitively inspect the flap actuator

internal gear system for correct endplay and backlash measurements with

any necessary corrective adjustments;

—Incorporate certain modifications to

the flap system and install a new

design FCWU with a serial number of

100,001 or higher, or FAA-approved

equivalent part number; and

—Modify the flap control wiring and

install a flap power drive-unit field

control panel.

Accomplishment of these proposed

actions as specified in the NPRM would

be required in accordance with the

following:

—Pilatus PC–12 Service Bulletin No.

27–008, which incorporates the

following pages:

Effective pages Revision level Date

1, 2, and 11 ................................................................................................................................................. 2 September 13, 2000.

3 through 10 and 12 through 114 ............................................................................................................... 1 June 26, 2000

65830 Federal Register / Vol. 66, No. 246 / Friday, December 21, 2001 / Rules and Regulations

—Pilatus PC–12 Service Bulletin No.

27–012, dated September 13, 2000;

—Pilatus PC–12 Maintenance Manual

Temporary Revision No. 27–13, dated

April 30, 2000; and

—Pilatus PC–12 Service Bulletin No.

27–011, Revision No. 1, dated January

26, 2001.

Note: We added to the final rule Pilatus

PC–12 Maintenance Manual Temporary

Revision No. 27–14 (which superseded

Temporary Revision No. 27–13), dated

December 4, 2000, and Pilatus PC–12 Aircraft

Maintenance Manual 27–50–03, pages 601

through 608, dated April 30, 2000.

What Is the Potential Impact if FAA

Took No Action?

These conditions, if not corrected,

could cause the flap power drive-unit

circuit breaker to not close during flight

and cause current surges in the flap

control system. Both conditions have

the potential for flap system failure with

consequent reduced or loss of control of

the airplane.

Was the Public Invited To Comment?

The FAA encouraged interested

persons to participate in the making of

this amendment. The following presents

the comments received on the proposal

and FAA’s response to each comment:

Comment Issue No. 1: The AD Is not

Necessary

What is the commenter’s concern?

Several commenters state that the AD is

not necessary and the actions that are

currently required by AD 99–19–32 are

sufficient. The commenters request that

FAA withdraw the NPRM.

What is FAA’s response to the

concern? We do not concur that this AD

is not necessary. As previously

discussed, the unsafe conditions

specified in this document, if not

corrected, could cause the flap power

drive-unit circuit breaker to not close

during flight and cause current surges in

the flap control system. If the pilot

cannot close the circuit breaker during

flight, the flight control and warning

unit (FCWU) would not sense a worn

actuator. Current surges in the flap

control system could decrease the

electrical life of the flap power driveunit motor contactor. Both conditions

have the potential for flap system failure

with consequent reduced or loss of

control of the airplane.

We are not changing the final rule as

a result of these comments.

Comment Issue No. 2: Change the

Compliance Time

What is the commenter’s concern?

One commenter suggests that FAA

change the repetitive inspection interval

for the actuator backlash from 100 hours

time-in-service (TIS) to 600 hours TIS.

This would coincide with Pilatus PC–12

Service Bulletin No. 27–008 and Pilatus

PC–12 Maintenance Manual Temporary

Revision No. 27–14 (which superseded

Temporary Revision No. 27–13), dated

December 4, 2000, or Pilatus PC–12

Aircraft Maintenance Manual 27–50–03,

pages 601 through 608, dated April 30,

2000.

What is FAA’s response to the

concern? We concur with this comment.

Our intent was to make the repeat

inspections at 600-hour TIS intervals

once the improved design actuators

were installed.

We are changing the final rule to

reflect:

—The change in repeat inspections from

100-hour TIS to 600-hour TIS

intervals; and

—Reference to Pilatus PC–12

Maintenance Manual Temporary

Revision No. 27–14 (which

superseded Temporary Revision No.

27–13), dated December 4, 2000, or

Pilatus PC–12 Aircraft Maintenance

Manual 27–50–03, pages 601 through

608, dated April 30, 2000.

FAA’s Determination

What Is FAA’s Final Determination on

This Issue?

