Airworthiness Directives; M7 Aerospace LP SA226 and SA227 Series Airplanes, 43139-43144 [E7-15018]
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Federal Register / Vol. 72, No. 149 / Friday, August 3, 2007 / Rules and Regulations
design feature, the special conditions
would apply to that model as well.
Conclusion
This action affects only certain novel
or unusual design features on one model
of airplane. It is not a rule of general
applicability and affects only the
applicant who applied to the FAA for
approval of these features on the
airplane.
The substance of these special
conditions has been subjected to the
notice and comment period in several
prior instances and has been derived
without substantive change from those
previously issued. It is unlikely that
prior public comment would result in a
significant change from the substance
contained herein. Therefore, because a
delay would significantly affect the
certification of the airplane, which is
imminent, the FAA has determined that
prior public notice and comment are
unnecessary and impracticable, and
good cause exists for adopting these
special conditions upon issuance. The
FAA is requesting comments to allow
interested persons to submit views that
may not have been submitted in
response to the prior opportunities for
comment described above.
List of Subjects in 14 CFR Part 23
Aircraft, Aviation safety, Signs and
symbols.
Citation
The authority citation for these
special conditions is as follows:
I
Authority: 49 U.S.C. 106(g), 40113 and
44701; 14 CFR 21.16 and 21.101; and 14 CFR
11.38 and 11.19.
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The Special Conditions
Accordingly, pursuant to the
authority delegated to me by the
Administrator, the following special
conditions are issued as part of the type
certification basis for the Centex
Aerospace, Inc. modified Cirrus Design
Corporation Model SR22.
1. High Intensity Radiated Fields
(HIRF) Protection. In showing
compliance with 14 CFR part 21 and the
airworthiness requirements of 14 CFR
part 23, protection against hazards
caused by exposure to HIRF fields for
the full authority digital engine control
system, which performs critical
functions, must be considered. To
prevent this occurrence, the electronic
engine control system must be designed
and installed to ensure that the
operation and operational capabilities of
this critical system are not adversely
affected when the airplane is exposed to
high energy radio fields.
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At this time, the FAA and other
airworthiness authorities are unable to
precisely define or control the HIRF
energy level to which the airplane will
be exposed in service; therefore, the
FAA hereby defines two acceptable
interim methods for complying with the
requirement for protection of systems
that perform critical functions.
(1) The applicant may demonstrate
that the operation and operational
capability of the installed electrical and
electronic systems that perform critical
functions are not adversely affected
when the aircraft is exposed to the
external HIRF threat environment
defined in the following table:
Frequency
Field strength
(volts per meter)
Peak
10 kHz–100 kHz .......
100 kHz–500 kHz .....
500 kHz–2 MHz ........
2 MHz–30 MHz .........
30 MHz–70 MHz .......
70 MHz–100 MHz .....
100 MHz–200 MHz ...
200 MHz–400 MHz ...
400 MHz–700 MHz ...
700 MHz–1 GHz .......
1 GHz–2 GHz ...........
2 GHz–4 GHz ...........
4 GHz–6 GHz ...........
6 GHz–8 GHz ...........
8 GHz–12 GHz .........
12 GHz–18 GHz .......
18 GHz–40 GHz .......
50
50
50
100
50
50
100
100
700
700
2000
3000
3000
1000
3000
2000
600
Average
50
50
50
100
50
50
100
100
50
100
200
200
200
200
300
200
200
The field strengths are expressed in terms
of peak root-mean-square (rms) values.
or,
(2) The applicant may demonstrate by
a system test and analysis that the
electrical and electronic systems that
perform critical functions can withstand
a minimum threat of 100 volts per meter
peak electrical strength, without the
benefit of airplane structural shielding,
in the frequency range of 10 KHz to 18
GHz. When using this test to show
compliance with the HIRF
requirements, no credit is given for
signal attenuation due to installation.
Data used for engine certification may
be used, when appropriate, for airplane
certification.
Issued in Kansas City, Missouri on July 26,
2007.
James E. Jackson,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E7–14935 Filed 8–2–07; 8:45 am]
BILLING CODE 4910–13–P
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43139
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2006–25927; Directorate
Identifier 2006–CE–52–AD; Amendment 39–
15142; AD 2007–16–03]
RIN 2120–AA64
Airworthiness Directives; M7
Aerospace LP SA226 and SA227 Series
Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
SUMMARY: We are adopting a new
airworthiness directive (AD) to
supersede AD 98–19–15 R1 and AD
2000–03–17, which apply to M7
Aerospace LP SA226 and SA227 series
airplanes equipped with certain pitch
trim actuators. AD 98–19–15 R1
currently requires you to incorporate
changes into the Limitations Section of
the FAA-approved airplane flight
manual (AFM) if certain part number (P/
N) pitch trim actuators are installed. AD
2000–03–17 requires repetitive
inspections and repetitive replacements
of the pitch trim actuator. The repetitive
inspection and repetitive replacement
times vary depending on the
combination of airplane model and
pitch trim actuator P/N installed. Since
we issued AD 98–19–15 R1 and AD
2000–03–17, we have determined that
reliance on critical repetitive
inspections on aging commuter-class
airplanes carries an unnecessary safety
risk when a design change exists that
could eliminate or, in certain instances,
reduce the number of those critical
inspections. Consequently, this AD
retains all of the actions of the
previously referenced ADs, places life
limits on certain P/N pitch trim
actuators, and requires the replacement
of certain P/N pitch trim actuators with
one of an improved design. Once
installed, the improved design pitch
trim actuator will terminate the AFM
limitations in this AD and reduce the
repetitive inspection and repetitive
replacement requirements. We are
issuing this AD to detect excessive
freeplay or rod slippage in the pitch
trim actuator, which, if not detected and
corrected, could result in pitch trim
actuator failure. We are also issuing this
AD to lessen the severity of pitch upset
if a pitch trim actuator mechanical
failure occurs. These conditions could
lead to possible loss of control.
DATES: This AD becomes effective on
September 7, 2007.
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As of April 10, 2000 (65 FR 8037,
February 17, 2000), the Director of the
Federal Register approved the
incorporation by reference of the
following Fairchild Aircraft service
information listed in this AD:
• Fairchild Aircraft SA226 Series
Service letter (SL) 226–SL–005, Revised:
August 3, 1999;
• Fairchild Aircraft SA227 Series SL
227–SL–011, Revised August 3, 1999;
• Fairchild Aircraft SA227 Series SL
CC7–SL–028, Issued: August 12, 1999;
• Fairchild Aircraft SA226 Series SL
226–SL–014, Revised: February 1, 1999;
• Fairchild Aircraft SA227 Series SL
227–SL–031, Revised: February 1, 1999;
and
• Fairchild Aircraft SA227 Series SL
CC7–SL–021, Revised: February 1, 1999.
