Airworthiness Directives; Mitsubishi Model YS-11 Airplanes, and Model YS-11A-200, YS-11A-300, YS-11A-500, and YS-11A-600 Series Airplanes, 65827-65832 [05-21543]
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65827
Rules and Regulations
Federal Register
Vol. 70, No. 210
Tuesday, November 1, 2005
This section of the FEDERAL REGISTER
contains regulatory documents having general
applicability and legal effect, most of which
are keyed to and codified in the Code of
Federal Regulations, which is published under
50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by
the Superintendent of Documents. Prices of
new books are listed in the first FEDERAL
REGISTER issue of each week.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 98–NM–300–AD; Amendment
39–14355; AD 2005–22–11]
RIN 2120–AA64
Airworthiness Directives; Mitsubishi
Model YS–11 Airplanes, and Model YS–
11A–200, YS–11A–300, YS–11A–500,
and YS–11A–600 Series Airplanes
SUMMARY: This amendment adopts a
new airworthiness directive (AD),
applicable to certain Mitsubishi Model
YS–11 airplanes, and Model YS–11A–
200, YS–11A–300, YS–11A–500, and
YS–11A–600 series airplanes. This AD
requires repetitive removal of the
spinner; repetitive detailed inspections
of the propeller hub to detect fatigue
cracking; and replacement of a propeller
hub with a new propeller hub, if
necessary. This action is necessary to
detect and correct fatigue cracking of the
propeller hub, which could cause the
loss of the propeller. This action is
intended to address the identified
unsafe condition.
DATES: Effective December 6, 2005.
ADDRESSES: The service information
referenced in this AD may be obtained
from Nihon Aeroplane Manufacturing,
Toranomon Daiichi, Kotohire-Cho,
Shiba, Minato-Ku, Tokyo, Japan. This
information may be examined at the
Federal Aviation Administration (FAA),
Transport Airplane Directorate, Rules
Docket, 1601 Lind Avenue, SW.,
Renton, Washington; or at the FAA, Los
Angeles Aircraft Certification Office,
3960 Paramount Boulevard, Lakewood,
California.
15:13 Oct 31, 2005
Jkt 208001
Brent Bandley, Project Engineer,
Continuing Operational Safety, ANM–
100L, FAA, Los Angeles Aircraft
Certification Office, 3960 Paramount
Boulevard, Lakewood, California
90712–4137; telephone (562) 627–5237;
fax (562) 627–5210.
SUPPLEMENTARY INFORMATION: A
proposal to amend part 39 of the Federal
Aviation Regulations (14 CFR part 39) to
include an airworthiness directive (AD)
that is applicable to all Mitsubishi
Model YS–11 and YS–11A series
airplanes was published in the Federal
Register on August 31, 1999 (64 FR
47442). That action proposed to require
repetitive removal of the spinner;
repetitive detailed visual inspections of
the propeller hub to detect fatigue
cracking; and replacement of a propeller
hub with a new propeller hub, if
necessary.
Comments
Interested persons have been afforded
an opportunity to participate in the
making of this amendment. Due
consideration has been given to the
comments received.
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
VerDate Aug<31>2005
FOR FURTHER INFORMATION CONTACT:
Request To Include Only Airplanes
With Incorrectly Inspected Propeller
Hubs
Two commenters, the airplane
manufacturer and the Japan Civil
Aviation Bureau (JCAB), which is the
airworthiness authority for Japan,
request that we limit the airplanes
affected by the notice of proposed
rulemaking (NPRM) to those that have
propeller hubs that were inspected
incorrectly. The commenters explain
that, after we issued the NPRM, which
applies to all Mitsubishi Model YS–11
and YS–11A series airplanes, the JCAB
found some discrepancies in procedures
that an overhauler used when
inspecting the hub. The JCAB revised its
airworthiness directive and issued
Japanese airworthiness directive TCD–
4667A–98, dated March 18, 1998, to
apply only to the hubs that were
inspected incorrectly. The commenters
request that we incorporate the list of
applicable propellers into the final rule.