We carefully reviewed all available

information related to the subject

presented above and determined that air

safety and the public interest require the

adoption of the rule as proposed except

for the changes discussed above and

minor editorial questions. We have

determined that these changes and

minor corrections:

—Provide the intent that was proposed

in the NPRM for correcting the unsafe

condition; and

—Do not add any additional burden

upon the public than was already

proposed in the NPRM.

Cost Impact

How Many Airplanes Does This AD

Impact?

We estimate that this AD affects 135

airplanes in the U.S. registry.

What Is the Cost Impact of This AD on

Owners/Operators of the Affected

Airplanes?

We estimate the following costs to

accomplish the initial inspection of the

flap actuator internal gear system for

end-play and backlash measurements.

We have no way of determining the

number of corrective adjustments each

owner/operator of the affected airplanes

would need to accomplish, the nature of

such adjustments, or the number of

repetitive inspections each owner/

operator would incur. Therefore, the

cost estimate only takes into account the

cost of the proposed initial inspection:

Labor cost Parts cost Total cost per

airplane

Total cost on

U.S. operators

6 workhours × $60 per hour = $360. ............................................................................... Not Applicable ........... $360 $48,600

We estimate the following costs to incorporate certain modifications to the flap system and install a new design

FCWU with a serial number of 100,001 or higher:

Labor cost Parts cost Total cost per

airplane

Total cost on

U.S. operators

70 workhours × $60 per hour = $4,200 ....................... Pilatus will provide parts at no cost to the owner/operator.$4,200 $567,000

We estimate the following costs to modify the flap control wiring and install a flap power drive-unit field control

panel:

Federal Register / Vol. 66, No. 246 / Friday, December 21, 2001 / Rules and Regulations 65831

Labor cost Parts cost Total cost per

airplane

Total cost on

U.S. operators

5 workhours × $60 per hour = $300 ............................ Pilatus will provide parts at no cost to the owner/operator.$300 $40,500

Regulatory Impact

Does This AD Impact Various Entities?

The regulations adopted herein 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. Therefore, it is

determined that this final rule does not

have federalism implications under

Executive Order 13132.

Does This AD Involve a Significant Rule

or Regulatory Action?

For the reasons discussed above, I

certify that this action (1) is not a

‘‘significant regulatory action’’ under

Executive Order 12866; (2) is not a

‘‘significant rule’’ under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979); and (3)

will not have a significant economic

impact, positive or negative, on a

substantial number of small entities

under the criteria of the Regulatory

Flexibility Act. A copy of the final

evaluation prepared for this action is

contained in the Rules Docket. A copy

of it may be obtained by contacting 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, 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. FAA amends § 39.13 by removing

Airworthiness Directive (AD) 99–19–32,

Amendment 39–11319 (64 FR 50439,

September 17, 1999), and adding a new

AD to read as follows:

2001–25–10 Pilatus Aircraft Ltd.:

Amendment 39–12563; Docket No.

2000–CE–77–AD. Supersedes AD 99–19–

32, Amendment 39–11319.

(a) What airplanes are affected by this AD?

This AD affects Models PC–12 and PC–12/45

airplanes, all serial numbers, that are

certificated in any category. Carefully check

paragraphs (d)(1) through (d)(6) of this AD for

the specific actions that apply to each

airplane. All airplanes will be affected by

multiple actions specified in these

paragraphs.

(b) Who must comply with this AD?

Anyone who wishes to operate any of the

above airplanes must comply with this AD.

(c) What problem does this AD address?

The actions specified by the AD are intended

to allow the flap power drive-unit circuit

breaker to close during flight and prevent

current surges in the flap control system. If

the pilot cannot close the circuit breaker

during flight, the flight control and warning

unit (FCWU) would not sense a worn

actuator. Current surges in the flap control

system could decrease the electrical life of

the flap power drive-unit motor contactor.

Both conditions have the potential for flap

system failure with consequent reduced or

loss of control of the airplane.

(d) What actions must I accomplish to

address this problem? To address this

problem, you must accomplish the following:

Actions Compliance Procedures

(1) For airplanes that incorporate a manufacturer serial number (MSN) in the range of

101 through 320, accomplish the following:.