ADDRESSES: For service information
identified in this AD, contact M7
Aerospace LP, 10823 N.E. Entrance, San
Antonio, Texas 78216.
To view the AD docket, go to U.S.
Department of Transportation, Docket
Operations, M–30, West Building
Ground Floor, Room W12–140, 1200
New Jersey Avenue, SE., Washington,
DC 20590, or on the Internet at https://
dms.dot.gov. The docket number is
FAA–2006–25927; Directorate Identifier
2006–CE–52–AD.
FOR FURTHER INFORMATION CONTACT:
Werner Koch, Aerospace Engineer, 2601
Meacham Blvd, Fort Worth, Texas
76137–4298; telephone: (817) 222–5133;
fax: (817) 222–5960.
SUPPLEMENTARY INFORMATION:
Discussion
On April 20, 2007, 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 M7
Aerospace LP SA226 and SA227 series
airplanes equipped with certain pitch
trim actuators. This proposal was
published in the Federal Register as a
notice of proposed rulemaking (NPRM)
on April 30, 2007 (72 FR 21171). The
NPRM proposed to supersede AD 98–
19–15 R1 and AD 2000–03–17 with a
new AD that would retain all of the
actions of the previously referenced ADs
but limit the part numbers of the pitch
trim actuators that can be used for
replacement. The NPRM also proposed
placing a life limit on Barber-Coleman
pitch trim actuators P/N 27–19008–001,
P/N 27–19008–002, P/N 27–19008–004,
and P/N 27–19008–005. The NPRM
proposed to require you to use the
service information described
previously to perform these actions.
Comments
We provided the public the
opportunity to participate in developing
this AD. We received no comments on
the proposal or on the determination of
the cost to the public.
Conclusion
We have carefully reviewed the
available data and determined that air
safety and the public interest require
adopting the AD as proposed except for
minor editorial corrections. We have
determined that these minor
corrections:
• Are consistent with 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.
Costs of Compliance
We estimate that this AD affects 307
airplanes in the U.S. registry.
This AD requires pitch trim actuators
to have a combination of inspections,
overhaul, and/or replacement. We have
presented the fleet cost as the lowest
cost based on all airplanes needing the
inspection and the highest cost based on
all airplanes needing the overhaul. The
actual fleet cost will be somewhere
between the lowest and highest fleet
cost presented. We have no way of
determining the number of airplanes
needing replacement. (See below for
airplane replacement cost.)
We estimate the following costs to do
the inspection or overhaul:
Labor cost
Parts cost
For inspection: 4 work-hours × $80 per hour = $320 ..............................................................
For overhaul: 4 work-hours × $80 per hour = $320 .................................................................
Total cost on
U.S. operators
$320
9,320
$98,240
2,861,240
None .................
$9,000 ..............
We estimate the following costs to do
any necessary replacements that are
required through the actions of this AD.
We have no way of determining the
number of airplanes that may need this
replacement:
Labor cost
Parts cost
4 work-hours ×
$80 per hour
= $320 ...........
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Total cost per
airplane
$64,000
Total cost
per airplane
$64,320
The replacement estimate is based on
replacing the pitch trim actuator with a
new Simmonds-Precision P/N
DL5040M8 pitch trim actuator. If the
pitch trim actuator is replaced with a
different P/N FAA-approved pitch trim
actuator or a zero-timed FAA-approved
pitch trim actuator the cost to the
owner/operator could be less.
The estimated costs represented in the
above actions include the costs
associated with AD 98–19–15 R1, AD
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2000–03–17, and the costs of this AD.
The added cost impact this AD imposes
upon an owner/operator over that
already required by AD 98–19–15 R1
and AD 2000–03–17 is the eventual
replacement of the pitch trim actuator if
the airplane currently has installed a
Barber-Coleman pitch trim actuator P/N
27–19008–001, P/N 27–19008–002, P/N
27–19008–004, or P/N 27–19008–005.
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
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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 AD.
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;
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Federal Register / Vol. 72, No. 149 / Friday, August 3, 2007 / Rules and Regulations
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 other
information as included in the
Regulatory Evaluation) and placed it in
the AD Docket. You may get a copy of
this summary by sending a request to us
at the address listed under ADDRESSES.
Include ‘‘Docket No. FAA–2006–25927;
Directorate Identifier 2006–CE–52–AD’’
in your request.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, 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:
I
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. The FAA amends § 39.13 by
removing Airworthiness Directive (AD)
98–19–15 R1, Amendment 39–11507 (65
FR 1540, January 11, 2000), and AD
2000–03–17, Amendment 39–11576 (65
FR 8037, February 17, 2000); and by
adding the following new AD:
I
2007–16–03 M7 Aerospace LP (Type
Certificate No. A5SW, A8SW, and
A18SW formerly held by Fairchild
Aircraft Incorporated): Amendment 39–
15142; Docket No. FAA–2006–25927;
Directorate Identifier 2007–CE–52–AD.
Effective Date
(a) This AD becomes effective on
September 7, 2007.
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Affected ADs
(b) This AD supersedes the following ADs:
(1) AD 98–19–15 R1, Amendment 39–
11507; and
(2) AD 2000–03–17, Amendment 39–
11576.
Applicability
(c) This AD applies to all Models SA226–
AT, SA226–T, SA226–T(B), SA226–TC,
SA227–AC (C–26A), SA227–AT, SA227–BC
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(C–26A), SA227–CC, SA227–DC (C–26B),
SA227–PC, and SA227–TT airplanes, all
serial numbers, that:
(1) are certificated in any category; and
(2) are equipped with pitch trim actuator
Barber-Coleman part number (P/N) 27–
19008–001, Barber-Coleman P/N 27–19008–
002, Barber-Coleman P/N 27–19008–004,
Barber-Coleman P/N 27–19008–005, BarberColeman P/N 27–19008–006, Barber-Coleman
P/N 27–19008–007, Simmonds-Precision P/N
DL5040M5, Simmonds-Precision P/N
DL5040M6, or Simmonds-Precision P/N
DL5040M8.
Unsafe Condition
(d) This AD results from reports of
mechanical failure of the pitch trim actuator
causing the horizontal stabilizer to move to
full aircraft nose up. We are issuing this AD
to detect excessive freeplay or rod slippage
in the pitch trim actuator, which, if not
detected and corrected, could result in pitch
trim actuator failure. We are also issuing to
lessen the severity of pitch upset if a pitch
trim actuator mechanical failure occurs.
These conditions could lead to possible loss
of control. In addition, we are issuing to
eliminate the use of certain pitch trim
actuators that require frequent critical
inspections or replacements.