We infer that the commenters are also
stating that hubs that were correctly
inspected are not subject to the stated
unsafe condition. We agree with the
commenters; only propeller hubs that
were incorrectly inspected are subject to
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the unsafe condition. Therefore, the
final rule should be applicable only to
airplanes on which these incorrectly
inspected propeller hubs are installed.
The Japanese airworthiness directive
identifies the affected propellers by
serial number. We have revised the
summary and applicability of the final
rule to reflect this change and to include
only those serial numbers.
Request To Exclude Airplanes With
Strengthened Propeller Hubs
The same commenters request that we
exclude from the applicability any
affected airplane that has a propeller
hub that was strengthened in
accordance with Dowty Rotol Service
Bulletin 61–921, dated April 24, 1980,
or later version approved by the JCAB.
The commenters state that strengthened
hubs do not require a repetitive visual
inspection. The Japanese airworthiness
directive excludes from its applicability
all airplanes that have strengthened
hubs; however, JCAB also notes in its
comment that there have been two
reports of cracks in strengthened hubs.
In addition, the commenters request that
we incorporate the actions in this
service bulletin into the requirements of
the final rule.
We do not agree with the commenters.
The JCAB noted that there have been
two reports of cracks found in hubs that
have been modified in accordance with
the Dowty Rotol service bulletin. We
have determined that propellers with
the strengthened hubs do have a
potential unsafe cracking condition
because it has been reported that
strengthened hubs have also cracked.
The strengthened hubs should not be
excluded from the applicability and
inspection requirements of the final
rule. We have not changed the final rule
in this regard.
Explanation of Further Changes to the
Final Rule
We have revised the applicability to
reflect the model designations as
published in the most recent type
certificate data sheets.
We have changed paragraph (a)(2) of
the final rule to refer to the repair
procedure to follow if any crack is
detected in a hub.
We have changed references to a
‘‘detailed visual inspection’’ to
‘‘detailed inspection.’’ We have
included the definition for a detailed
inspection in a note in the final rule.
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Federal Register / Vol. 70, No. 210 / Tuesday, November 1, 2005 / Rules and Regulations
Although the Japanese airworthiness
directive referenced in this AD specifies
to submit certain information to the
JCAB, this AD does not include that
requirement.
We have revised this action to clarify
the appropriate procedure for notifying
the principal inspector before using any
approved AMOC on any airplane to
which the AMOC applies.
Conclusion
After careful review of the available
data, including the comments noted
above, the FAA has determined that air
safety and the public interest require the
adoption of the rule with the changes
described previously. The FAA has
determined that these changes will
neither increase the economic burden
on any operator nor increase the scope
of the AD.
Changes to 14 CFR Part 39/Effect on the
AD
On July 10, 2002, the FAA issued a
new version of 14 CFR part 39 (67 FR
47997, July 22, 2002), which governs the
FAA’s airworthiness directives system.
The regulation now includes material
that relates to altered products, special
flight permits, and alternative methods
of compliance. However, for clarity and
consistency in this final rule, we have
retained the language of the NPRM
regarding that material.
Cost Impact
Since we issued the NPRM, we have
determined that none of the airplanes
affected by this action are on the U.S.
Register. All airplanes affected by this
AD are currently operated by non-U.S.
operators under foreign registry;
therefore, they are not directly affected
by this AD action. However, we
consider this AD necessary to ensure
that the unsafe condition is addressed if
any affected airplane is imported and
placed on the U.S. Register in the future.
If an affected airplane is imported and
placed on the U.S. Register in the future,
the required actions would take about
32 work hours per airplane to
accomplish the inspection, and that the
average labor rate is $65 per work hour.
Based on these figures, the estimated
cost of the AD would be $2,080 per
airplane.