Within the next 50 hours time-in-service (TIS)

after January 25, 2002 (the effective date of

this AD), unless already accomplished.

In accordance with the Accomplishment Instructions section of Pilatus PC–12 Service

Bulletin No. 27–008, pages 1, 2, and 11 at

the Revision 2 level, dated September 13,

2000; and pages 3 through 10 and 12

through 114 at the Revision 1 level, dated

June 26, 2000. Pilatus PC–12 Service Bulletin 27–012, dated September 13, 2000,

also relates to this subject.

(i) Do the modifications and installations to

the flap system, as specified in the service information.

(ii) Install a new design flap control and

warning unit (FCWU) (Pilatus part number FCWU 99–3) with a serial number of

100,001 or higher, or FAA-approved

equivalent part number.

(2) If you accomplished the modifications required by paragraph (d)(1) of this AD in accordance with Pilatus PC–12 Service Bulletin

27–008, all pages at the Revision 1 level,

dated June 26, 2000, you only have to install

a new design FCWU (Pilatus part number

FCWU 99–3) with a serial number of 100,001

or higher, or FAA-approved equivalent part

number..

Within the next 50 hours TIS after January

25, 2002 (the effective date of this AD), unless already accomplished.

In accordance with the Accomplishment Instructions section of Pilatus PC–12 Service

Bulletin No. 27–008, pages 1, 2, and 11 at

the Revision 2 level, dated September 13,

2000; and pages 3 through 10 and 12

through 114 at the Revision 1 level, dated

June 26, 2000. Pilatus PC–12 Service Bulletin 27–012, dated September 13, 2000,

also relates to this subject.

65832 Federal Register / Vol. 66, No. 246 / Friday, December 21, 2001 / Rules and Regulations

Actions Compliance Procedures

(3) For airplanes that incorporate an MSN in

the range of 321 through 331, 333, 335, 336,

338 through 341, 343, or 345, install a new

design FCWU (Pilatus part number FCWU

99–3) with a serial number of 100,001 or

higher, or FAA-approved equivalent part

number..

Within the next 50 hours TIS after January

25, 2002 (the effective date of this AD), unless already accomplished.

In accordance with the Accomplishment Instructions section of Pilatus PC–12 Service

Bulletin No. 27–008, pages 1, 2, and 11 at

the Revision 2 level, dated September 13,

2000; and pages 3 through 10 and 12

through 114 at the Revision 1 level, dated

June 26, 2000. Pilatus PC–12 Service Bulletin 27–012, dated September 13, 2000,

also relates to this subject.

(4) For airplanes that incorporate an MSN in

the range of 101 through 400, modify the flap

control wiring and install a flap power driveunit field control panel..

Within the next 50 hours TIS after January

25, 2002 (the effective date of this AD).

In accordance with the Accomplishment Instructions section of Pilatus PC–12 Service

Bulletin No. 27–011, Revision No. 1, dated

January 26, 2001.

(5) For all MSN airplanes, inspect the flap actuator internal gear system for correct end-play

and backlash measurements and make any

necessary corrective adjustments..

Inspect initially within the next 50 hours TIS

after January 25, 2002 (the effective date of

this AD) and thereafter at intervals not to

exceed 600 hours TIS. Accomplish corrective adjustments prior to further flight after

the inspection where deficiencies are detected.

In accordance with the instructions in Pilatus

PC–12 Maintenance Manual Temporary

Revision No. 27–14 (which superseded

Temporary Revision No. 27–13), dated December 4, 2000, or Pilatus PC–12 Aircraft

Maintenance Manual 27–50–03, pages 601

through 608, dated April 30, 2000, as applicable.

(6) For all MSN airplanes, do not install any

Pilatus part number FCWU 99–3 that has a

serial number of 100,000 or less..

As of January 25, 2002 (the effective date of

this AD).

Not Applicable.

Note 1: The FAA recommends that you

incorporate the most up-to-date Pilatus

reports and revisions pertaining to this

subject into the Pilatus PC–12 Pilot’s

Operating Handbook. The most up-to-date

documents as of the issue date of this AD are

Temporary Revision No. 15, Report No.