Compliance
(e) To address this problem, you must do
the following, unless already done:
(1) For airplanes with a Barber-Coleman
pitch trim actuator P/N 27–19008–001, P/N
27–19008–002, P/N 27–19008–004, or P/N
27–19008–005: Before further flight after
September 25, 1998 (the effective date of AD
98–19–15), incorporate the text in paragraphs
(e)(1)(i) and (e)(1)(ii) of this AD into the
Limitations Section of the FAA-approved
airplane flight manual (AFM). The owner/
operator holding at least a private pilot
certificate as authorized by section 43.7 of
the Federal Aviation Regulations (14 CFR
43.7) may insert the information specified in
paragraphs (e)(1)(i) and (e)(1)(ii) of this AD
into the AFM Limitations Section. This may
be done by inserting a copy of this AD into
the AFM. Make an entry into the aircraft
records showing compliance with this
portion of the AD in accordance with section
43.9 of the Federal Aviation Regulations (14
CFR 43.9).
(i) ‘‘Limit the maximum indicated airspeed
to maneuvering airspeed (Va) as shown in the
appropriate airplane flight manual (AFM)’’;
and
(ii) ‘‘The minimum crew required is two
pilots.’’
Note 1: Fairchild Service Letter 226–SL–
017, Fairchild Service Letter 227–SL–033,
and Fairchild Service Letter CC7–SL–023, all
FAA Approved: August 26, 1998; Revised:
September 2, 1998, address the subject matter
of this AD.
Note 2: The before further flight
compliance time of paragraph (e)(1) of this
AD is retained from AD 98–19–15 R1.
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43141
Note 3: Installation of any FAA-approved
pitch trim actuator other than the BarberColeman P/N 27–19008–001, P/N 27–19008–
002, P/N 27–19008–004, or P/N 27–19008–
005 terminates the requirements of paragraph
(e)(1) of this AD.
(2) For all airplanes: Do the following
actions at the times specified in the initial
inspection or overhaul column and the
repetitive inspection or overhaul column in
table 1 of this AD:
(i) For airplanes equipped with a
Simmonds-Precision pitch trim actuator P/N
DL5040M5, P/N DL5040M6, or P/N
DL5040M8: Measure the freeplay of the pitch
trim actuator and inspect the pitch trim
actuator for rod slippage using the
INSTRUCTIONS section of Fairchild Aircraft
SA226 Series Service Letter (SL) 226–SL–005
or Fairchild Aircraft SA227 Series SL 227–
SL–011, both Revised: August 3, 1999; or
Fairchild Aircraft SA227 Series Service
Letter CC7–SL–028, Issued: August 12, 1999,
as applicable.
(ii) For airplanes equipped with BarberColman pitch trim actuators P/N 27–19008–
001, P/N 27–19008–002, P/N 27–19008–004,
or P/N 27–19008–005: Do a functional
inspection of the pitch trim actuator using
the INSTRUCTIONS section of Fairchild
Aircraft SA226 Series SL 226–SL–014,
Fairchild Aircraft SA227 Series SL 227–SL–
031, or Fairchild Aircraft SA227 Series SL
CC7–SL–021; all Revised: February 1, 1999;
as applicable.
Note 4: The actions in paragraphs (e)(2)(i)
and (e)(2)(ii) of this AD are the same as the
actions in AD 2000–03–17. The only
difference between this AD and AD 2000–03–
17 is the addition of life limits to BarberColeman pitch trim actuators P/N 27–19008–
001, P/N 27–19008–002, P/N 27–19008–004,
or P/N 27–19008–005.
(iii) For airplanes equipped with BarberColman pitch trim actuators P/N 27–19008–
006 or P/N 27–19008–007: Overhaul the pitch
trim actuator following the applicable
maintenance manual.
(3) For all airplanes: Before further flight,
replace the pitch trim actuator following the
applicable maintenance manual when any of
the following occurs:
(i) The pitch trim actuator is inspected
following paragraphs (e)(2)(i) and (e)(2)(ii) of
this AD and the freeplay limitations are
exceeded, rod slippage is found, or a
ratcheting sound occurs, as specified in the
applicable service letters; or
(ii) The installed pitch trim actuator
reaches its repetitive replacement time as
specified in table 1 in paragraph (e)(4) of this
AD.
(4) Table 1 below presents the pitch trim
actuators that could be installed and the
compliance times for the initial inspections
or overhaul, repetitive inspections or
overhaul, and repetitive replacements
required by this AD:
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TABLE 1.—INSPECTION/OVERHAUL AND REPLACEMENT REQUIREMENTS FOR PITCH TRIM ACTUATORS
Initial inspection or overhaul
Repetitive inspection or overhaul
Repetitive replacement
(i) For all affected airplane models
(except for the Models SA227–
CC and SA227–DC) that have
an original Simmonds-Precision
pitch
trim
actuator,
P/N
DL5040M5, installed.
Inspect
following
paragraph
(e)(2)(i) of this AD before accumulating 3,000 hours time-inservice (TIS) on the pitch trim
actuator or within 50 hours TIS
after April 17, 1995 (the effective date of AD 93–15–02 R1),
whichever occurs later.
Inspect
following
paragraph
(e)(2)(i) of this AD before accumulating 250 hours TIS after
the initial inspection and repetitively thereafter at intervals not
to exceed 250 hours TIS until
accumulating the hours TIS
specified in paragraph (e)(4)(i)
Repetitive Replacement column
of this AD.
(ii) For all affected airplane models
(except for the Models SA227–
CC and SA227–DC) that have a
replacement
Simmonds-Precision pitch trim actuator, P/N
DL5040M5, installed.
Inspect
following
paragraph
(e)(2)(i) of this AD before accumulating 5,000 hours TIS on
the pitch trim actuator or within
50 hours TIS after April 17,
1995 (the effective date of AD
93–15–02 R1), whichever occurs later.
Inspect
following
paragraph
(e)(2)(i) of this AD before accumulating 300 hours TIS after
the initial inspection and repetitively thereafter at intervals not
to exceed 300 hours TIS until
accumulating the hours TIS
specified in paragraph (e)(4)(ii)
Repetitive Replacement column
of this AD.
(iii) For all affected airplane models (except for the Models
SA227–CC and SA227–DC) that
have a replacement SimmondsPrecision pitch trim actuator, P/N
DL5040M6, installed. This part
can be new, modified from a P/
N DL5040M5 pitch trim actuator,
or overhauled and zero-timed.
Inspect
following
paragraph
(e)(2)(i) of this AD before accumulating 7,500 hours TIS on
the pitch trim actuator or within
50 hours TIS after April 17,
1995 (the effective date of AD
93–15–02 R1), whichever occurs later.
Inspect
following
paragraph
(e)(2)(i) of this AD before accumulating 300 hours TIS after
the initial inspection and repetitively thereafter at intervals not
to exceed 300 hours TIS until
accumulating the hours TIS
specified in paragraph (e)(4)(iii)
Repetitive Replacement column
of this AD.