The cost impact figure discussed
above is based on assumptions that no
operator has yet accomplished any of
the requirements of this AD action, and
that no operator would accomplish
those actions in the future if this AD
were not adopted. The cost impact
figures discussed in AD rulemaking
actions represent only the time
necessary to perform the specific actions
VerDate Aug<31>2005
15:13 Oct 31, 2005
Jkt 208001
actually required by the AD. These
figures typically do not include
incidental costs, such as the time
required to gain access and close up,
planning time, or time necessitated by
other administrative actions.
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 Impact
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.
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 final evaluation has
been prepared for this action and it is
contained in the Rules Docket. A copy
of it may be obtained from the Rules
Docket at the location provided under
the caption ADDRESSES.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Safety.
Adoption of the Amendment
Accordingly, pursuant to the authority
delegated to me by the Administrator,
the Federal Aviation Administration
I
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Fmt 4700
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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:
I
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. Section 39.13 is amended by adding
the following new airworthiness
directive:
I
2005–22–11 Mitsubishi Heavy Industries,
LTD.: Amendment 39–14355. Docket 98–
NM–300–AD.
Applicability: Model YS–11 airplanes, and
Model YS–11A–200, YS–11A–300, YS–11A–
500, and YS–11A–600 series airplanes,
certificated in any category; having propeller
hubs with the following serial numbers:
CHE942, DRG1/74, DRG7/68, DRG8/68,
DRG13/70, DRG14/71, DRG31/68, DRG33/70,
DRG34/68, DRG35/68, DRG48/69, DRG53/69,
DRG65/78, DRG72/69, DRG73/68, DRG75/69,
DRG83/65, DRG87/68, DRG105/67, DRG126/
70, DRG128/68, DRG130/70, DRG132/68,
DRG132/70, DRG134/68, DRG137/67,
DRG150/69, DRG154/65, DRG161/70,
DRG179/68, DRG180/68, DRG194/63,
DRG208/67, DRG231/70, DRG238/65,
DRG275/68, DRG281/68, DRG284/64,
DRG300/63, DRG302/67, DRG308/64,
DRG308/66, DRG486/67, and DRG551/67.
Note 1: This AD applies to each airplane
identified in the preceding applicability
provision, 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 (b) 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 the unsafe condition has not
been eliminated, the request should include
specific proposed actions to address it.
Compliance: Required as indicated, unless
accomplished previously.
To detect and correct fatigue cracking of
the propeller hub, which could cause the loss
of the propeller, accomplish the following:
Inspection and Replacement
(a) Within 25 flight hours or 30 days after
the effective date of this AD, whichever
occurs first, remove the spinner and perform
a detailed inspection for cracking of the
propeller hub in the crack area shown in
Figure 1 of this AD.
Note 2: For the purposes of this AD, a
detailed inspection is: ‘‘An intensive
examination of a specific item, installation,
or assembly to detect damage, failure, or
irregularity. Available lighting is normally
supplemented with a direct source of good
lighting at an intensity deemed appropriate.
Inspection aids such as mirror, magnifying
E:\FR\FM\01NOR1.SGM
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Federal Register / Vol. 70, No. 210 / Tuesday, November 1, 2005 / Rules and Regulations
lenses, etc., may be necessary. Surface
cleaning and elaborate procedures may be
required.’’
(1) If no crack is found, repeat the actions
required by paragraph (a) of this AD
thereafter at intervals not to exceed 25 flight
hours.
VerDate Aug<31>2005
15:13 Oct 31, 2005
Jkt 208001
(2) If any crack is detected, prior to further
flight, replace the hub with a new hub
according to a method approved by either the
Manager, Los Angeles Aircraft Certification
Office (ACO), FAA; or the Japan Civil
Aviation Bureau (JCAB) (or its delegated
agent). Chapter 61 of the Nihon Aeroplane
PO 00000
Frm 00003
Fmt 4700
Sfmt 4700
65829
Manufacturing Company YS–11 and YS–11A
Aircraft Maintenance Manuals is one
approved method. Repeat the actions
required by paragraph (a) of this AD
thereafter at intervals not to exceed 25 flight
hours.
