Document ID: FAA-2006-25244-0029
Agency: faa
Document Type: Rule
Title: Airworthiness Directives; Hartzell Propeller Inc. ()HC-()2Y(K,R)-() Series Propellers
Posted Date: 2009-10-27T04:00Z

[Federal Register: October 27, 2009 (Volume 74, Number 206)]
[Rules and Regulations]               
[Page 55130-55135]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr27oc09-10]                         

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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.

[[Page 55131]]

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

[[Page 55132]]

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 Hartzell-
certified), 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 
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.

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.

[[Page 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

0
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

0
1. The authority citation for part 39 continues to read as follows:

    Authority:  49 U.S.C. 106(g), 40113, 44701.

Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  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

[[Page 55134]]

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    Aero Commander Model
                                 Corp.              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   NAC-1 Freelance.
                                 Co.
                                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      Call Air (A-6).
                                 Mfg. Co.
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             See-Bee.
                                 Consultants.
IO-360-B1E....................  Piper Aircraft...  Arrow (PA-28
                                                    ``180R'').

[[Page 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         Aerostar.
                                 Aircraft.
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-in-service (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]

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