(iv) For all affected airplane models (except for the Models
SA227–CC and SA227–DC) that
have a replacement SimmondsPrecision pitch trim actuator, P/N
DL5040M5, installed that was
overhauled
and
zero-timed
where both nut assemblies, P/N
AA56142, were replaced with
new assemblies during overhaul.
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Condition
Inspect
following
paragraph
(e)(2)(i) of this AD before accumulating 5,000 hours TIS on
the pitch trim actuator or within
50 hours TIS after April 17,
1995 (the effective date of AD
93–15–02 R1), whichever occurs later.
Inspect
following
paragraph
(e)(2)(i) of this AD before accumulating 300 hours TIS after
the initial inspection and repetitively thereafter at intervals not
to exceed 300 hours TIS until
accumulating the hours TIS
specified in paragraph (e)(4)(iv)
Repetitive Replacement column
of this AD.
Replace the pitch trim actuator
with a Simmonds-Precision P/N
DL5040M6,
Simmonds-Precision P/N DL5040M8, BarberColeman P/N 27–19008–006,
Barber-Coleman
P/N
27–
19008–007, or an FAA-approved equivalent pitch trim actuator
before
accumulating
5,000 hours TIS on the pitch
trim actuator, 500 hours TIS
after the initial inspection, or
within 30 days after September
7, 2007 (the effective date of
this AD), whichever occurs
later.
Replace the pitch trim actuator
with a Simmonds-Precision P/N
DL5040M6,
Simmonds-Precision P/N DL5040M8, BarberColeman P/N 27–19008–006,
Barber-Coleman
P/N
27–
19008–007, or an FAA-approved equivalent pitch trim actuator
before
accumulating
6,500 hours TIS on the pitch
trim actuator or within 30 days
after September 7, 2007 (the
effective date of this AD),
whichever occurs later.
Replace the pitch trim actuator
with a Simmonds-Precision P/N
DL5040M6,
Simmonds-Precision P/N DL5040M8, BarberColeman P/N 27–19008–006,
Barber-Coleman
P/N
27–
19008–007, or an FAA-approved equivalent pitch trim actuator
before
accumulating
9,900 hours TIS on the pitch
trim actuator or within 30 days
after September 7, 2007 (the
effective date of this AD),
whichever occurs later.
Replace the pitch trim actuator
with a Simmonds-Precision P/N
DL5040M6,
Simmonds-Precision P/N DL5040M8, BarberColeman P/N 27–19008–006,
Barber-Coleman
P/N
27–
19008–007, or an FAA-approved equivalent pitch trim actuator
before
accumulating
6,500 hours TIS on the pitch
trim actuator or within 30 days
after September 7, 2007 (the
effective date of this AD),
whichever occurs later.
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43143
TABLE 1.—INSPECTION/OVERHAUL AND REPLACEMENT REQUIREMENTS FOR PITCH TRIM ACTUATORS—Continued
Initial inspection or overhaul
Repetitive inspection or overhaul
Repetitive replacement
(v) For all affected airplane models
(except for the Models SA227–
CC and SA227–DC) that have a
replacement
Simmonds-Precision P/N DL5040M5 pitch trim
actuator installed that was overhauled and zero-timed where
both
nut
assemblies,
P/N
AA56142, were not replaced
with new assemblies during
overhaul.
Inspect
following
paragraph
(e)(2)(i) of this AD before accumulating 3,000 hours TIS on
the pitch trim actuator or within
50 hours TIS after April 17,
1995 (the effective date of AD
93–15–02 R1), whichever occurs later.
Inspect
following
paragraph
(e)(2)(i) of this AD before accumulating 250 hours TIS after
the initial inspection and repetitively thereafter at intervals not
to exceed 250 hours TIS until
accumulating the hours TIS
specified in paragraph (e)(4)(v)
Repetitive Replacement column
of this AD.
(vi) For all affected airplane models (except for the Models
SA227–CC and SA227–DC) that
have a newly fabricated or overhauled and zero-timed BarberColman pitch trim actuator, P/N
27–19008–001, P/N 27–19008–
002, P/N 27–19008–004, or P/N
27–19008–005.
Inspect
following
paragraph
(e)(2)(ii) of this AD before accumulating 500 hours total TIS on
the pitch trim actuator or within
50 hours TIS after December 1,
1997 (the effective date of AD
97–23–01), whichever occurs
later.
Inspect
following
paragraph
(e)(2)(ii) of this AD before accumulating 300 hours TIS after
the initial inspection and repetitively thereafter at intervals not
to exceed 300 hours TIS until
accumulating the hours TIS
specified in paragraph (e)(4)(vi)
Repetitive Replacement column
of this AD.
(vii) For the Models SA227–CC
and SA227–DC that have a
Simmonds-Precision pitch trim
actuator P/N DL5040M5 or P/N
DL5040M6 installed.
None .............................................
None .............................................
(viii) For the Models SA227–CC
and SA227–DC that have a
newly fabricated or overhauled
and zero-timed Barber-Colman
pitch trim actuator, P/N 27–
19008–001, P/N 27–19008–002,
P/N 27–19008–004, or P/N 27–
19008–005.
Inspect
following
paragraph
(e)(2)(ii) of this AD before accumulating 500 hours total TIS on
the pitch trim actuator or within
50 hours TIS after December 1,
1997 (the effective date of AD
97–23–01), whichever occurs
later.
Inspect
following
paragraph
(e)(2)(ii) of this AD before accumulating 300 hours TIS after
the initial inspection and repetitively thereafter at intervals not
to exceed 300 hours TIS until
accumulating the hours TIS
specified
in
paragraph
(e)(4)(viii) Repetitive Replacement column of this AD.
(ix) For all affected airplanes with
a Simmonds-Precision pitch trim
actuator, P/N DL5040M8, installed.
rmajette on PROD1PC64 with RULES
Condition
Inspect
following
paragraph
(e)(2)(i) of this AD before accumulating 7,500 hours TIS on
the pitch trim actuator or within
the next 50 hours TIS after
April 10, 2000 (the effective
date of AD 2000–03–17),
whichever occurs later.
Inspect
following
paragraph
(e)(2)(i) of this AD before accumulating 300 hours TIS after
the initial inspection and repetitively thereafter at intervals not
to exceed 300 hours TIS until
accumulating the hours TIS
specified in paragraph (e)(4)(ix)
Repetitive Replacement column
of this AD.
(x) For all affected airplanes with a
Barber-Colman P/N 27–19008–
006 or 27–19008–007 pitch trim
actuator installed.
Overhaul following paragraph
(e)(2)(iii) of this AD before accumulating 2,000 hours TIS on
the pitch trim actuator.
Overhaul following paragraph
(e)(2)(iii) of this AD before accumulating 2,000 hours TIS on
the pitch trim actuator.