BILLING CODE 4910–13–P
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15:13 Oct 31, 2005
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Federal Register / Vol. 70, No. 210 / Tuesday, November 1, 2005 / Rules and Regulations
65831
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Jkt 208001
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BILLING CODE 4910–13–C
65832
Federal Register / Vol. 70, No. 210 / Tuesday, November 1, 2005 / Rules and Regulations
Alternative Methods of Compliance
(b)(1) An alternative method of compliance
or adjustment of the compliance time that
provides an acceptable level of safety may be
used if approved by the Manager, Los
Angeles ACO. Operators shall submit their
requests through an appropriate FAA
Principal Maintenance Inspector, who may
add comments and then send it to the
Manager, Los Angeles ACO.
(2) Before using any AMOC approved in
accordance with § 39.19 on any airplane to
which the AMOC applies, notify the
appropriate principal inspector in the FAA
Flight Standards Certificate Holding District
Office.
Note 3: Information concerning the
existence of approved alternative methods of
compliance with this AD, if any, may be
obtained from the Los Angeles ACO.
Special Flight Permits
(c) Special flight permits may be issued for
non-revenue bearing flights with essential
crew only in accordance with sections 21.197
and 21.199 of the Federal Aviation
Regulations (14 CFR 21.197 and 21.199) to
operate the airplane to a location where the
requirements of this AD can be
accomplished.
Note 4: The subject of this AD is addressed
in Japanese airworthiness directive TCD–
4667A–98, dated March 18, 1998.
Incorporation by Reference
(d) None.
Effective Date
(e) This amendment becomes effective on
December 6, 2005.
Q–13 PRFUM to PAWLI [Corrected]
PRFUM ..........................................................
CENIT ............................................................
TUMBE ..........................................................
TACUS ...........................................................
WODIN ..........................................................
LEAHI ............................................................
LOMIA ...........................................................
RUFUS ...........................................................
PAWLI ...........................................................
*
*
Q–15 CHILY to LOMIA [Corrected]
CHILY ............................................................
DOVEE ...........................................................
BIKKR ............................................................
DOBNE ...........................................................
RUSME ..........................................................
LOMIA ...........................................................
*
*
Q–2 BOILE to EWM [Corrected]
BOILE .............................................................
HEDVI ............................................................
HOBOL ..........................................................
ITUCO ............................................................
EWM ..............................................................
*
*
Q–4 BOILE to ELP [Corrected]
BOILE .............................................................
HEDVI ............................................................
SCOLE ............................................................
VerDate Aug<31>2005
15:13 Oct 31, 2005
Jkt 208001
Issued in Renton, Washington, on October
20, 2005.
Kalene C. Yanamura,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 05–21543 Filed 10–31–05; 8:45 am]
Federal Aviation Administration, 800
Independence Avenue, SW.,
Washington, DC 20591; telephone: (202)
267–8783.
SUPPLEMENTARY INFORMATION:
History
BILLING CODE 4910–13–C
On October 14, 2005, a final rule was
published in the Federal Register (70
FR 59990), Airspace Docket No. 05–
ANM–1. This rule established three
RNAV routes (Q–15, Q–2, Q–4, and
revised Q–13) in the Western United
States. In all four routes, points that
were listed in the route descriptions as
‘‘waypoint’’ (WP) are actually existing
published navigation ‘‘fixes.’’ Therefore,
the descriptions are corrected by
removing ‘‘WP’’ and substituting ‘‘Fix.’’