01973–001, Issued: April 3, 2000, Sections 3

and 7; and Temporary Revision No. 32,

Report No. 01973–001, Issued: January 8,

2001, Sections 2 and 3.

(e) Can I comply with this AD in any other

way? You may use an alternative method of

compliance or adjust the compliance time if:

(1) Your alternative method of compliance

provides an equivalent level of safety; and

(2) The Manager, Small Airplane

Directorate, approves your alternative.

Submit your request through an FAA

Principal Maintenance Inspector, who may

add comments and then send it to the

Manager, Small Airplane Directorate.

Note 2: This AD applies to each airplane

identified in paragraph (a) of this AD,

regardless of whether it has been modified,

altered, or repaired in the area subject to the

requirements of this AD. For airplanes that

have been modified, altered, or repaired so

that the performance of the requirements of

this AD is affected, the owner/operator must

request approval for an alternative method of

compliance in accordance with paragraph (e)

of this AD. The request should include an

assessment of the effect of the modification,

alteration, or repair on the unsafe condition

addressed by this AD; and, if you have not

eliminated the unsafe condition, specific

actions you propose to address it.

(f) Where can I get information about any

already-approved alternative methods of

compliance? Contact Doug Rudolph,

Aerospace Engineer, FAA, Small Airplane

Directorate, 901 Locust, Room 301, Kansas

City, Missouri 64106; telephone: (816) 329–

4059; facsimile: (816) 329–4090.

(g) What if I need to fly the airplane to

another location to comply with this AD? The

FAA can issue a special flight permit under

sections 21.197 and 21.199 of the Federal

Aviation Regulations (14 CFR 21.197 and

21.199) to operate your airplane to a location

where you can accomplish the requirements

of this AD.

(h) Are any service bulletins incorporated

into this AD by reference? Actions required

by this AD must be done in accordance with

Pilatus PC–12 Service Bulletin No. 27–008,

pages 1, 2, and 11 at the Revision 2 level,

dated September 13, 2000, and pages 3

through 10 and 12 through 114 at the

Revision 1 level, dated June 26, 2000; Pilatus

PC–12 Service Bulletin 27–012, dated

September 13, 2000; Pilatus PC–12 Service

Bulletin No. 27–011, Revision No. 1, dated

January 26, 2001; Pilatus PC–12 Maintenance

Manual Temporary Revision No. 27–14

(which superseded Temporary Revision No.

27–13), dated December 4, 2000; and Pilatus

PC–12 Aircraft Maintenance Manual 27–50–

03, pages 601 through 608, dated April 30,

2000. The Director of the Federal Register

approved this incorporation by reference

under 5 U.S.C. 552(a) and 1 CFR part 51. You

can get copies from Pilatus Aircraft Ltd.,

Customer Liaison Manager, CH–6371 Stans,

Switzerland; telephone: +41 41 619 63 19;

facsimile: +41 41 619 6224; or from Pilatus

Business Aircraft Ltd., Product Support

Department, 11755 Airport Way, Broomfield,

Colorado 80021; telephone: (303) 465–9099;

facsimile: (303) 465–6040. You can look at

copies at the FAA, Central Region, Office of

the Regional Counsel, 901 Locust, Room 506,

Kansas City, Missouri, or at the Office of the

Federal Register, 800 North Capitol Street,

NW, suite 700, Washington, DC.

(i) When does this amendment become

effective? This amendment becomes effective

on January 25, 2002.

Issued in Kansas City, Missouri, on

December 11, 2001.

Michael Gallagher,

Manager, Small Airplane Directorate, Aircraft

Certification Service.

[FR Doc. 01–31102 Filed 12–20–01; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001–NE–28–AD; Amendment

39–12570; AD 2001–26–06]

RIN 2120–AA64

Airworthiness Directives; CFE

Company Model CFE738–1–1B

Turbofan Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to CFE Company model

CFE738–1–1B turbofan engines. This

action requires the removal of certain

fan rotor disks from service. This

amendment is prompted by a report

from a forging manufacturer, of a

metallurgical inclusion (contaminant)

found in a forging made from a certain