Replace the pitch trim actuator
with a Simmonds-Precision P/N
DL5040M6,
Simmonds-Precision P/N DL5040M8, BarberColeman P/N 27–19008–006,
Barber-Coleman
P/N
27–
19008–007, or an FAA-approved equivalent pitch trim actuator
before
accumulating
5,000 hours TIS on the pitch
trim actuator or within 30 days
after September 7, 2007 (the
effective date of this AD),
whichever occurs later.
Replace the pitch trim actuator
with a Simmonds-Precision P/N
DL5040M6,
Simmonds-Precision P/N DL5040M8, BarberColeman P/N 27–19008–006,
Barber-Coleman
P/N
27–
19008–007, or an FAA-approved equivalent pitch trim actuator
before
accumulating
5,000 hours TIS on the pitch
trim actuator or within 30 days
after September 7, 2007 (the
effective date of this AD),
whichever occurs later.
Replace the pitch trim actuator
with a Simmonds-Precision P/N
DL5040M8, Barber-Coleman P/
N 27–19008–006 or P/N 27–
19008–007, or an FAA-approved equivalent pitch trim actuator
before
accumulating
1,500 hours TIS on the pitch
trim actuator or within 30 days
after September 7, 2007 (the
effective date of this AD),
whichever occurs later.
Replace the pitch trim actuator
with a Simmonds-Precision P/N
DL5040M8, Barber-Coleman P/
N 27–19008–006, Barber-Coleman P/N 27–19008–007, or an
FAA-approved equivalent pitch
trim actuator before accumulating 5,000 hours TIS on the
pitch trim actuator or within 30
days after September 7, 2007
(the effective date of this AD),
whichever occurs later.
Replace the pitch trim actuator
with a Simmonds-Precision P/N
DL5040M8, Barber-Coleman P/
N 27–19008–006 or P/N 27–
19008–007, or an FAA-approved equivalent pitch trim actuator
before
accumulating
9,900 hours TIS on the pitch
trim actuator or within 30 days
after September 7, 2007 (the
effective date of this AD),
whichever occurs later.
No replacement requirements.
VerDate Aug<31>2005
15:45 Aug 02, 2007
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43144
Federal Register / Vol. 72, No. 149 / Friday, August 3, 2007 / Rules and Regulations
(5) For all airplane models except Models
SA227–CC and SA227–DC: As of September
7, 2007 (the effective date of this AD), do not
install as a replacement any of the following
pitch trim actuators or FAA-approved
equivalent P/Ns:
(i) Barber-Colman P/N 27–19008–001;
(ii) Barber-Colman P/N 27–19008–002;
(iii) Barber-Colman P/N 27–19008–004;
(iv) Barber-Colman P/N 27–19008–005; or
(v) Simmonds-Precision P/N DL5040M5.
(6) For all airplane Models SA227–CC and
SA227–DC: As of September 7, 2007 (the
effective date of this AD), do not install as
a replacement any of the following pitch trim
actuators or FAA-approved equivalent P/Ns:
(i) Barber-Colman P/N 27–19008–001;
(ii) Barber-Colman P/N 27–19008–002;
(iii) Barber-Colman P/N 27–19008–004;
(iv) Barber-Colman P/N 27–19008–005;
(v) Simmonds-Precision P/N DL5040M5; or
(vi) Simmonds-Precision P/N DL5040M6.
Alternative Methods of Compliance
(AMOCs)
(f) The Manager, Fort Worth Airplane
Certification Office (ACO), FAA, ATTN:
Werner Koch, Aerospace Engineer, 2601
Meacham Blvd., Fort Worth, Texas 76137–
4298, has the authority to approve AMOCs
for this AD, if requested using the procedures
found in 14 CFR 39.19. Before using any
approved AMOC on any airplane to which
the AMOC applies, notify your appropriate
principal inspector (PI) in the FAA Flight
Standards District Office (FSDO), or lacking
a PI, your local FSDO.
Material Incorporated by Reference
(g) You must use the service information
specified in table 2 of this AD to do the
actions required by this AD, unless the AD
specifies otherwise.
(1) On April 10, 2000 (65 FR 8037,
February 17, 2000) the Director of the Federal
Register approved the incorporation by
reference of the service information listed in
table 2 of this AD under 5 U.S.C. 552(a) and
1 CFR part 51.
(2) For service information identified in
this AD, contact M7 Aerospace LP, 10823 N.
E. Entrance, San Antonio, Texas 78216.
(3) You may review copies at the FAA,
Central Region, Office of the Regional
Counsel, 901 Locust, Kansas City, Missouri
64106; 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: https://www.archives.gov/federal_register/
code_of_federal_regulations/
ibr_locations.html.
TABLE 2.—MATERIAL INCORPORATED BY REFERENCE
Service Letter (SL)
Fairchild
Fairchild
Fairchild
Fairchild
Fairchild
Fairchild
Aircraft
Aircraft
Aircraft
Aircraft
Aircraft
Aircraft
SA226
SA227
SA227
SA226
SA227
SA227
Series
Series
Series
Series
Series
Series
SL
SL
SL
SL
SL
SL
226–SL–005 ..................................................................................................
227–SL–011 ..................................................................................................
CC7–SL–028 .................................................................................................
226–SL–014 ..................................................................................................
227–SL–031 ..................................................................................................
CC7–SL–021 .................................................................................................
Issued in Kansas City, Missouri, on July 27,
2007.
James E. Jackson,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E7–15018 Filed 8–2–07; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF HEALTH AND
HUMAN SERVICES
Food and Drug Administration
21 CFR Part 878
[Docket No. 2007N–0267]
Medical Devices; General and Plastic
Surgery Devices; Classification of
Absorbable Poly(hydroxybutyrate)
Surgical Suture Produced by
Recombinant DNA Technology
AGENCY:
Food and Drug Administration,
HHS.
rmajette on PROD1PC64 with RULES
ACTION:
Final rule.
SUMMARY: The Food and Drug
Administration (FDA) is classifying the
absorbable poly(hydroxybutyrate)
surgical suture produced by
recombinant deoxyribonucleic acid
(DNA) technology into class II (special
controls). The special control that will
apply to the device is the guidance
document entitled ‘‘Class II Special
Controls Guidance Document:
VerDate Aug<31>2005
15:45 Aug 02, 2007
Date
Jkt 211001
Absorbable Poly(hydroxybutyrate)
Surgical Suture Produced by
Recombinant DNA Technology.’’ The
agency is classifying these devices into
class II (special controls) in order to
provide a reasonable assurance of safety
and effectiveness of these devices.
Elsewhere in this issue of the Federal
Register, FDA is announcing the
availability of the guidance document
that will serve as the special control for
this device.
DATES: This rule is effective September
4, 2007. The classification was effective
February 8, 2007.