In addition, the title for Q–13 was
reversed. This action corrects those
errors.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 71
[Docket No. FAA–2005–20322; Airspace
Docket No. 05–ANM–1]
RIN 2120–AA66
Establishment and Revision of Area
Navigation (RNAV) Routes; Western
United States
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule; correction.
AGENCY:
Correction to Final Rule
This action corrects errors in
the legal description of Area Navigation
(RNAV) Routes listed in a final rule
published in the Federal Register on
October 14, 2005 (70 FR 59990),
Airspace Docket No. 05–ANM–1.
EFFECTIVE DATE: 0901 UTC, December
22, 2005.
FOR FURTHER INFORMATION CONTACT: Ken
McElroy, Airspace and Rules, Office of
System Operations Airspace and AIM,
SUMMARY:
Fix
WP
WP
WP
WP
WP
WP
WP
WP
..................................................................
.................................................................
.................................................................
.................................................................
.................................................................
.................................................................
.................................................................
.................................................................
.................................................................
*
Fix
Fix
WP
WP
WP
WP
*
*
Fmt 4700
[Amended]
*
*
35°30′24″
36°41′02″
36°48′20″
37°05′16″
37°19′20″
37°28′58″
39°13′12″
41°26′00″
43°10′48″
N.,
N.,
N.,
N.,
N.,
N.,
N.,
N.,
N.,
*
Sfmt 4700
long.
long.
long.
long.
long.
long.
long.
long.
long.
*
113°56′35″
116°26′31″
116°40′03″
116°54′12″
117°05′25″
117°14′57″
119°06′23″
120°00′00″
120°55′50″
W.)
W.)
W.)
W.)
W.)
W.)
W.)
W.)
W.)
*
(Lat.
(Lat.
(Lat.
(Lat.
(Lat.
(Lat.
34°42′49″
35°26′51″
36°34′00″
37°14′23″
37°29′39″
39°13′12″
N.,
N.,
N.,
N.,
N.,
N.,
long.
long.
long.
long.
long.
long.
*
112°45′42″
114°48′01″
116°45′00″
117°15′04″
117°31′12″
119°06′23″
W.)
W.)
W.)
W.)
W.)
W.)
*
(Lat.
(Lat.
(Lat.
(Lat.
(Lat.
34°25′21″
33°32′23″
33°11′30″
32°26′30″
31°57′06″
N.,
N.,
N.,
N.,
N.,
*
Fix ..................................................................
WP .................................................................
Fix ..................................................................
Frm 00006
*
*
Fix ..................................................................
WP .................................................................
WP .................................................................
WP .................................................................
VORTAC ........................................................
PO 00000
§ 71.1
*
*
*
PART 71—[AMENDED]
(Lat.
(Lat.
(Lat.
(Lat.
(Lat.
(Lat.
(Lat.
(Lat.
(Lat.
..................................................................
..................................................................
.................................................................
.................................................................
.................................................................
.................................................................
*
Accordingly, pursuant to the authority
delegated to me, the legal description
for Q–13, Q–15, Q–2 and Q–4, as
published in the Federal Register on
October 14, 2005 (70 FR 59990),
Airspace Docket No. 05–ANM–1, are
corrected as follows:
I
long.
long.
long.
long.
long.
*
*
118°01′33″
114°28′14″
112°20′00″
109°46′26″
106°16′21″
W.)
W.)
W.)
W.)
W.)
*
(Lat. 34°25′21″ N., long. 118°01′33″ W.)
(Lat. 33°32′23″ N., long. 114°28′14″ W.)
(Lat. 33°27′46″ N., long. 114°04′54″ W.)
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]]>Agencies
[Federal Register Volume 70, Number 210 (Tuesday, November 1, 2005)]
[Rules and Regulations]
[Pages 65827-65832]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-21543]
========================================================================
Rules and Regulations
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains regulatory documents
having general applicability and legal effect, most of which are keyed
to and codified in the Code of Federal Regulations, which is published
under 50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by the Superintendent of Documents.