FOR FURTHER INFORMATION CONTACT:
Nada O. Hanafi, Center for Devices and
Radiological Health (HFZ–410), Food
and Drug Administration, 9200
Corporate Blvd., Rockville, MD 20850,
240–276–3555.
SUPPLEMENTARY INFORMATION:
I. What is the Background of this
Rulemaking?
In accordance with section 513(f)(1) of
the Federal Food, Drug, and Cosmetic
Act (the act) (21 U.S.C. 360c(f)(1)),
devices that were not in commercial
distribution before May 28, 1976, the
date of enactment of the Medical Device
Amendments of 1976 (the amendments),
generally referred to as postamendments
devices, are classified automatically by
statute into class III without any FDA
rulemaking process. These devices
remain in class III and require
PO 00000
Frm 00014
Fmt 4700
Sfmt 4700
Revised: August 3, 1999.
Revised: August 3, 1999.
Issued: August 12, 1999.
Revised: February 1, 1999.
Revised: February 1, 1999.
Revised: February 1, 1999.
premarket approval, unless the device is
classified or reclassified into class I or
class II, or FDA issues an order finding
the device to be substantially
equivalent, in accordance with section
513(i) of the act, to a predicate device
that does not require premarket
approval. The agency determines
whether new devices are substantially
equivalent to predicate devices by
means of premarket notification
procedures in section 510(k) of the act
(21 U.S.C. 360(k)) and part 807 (21 CFR
part 807) of FDA’s regulations.
Section 513(f)(2) of the act provides
that any person who submits a
premarket notification under section
510(k) of the act for a device that has not
previously been classified may, within
30 days after receiving an order
classifying the device in class III under
section 513(f)(1) of the act, request FDA
to classify the device under the criteria
set forth in section 513(a)(1) of the act.
FDA shall, within 60 days of receiving
such a request, classify the device by
written order. This classification shall
be the initial classification of the device
type. Within 30 days after the issuance
of an order classifying the device, FDA
will publish a notice in the Federal
Register announcing such classification
(section 513(f)(2) of the act).
In accordance with section 513(f)(1) of
the act, FDA issued an order on
November 7, 2005, classifying the
absorbable poly(hydroxybutyrate)
E:\FR\FM\03AUR1.SGM
03AUR1
]]>Agencies
[Federal Register Volume 72, Number 149 (Friday, August 3, 2007)]
[Rules and Regulations]
[Pages 43139-43144]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E7-15018]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2006-25927; Directorate Identifier 2006-CE-52-AD;
Amendment 39-15142; AD 2007-16-03]
RIN 2120-AA64
Airworthiness Directives; M7 Aerospace LP SA226 and SA227 Series
Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are adopting a new airworthiness directive (AD) to
supersede AD 98-19-15 R1 and AD 2000-03-17, which apply to M7 Aerospace
LP SA226 and SA227 series airplanes equipped with certain pitch trim
actuators. AD 98-19-15 R1 currently requires you to incorporate changes
into the Limitations Section of the FAA-approved airplane flight manual
(AFM) if certain part number (P/N) pitch trim actuators are installed.
AD 2000-03-17 requires repetitive inspections and repetitive
replacements of the pitch trim actuator. The repetitive inspection and
repetitive replacement times vary depending on the combination of
airplane model and pitch trim actuator P/N installed. Since we issued
AD 98-19-15 R1 and AD 2000-03-17, we have determined that reliance on
critical repetitive inspections on aging commuter-class airplanes
carries an unnecessary safety risk when a design change exists that
could eliminate or, in certain instances, reduce the number of those
critical inspections. Consequently, this AD retains all of the actions
of the previously referenced ADs, places life limits on certain P/N
pitch trim actuators, and requires the replacement of certain P/N pitch
trim actuators with one of an improved design. Once installed, the
improved design pitch trim actuator will terminate the AFM limitations
in this AD and reduce the repetitive inspection and repetitive
replacement requirements. We are issuing this AD to detect excessive
freeplay or rod slippage in the pitch trim actuator, which, if not
detected and corrected, could result in pitch trim actuator failure. We
are also issuing this AD to lessen the severity of pitch upset if a
pitch trim actuator mechanical failure occurs. These conditions could
lead to possible loss of control.
DATES: This AD becomes effective on September 7, 2007.
[[Page 43140]]
As of April 10, 2000 (65 FR 8037, February 17, 2000), the Director
of the Federal Register approved the incorporation by reference of the
following Fairchild Aircraft service information listed in this AD:
Fairchild Aircraft SA226 Series Service letter (SL) 226-
SL-005, Revised: August 3, 1999;
Fairchild Aircraft SA227 Series SL 227-SL-011, Revised
August 3, 1999;
Fairchild Aircraft SA227 Series SL CC7-SL-028, Issued:
August 12, 1999;
Fairchild Aircraft SA226 Series SL 226-SL-014, Revised:
February 1, 1999;
Fairchild Aircraft SA227 Series SL 227-SL-031, Revised:
February 1, 1999; and
Fairchild Aircraft SA227 Series SL CC7-SL-021, Revised:
February 1, 1999.
ADDRESSES: For service information identified in this AD, contact M7
Aerospace LP, 10823 N.E. Entrance, San Antonio, Texas 78216.
To view the AD docket, go to U.S. Department of Transportation,
Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200
New Jersey Avenue, SE., Washington, DC 20590, or on the Internet at
https://dms.dot.gov. The docket number is FAA-2006-25927; Directorate
Identifier 2006-CE-52-AD.
FOR FURTHER INFORMATION CONTACT: Werner Koch, Aerospace Engineer, 2601
Meacham Blvd, Fort Worth, Texas 76137-4298; telephone: (817) 222-5133;
fax: (817) 222-5960.
SUPPLEMENTARY INFORMATION:
Discussion
On April 20, 2007, 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 M7 Aerospace LP SA226 and SA227 series airplanes
equipped with certain pitch trim actuators. This proposal was published
in the Federal Register as a notice of proposed rulemaking (NPRM) on
April 30, 2007 (72 FR 21171). The NPRM proposed to supersede AD 98-19-
15 R1 and AD 2000-03-17 with a new AD that would retain all of the
actions of the previously referenced ADs but limit the part numbers of
the pitch trim actuators that can be used for replacement. The NPRM
also proposed placing a life limit on Barber-Coleman pitch trim
actuators P/N 27-19008-001, P/N 27-19008-002, P/N 27-19008-004, and P/N
27-19008-005. The NPRM proposed to require you to use the service
information described previously to perform these actions.
Comments
We provided the public the opportunity to participate in developing
this AD. We received no comments on the proposal or on the
determination of the cost to the public.
Conclusion
We have carefully reviewed the available data and determined that
air safety and the public interest require adopting the AD as proposed
except for minor editorial corrections. We have determined that these
minor corrections:
Are consistent with 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.
Costs of Compliance
We estimate that this AD affects 307 airplanes in the U.S.
registry.
This AD requires pitch trim actuators to have a combination of
inspections, overhaul, and/or replacement. We have presented the fleet
cost as the lowest cost based on all airplanes needing the inspection
and the highest cost based on all airplanes needing the overhaul. The
actual fleet cost will be somewhere between the lowest and highest
fleet cost presented. We have no way of determining the number of
airplanes needing replacement. (See below for airplane replacement
cost.)
We estimate the following costs to do the inspection or overhaul:
----------------------------------------------------------------------------------------------------------------
Total cost per Total cost on
Labor cost Parts cost airplane U.S. operators
----------------------------------------------------------------------------------------------------------------
For inspection: 4 work-hours x $80 per hour None............................... $320 $98,240
= $320.
For overhaul: 4 work-hours x $80 per hour = $9,000............................. 9,320 2,861,240
$320.
----------------------------------------------------------------------------------------------------------------
We estimate the following costs to do any necessary replacements
that are required through the actions of this AD. We have no way of
determining the number of airplanes that may need this replacement:
------------------------------------------------------------------------
Total cost
Labor cost Parts cost per airplane
------------------------------------------------------------------------
4 work-hours x $80 per hour = $320.......... $64,000 $64,320
------------------------------------------------------------------------
The replacement estimate is based on replacing the pitch trim
actuator with a new Simmonds-Precision P/N DL5040M8 pitch trim
actuator. If the pitch trim actuator is replaced with a different P/N
FAA-approved pitch trim actuator or a zero-timed FAA-approved pitch
trim actuator the cost to the owner/operator could be less.
The estimated costs represented in the above actions include the
costs associated with AD 98-19-15 R1, AD 2000-03-17, and the costs of
this AD. The added cost impact this AD imposes upon an owner/operator
over that already required by AD 98-19-15 R1 and AD 2000-03-17 is the
eventual replacement of the pitch trim actuator if the airplane
currently has installed a Barber-Coleman pitch trim actuator P/N 27-
19008-001, P/N 27-19008-002, P/N 27-19008-004, or P/N 27-19008-005.
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 AD.
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;
[[Page 43141]]
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
other information as included in the Regulatory Evaluation) and placed
it in the AD Docket. You may get a copy of this summary by sending a
request to us at the address listed under ADDRESSES. Include ``Docket
No. FAA-2006-25927; Directorate Identifier 2006-CE-52-AD'' in your
request.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
Adoption of the Amendment
0
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
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 Airworthiness Directive (AD)
98-19-15 R1, Amendment 39-11507 (65 FR 1540, January 11, 2000), and AD
2000-03-17, Amendment 39-11576 (65 FR 8037, February 17, 2000); and by
adding the following new AD:
2007-16-03 M7 Aerospace LP (Type Certificate No. A5SW, A8SW, and
A18SW formerly held by Fairchild Aircraft Incorporated): Amendment
39-15142; Docket No. FAA-2006-25927; Directorate Identifier 2007-CE-
52-AD.
Effective Date
(a) This AD becomes effective on September 7, 2007.
Affected ADs
(b) This AD supersedes the following ADs:
(1) AD 98-19-15 R1, Amendment 39-11507; and
(2) AD 2000-03-17, Amendment 39-11576.
Applicability
(c) This AD applies to all Models SA226-AT, SA226-T, SA226-T(B),
SA226-TC, SA227-AC (C-26A), SA227-AT, SA227-BC (C-26A), SA227-CC,
SA227-DC (C-26B), SA227-PC, and SA227-TT airplanes, all serial
numbers, that:
(1) are certificated in any category; and
(2) are equipped with pitch trim actuator Barber-Coleman part
number (P/N) 27-19008-001, Barber-Coleman P/N 27-19008-002, Barber-
Coleman P/N 27-19008-004, Barber-Coleman P/N 27-19008-005, Barber-
Coleman P/N 27-19008-006, Barber-Coleman P/N 27-19008-007, Simmonds-
Precision P/N DL5040M5, Simmonds-Precision P/N DL5040M6, or
Simmonds-Precision P/N DL5040M8.
Unsafe Condition
(d) This AD results from reports of mechanical failure of the
pitch trim actuator causing the horizontal stabilizer to move to
full aircraft nose up. We are issuing this AD to detect excessive
freeplay or rod slippage in the pitch trim actuator, which, if not
detected and corrected, could result in pitch trim actuator failure.
We are also issuing to lessen the severity of pitch upset if a pitch
trim actuator mechanical failure occurs. These conditions could lead
to possible loss of control. In addition, we are issuing to
eliminate the use of certain pitch trim actuators that require
frequent critical inspections or replacements.
Compliance
(e) To address this problem, you must do the following, unless
already done:
(1) For airplanes with a Barber-Coleman pitch trim actuator P/N
27-19008-001, P/N 27-19008-002, P/N 27-19008-004, or P/N 27-19008-
005: Before further flight after September 25, 1998 (the effective
date of AD 98-19-15), incorporate the text in paragraphs (e)(1)(i)
and (e)(1)(ii) of this AD into the Limitations Section of the FAA-
approved airplane flight manual (AFM). The owner/operator holding at
least a private pilot certificate as authorized by section 43.7 of
the Federal Aviation Regulations (14 CFR 43.7) may insert the
information specified in paragraphs (e)(1)(i) and (e)(1)(ii) of this
AD into the AFM Limitations Section. This may be done by inserting a
copy of this AD into the AFM. Make an entry into the aircraft
records showing compliance with this portion of the AD in accordance
with section 43.9 of the Federal Aviation Regulations (14 CFR 43.9).
(i) ``Limit the maximum indicated airspeed to maneuvering
airspeed (Va) as shown in the appropriate airplane flight manual
(AFM)''; and
(ii) ``The minimum crew required is two pilots.''
Note 1: Fairchild Service Letter 226-SL-017, Fairchild Service
Letter 227-SL-033, and Fairchild Service Letter CC7-SL-023, all FAA
Approved: August 26, 1998; Revised: September 2, 1998, address the
subject matter of this AD.
Note 2: The before further flight compliance time of paragraph
(e)(1) of this AD is retained from AD 98-19-15 R1.
Note 3: Installation of any FAA-approved pitch trim actuator
other than the Barber-Coleman P/N 27-19008-001, P/N 27-19008-002, P/
N 27-19008-004, or P/N 27-19008-005 terminates the requirements of
paragraph (e)(1) of this AD.