Prices of new books are listed in the first FEDERAL REGISTER issue of each
week.
========================================================================
Federal Register / Vol. 70, No. 210 / Tuesday, November 1, 2005 /
Rules and Regulations
[[Page 65827]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 98-NM-300-AD; Amendment 39-14355; AD 2005-22-11]
RIN 2120-AA64
Airworthiness Directives; Mitsubishi Model YS-11 Airplanes, and
Model YS-11A-200, YS-11A-300, YS-11A-500, and YS-11A-600 Series
Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: This amendment adopts a new airworthiness directive (AD),
applicable to certain Mitsubishi Model YS-11 airplanes, and Model YS-
11A-200, YS-11A-300, YS-11A-500, and YS-11A-600 series airplanes. This
AD requires repetitive removal of the spinner; repetitive detailed
inspections of the propeller hub to detect fatigue cracking; and
replacement of a propeller hub with a new propeller hub, if necessary.
This action is necessary to detect and correct fatigue cracking of the
propeller hub, which could cause the loss of the propeller. This action
is intended to address the identified unsafe condition.
DATES: Effective December 6, 2005.
ADDRESSES: The service information referenced in this AD may be
obtained from Nihon Aeroplane Manufacturing, Toranomon Daiichi,
Kotohire-Cho, Shiba, Minato-Ku, Tokyo, Japan. This information may be
examined at the Federal Aviation Administration (FAA), Transport
Airplane Directorate, Rules Docket, 1601 Lind Avenue, SW., Renton,
Washington; or at the FAA, Los Angeles Aircraft Certification Office,
3960 Paramount Boulevard, Lakewood, California.
FOR FURTHER INFORMATION CONTACT: Brent Bandley, Project Engineer,
Continuing Operational Safety, ANM-100L, FAA, Los Angeles Aircraft
Certification Office, 3960 Paramount Boulevard, Lakewood, California
90712-4137; telephone (562) 627-5237; fax (562) 627-5210.
SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal
Aviation Regulations (14 CFR part 39) to include an airworthiness
directive (AD) that is applicable to all Mitsubishi Model YS-11 and YS-
11A series airplanes was published in the Federal Register on August
31, 1999 (64 FR 47442). That action proposed to require repetitive
removal of the spinner; repetitive detailed visual inspections of the
propeller hub to detect fatigue cracking; and replacement of a
propeller hub with a new propeller hub, if necessary.
Comments
Interested persons have been afforded an opportunity to participate
in the making of this amendment. Due consideration has been given to
the comments received.
Request To Include Only Airplanes With Incorrectly Inspected Propeller
Hubs
Two commenters, the airplane manufacturer and the Japan Civil
Aviation Bureau (JCAB), which is the airworthiness authority for Japan,
request that we limit the airplanes affected by the notice of proposed
rulemaking (NPRM) to those that have propeller hubs that were inspected
incorrectly. The commenters explain that, after we issued the NPRM,
which applies to all Mitsubishi Model YS-11 and YS-11A series
airplanes, the JCAB found some discrepancies in procedures that an
overhauler used when inspecting the hub. The JCAB revised its
airworthiness directive and issued Japanese airworthiness directive
TCD-4667A-98, dated March 18, 1998, to apply only to the hubs that were
inspected incorrectly. The commenters request that we incorporate the
list of applicable propellers into the final rule.
We infer that the commenters are also stating that hubs that were
correctly inspected are not subject to the stated unsafe condition. We
agree with the commenters; only propeller hubs that were incorrectly
inspected are subject to the unsafe condition. Therefore, the final
rule should be applicable only to airplanes on which these incorrectly
inspected propeller hubs are installed. The Japanese airworthiness
directive identifies the affected propellers by serial number. We have
revised the summary and applicability of the final rule to reflect this
change and to include only those serial numbers.
Request To Exclude Airplanes With Strengthened Propeller Hubs
The same commenters request that we exclude from the applicability
any affected airplane that has a propeller hub that was strengthened in
accordance with Dowty Rotol Service Bulletin 61-921, dated April 24,
1980, or later version approved by the JCAB. The commenters state that
strengthened hubs do not require a repetitive visual inspection. The
Japanese airworthiness directive excludes from its applicability all
airplanes that have strengthened hubs; however, JCAB also notes in its
comment that there have been two reports of cracks in strengthened
hubs. In addition, the commenters request that we incorporate the
actions in this service bulletin into the requirements of the final
rule.
We do not agree with the commenters. The JCAB noted that there have
been two reports of cracks found in hubs that have been modified in
accordance with the Dowty Rotol service bulletin. We have determined
that propellers with the strengthened hubs do have a potential unsafe
cracking condition because it has been reported that strengthened hubs
have also cracked. The strengthened hubs should not be excluded from
the applicability and inspection requirements of the final rule. We
have not changed the final rule in this regard.
Explanation of Further Changes to the Final Rule
We have revised the applicability to reflect the model designations
as published in the most recent type certificate data sheets.
We have changed paragraph (a)(2) of the final rule to refer to the
repair procedure to follow if any crack is detected in a hub.
We have changed references to a ``detailed visual inspection'' to
``detailed inspection.'' We have included the definition for a detailed
inspection in a note in the final rule.
[[Page 65828]]
Although the Japanese airworthiness directive referenced in this AD
specifies to submit certain information to the JCAB, this AD does not
include that requirement.
We have revised this action to clarify the appropriate procedure
for notifying the principal inspector before using any approved AMOC on
any airplane to which the AMOC applies.
Conclusion
After careful review of the available data, including the comments
noted above, the FAA has determined that air safety and the public
interest require the adoption of the rule with the changes described
previously. The FAA has determined that these changes will neither
increase the economic burden on any operator nor increase the scope of
the AD.
Changes to 14 CFR Part 39/Effect on the AD
On July 10, 2002, the FAA issued a new version of 14 CFR part 39
(67 FR 47997, July 22, 2002), which governs the FAA's airworthiness
directives system. The regulation now includes material that relates to
altered products, special flight permits, and alternative methods of
compliance. However, for clarity and consistency in this final rule, we
have retained the language of the NPRM regarding that material.
Cost Impact
Since we issued the NPRM, we have determined that none of the
airplanes affected by this action are on the U.S. Register. All
airplanes affected by this AD are currently operated by non-U.S.
operators under foreign registry; therefore, they are not directly
affected by this AD action. However, we consider this AD necessary to
ensure that the unsafe condition is addressed if any affected airplane
is imported and placed on the U.S. Register in the future. If an
affected airplane is imported and placed on the U.S. Register in the
future, the required actions would take about 32 work hours per
airplane to accomplish the inspection, and that the average labor rate
is $65 per work hour. Based on these figures, the estimated cost of the
AD would be $2,080 per airplane.
The cost impact figure discussed above is based on assumptions that
no operator has yet accomplished any of the requirements of this AD
action, and that no operator would accomplish those actions in the
future if this AD were not adopted. The cost impact figures discussed
in AD rulemaking actions represent only the time necessary to perform
the specific actions actually required by the AD. These figures
typically do not include incidental costs, such as the time required to
gain access and close up, planning time, or time necessitated by other
administrative actions.
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 Impact
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.
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 final evaluation has been prepared for this action
and it is contained in the Rules Docket. A copy of it may be obtained
from the Rules Docket at the location provided under the caption
ADDRESSES.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
Adoption of the Amendment
0
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration amends part 39 of
the Federal Aviation Regulations (14 CFR part 39) as follows:
PART 39--AIRWORTHINESS DIRECTIVES
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. Section 39.13 is amended by adding the following new airworthiness
directive:
2005-22-11 Mitsubishi Heavy Industries, LTD.: Amendment 39-14355.
Docket 98-NM-300-AD.
Applicability: Model YS-11 airplanes, and Model YS-11A-200, YS-
11A-300, YS-11A-500, and YS-11A-600 series airplanes, certificated
in any category; having propeller hubs with the following serial
numbers: CHE942, DRG1/74, DRG7/68, DRG8/68, DRG13/70, DRG14/71,
DRG31/68, DRG33/70, DRG34/68, DRG35/68, DRG48/69, DRG53/69, DRG65/
78, DRG72/69, DRG73/68, DRG75/69, DRG83/65, DRG87/68, DRG105/67,
DRG126/70, DRG128/68, DRG130/70, DRG132/68, DRG132/70, DRG134/68,
DRG137/67, DRG150/69, DRG154/65, DRG161/70, DRG179/68, DRG180/68,
DRG194/63, DRG208/67, DRG231/70, DRG238/65, DRG275/68, DRG281/68,
DRG284/64, DRG300/63, DRG302/67, DRG308/64, DRG308/66, DRG486/67,
and DRG551/67.
Note 1: This AD applies to each airplane identified in the
preceding applicability provision, 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 (b) 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 the unsafe condition has not been
eliminated, the request should include specific proposed actions to
address it.
Compliance: Required as indicated, unless accomplished
previously.
To detect and correct fatigue cracking of the propeller hub,
which could cause the loss of the propeller, accomplish the
following:
Inspection and Replacement
(a) Within 25 flight hours or 30 days after the effective date
of this AD, whichever occurs first, remove the spinner and perform a
detailed inspection for cracking of the propeller hub in the crack
area shown in Figure 1 of this AD.
Note 2: For the purposes of this AD, a detailed inspection is:
``An intensive examination of a specific item, installation, or
assembly to detect damage, failure, or irregularity. Available
lighting is normally supplemented with a direct source of good
lighting at an intensity deemed appropriate. Inspection aids such as
mirror, magnifying
[[Page 65829]]
lenses, etc., may be necessary. Surface cleaning and elaborate
procedures may be required.''
(1) If no crack is found, repeat the actions required by
paragraph (a) of this AD thereafter at intervals not to exceed 25
flight hours.
(2) If any crack is detected, prior to further flight, replace
the hub with a new hub according to a method approved by either the
Manager, Los Angeles Aircraft Certification Office (ACO), FAA; or
the Japan Civil Aviation Bureau (JCAB) (or its delegated agent).
Chapter 61 of the Nihon Aeroplane Manufacturing Company YS-11 and
YS-11A Aircraft Maintenance Manuals is one approved method. Repeat
the actions required by paragraph (a) of this AD thereafter at
intervals not to exceed 25 flight hours.
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Alternative Methods of Compliance
(b)(1) An alternative method of compliance or adjustment of the
compliance time that provides an acceptable level of safety may be
used if approved by the Manager, Los Angeles ACO. Operators shall
submit their requests through an appropriate FAA Principal
Maintenance Inspector, who may add comments and then send it to the
Manager, Los Angeles ACO.
(2) Before using any AMOC approved in accordance with Sec.
39.19 on any airplane to which the AMOC applies, notify the
appropriate principal inspector in the FAA Flight Standards
Certificate Holding District Office.
Note 3: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Los Angeles ACO.
Special Flight Permits
(c) Special flight permits may be issued for non-revenue bearing
flights with essential crew only in accordance with sections 21.197
and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and
21.199) to operate the airplane to a location where the requirements
of this AD can be accomplished.
Note 4: The subject of this AD is addressed in Japanese
airworthiness directive TCD-4667A-98, dated March 18, 1998.
Incorporation by Reference
(d) None.
Effective Date
(e) This amendment becomes effective on December 6, 2005.
Issued in Renton, Washington, on October 20, 2005.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-21543 Filed 10-31-05; 8:45 am]
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