(2) For all airplanes: Do the following actions at the times
specified in the initial inspection or overhaul column and the
repetitive inspection or overhaul column in table 1 of this AD:
(i) For airplanes equipped with a Simmonds-Precision pitch trim
actuator P/N DL5040M5, P/N DL5040M6, or P/N DL5040M8: Measure the
freeplay of the pitch trim actuator and inspect the pitch trim
actuator for rod slippage using the INSTRUCTIONS section of
Fairchild Aircraft SA226 Series Service Letter (SL) 226-SL-005 or
Fairchild Aircraft SA227 Series SL 227-SL-011, both Revised: August
3, 1999; or Fairchild Aircraft SA227 Series Service Letter CC7-SL-
028, Issued: August 12, 1999, as applicable.
(ii) For airplanes equipped with Barber-Colman pitch trim
actuators P/N 27-19008-001, P/N 27-19008-002, P/N 27-19008-004, or
P/N 27-19008-005: Do a functional inspection of the pitch trim
actuator using the INSTRUCTIONS section of Fairchild Aircraft SA226
Series SL 226-SL-014, Fairchild Aircraft SA227 Series SL 227-SL-031,
or Fairchild Aircraft SA227 Series SL CC7-SL-021; all Revised:
February 1, 1999; as applicable.
Note 4: The actions in paragraphs (e)(2)(i) and (e)(2)(ii) of
this AD are the same as the actions in AD 2000-03-17. The only
difference between this AD and AD 2000-03-17 is the addition of life
limits to Barber-Coleman pitch trim actuators P/N 27-19008-001, P/N
27-19008-002, P/N 27-19008-004, or P/N 27-19008-005.
(iii) For airplanes equipped with Barber-Colman pitch trim
actuators P/N 27-19008-006 or P/N 27-19008-007: Overhaul the pitch
trim actuator following the applicable maintenance manual.
(3) For all airplanes: Before further flight, replace the pitch
trim actuator following the applicable maintenance manual when any
of the following occurs:
(i) The pitch trim actuator is inspected following paragraphs
(e)(2)(i) and (e)(2)(ii) of this AD and the freeplay limitations are
exceeded, rod slippage is found, or a ratcheting sound occurs, as
specified in the applicable service letters; or
(ii) The installed pitch trim actuator reaches its repetitive
replacement time as specified in table 1 in paragraph (e)(4) of this
AD.
(4) Table 1 below presents the pitch trim actuators that could
be installed and the compliance times for the initial inspections or
overhaul, repetitive inspections or overhaul, and repetitive
replacements required by this AD:
[[Page 43142]]
Table 1.--Inspection/Overhaul and Replacement Requirements for Pitch Trim Actuators
----------------------------------------------------------------------------------------------------------------
Initial inspection or Repetitive inspection
Condition overhaul or overhaul Repetitive replacement
----------------------------------------------------------------------------------------------------------------
(i) For all affected airplane models Inspect following Inspect following Replace the pitch trim
(except for the Models SA227-CC and paragraph (e)(2)(i) of paragraph (e)(2)(i) of actuator with a
SA227-DC) that have an original this AD before this AD before Simmonds-Precision P/N
Simmonds-Precision pitch trim accumulating 3,000 accumulating 250 hours DL5040M6, Simmonds-
actuator, P/N DL5040M5, installed. hours time-in-service TIS after the initial Precision P/N
(TIS) on the pitch inspection and DL5040M8, Barber-
trim actuator or repetitively Coleman P/N 27-19008-
within 50 hours TIS thereafter at 006, Barber-Coleman P/
after April 17, 1995 intervals not to N 27-19008-007, or an
(the effective date of exceed 250 hours TIS FAA-approved
AD 93-15-02 R1), until accumulating the equivalent pitch trim
whichever occurs later. hours TIS specified in actuator before
paragraph (e)(4)(i) accumulating 5,000
Repetitive Replacement hours TIS on the pitch
column of this AD. trim actuator, 500
hours TIS after the
initial inspection, or
within 30 days after
September 7, 2007 (the
effective date of this
AD), whichever occurs
later.
(ii) For all affected airplane models Inspect following Inspect following Replace the pitch trim
(except for the Models SA227-CC and paragraph (e)(2)(i) of paragraph (e)(2)(i) of actuator with a
SA227-DC) that have a replacement this AD before this AD before Simmonds-Precision P/N
Simmonds-Precision pitch trim accumulating 5,000 accumulating 300 hours DL5040M6, Simmonds-
actuator, P/N DL5040M5, installed. hours TIS on the pitch TIS after the initial Precision P/N
trim actuator or inspection and DL5040M8, Barber-
within 50 hours TIS repetitively Coleman P/N 27-19008-
after April 17, 1995 thereafter at 006, Barber-Coleman P/
(the effective date of intervals not to N 27-19008-007, or an
AD 93-15-02 R1), exceed 300 hours TIS FAA-approved
whichever occurs later. until accumulating the equivalent pitch trim
hours TIS specified in actuator before
paragraph (e)(4)(ii) accumulating 6,500
Repetitive Replacement hours TIS on the pitch
column of this AD. trim actuator or
within 30 days after
September 7, 2007 (the
effective date of this
AD), whichever occurs
later.
(iii) For all affected airplane Inspect following Inspect following Replace the pitch trim
models (except for the Models SA227- paragraph (e)(2)(i) of paragraph (e)(2)(i) of actuator with a
CC and SA227-DC) that have a this AD before this AD before Simmonds-Precision P/N
replacement Simmonds-Precision pitch accumulating 7,500 accumulating 300 hours DL5040M6, Simmonds-
trim actuator, P/N DL5040M6, hours TIS on the pitch TIS after the initial Precision P/N
installed. This part can be new, trim actuator or inspection and DL5040M8, Barber-
modified from a P/N DL5040M5 pitch within 50 hours TIS repetitively Coleman P/N 27-19008-
trim actuator, or overhauled and after April 17, 1995 thereafter at 006, Barber-Coleman P/
zero-timed. (the effective date of intervals not to N 27-19008-007, or an
AD 93-15-02 R1), exceed 300 hours TIS FAA-approved
whichever occurs later. until accumulating the equivalent pitch trim
hours TIS specified in actuator before
paragraph (e)(4)(iii) accumulating 9,900
Repetitive Replacement hours TIS on the pitch
column of this AD. trim actuator or
within 30 days after
September 7, 2007 (the
effective date of this
AD), whichever occurs
later.
(iv) For all affected airplane models Inspect following Inspect following Replace the pitch trim
(except for the Models SA227-CC and paragraph (e)(2)(i) of paragraph (e)(2)(i) of actuator with a
SA227-DC) that have a replacement this AD before this AD before Simmonds-Precision P/N
Simmonds-Precision pitch trim accumulating 5,000 accumulating 300 hours DL5040M6, Simmonds-
actuator, P/N DL5040M5, installed hours TIS on the pitch TIS after the initial Precision P/N
that was overhauled and zero-timed trim actuator or inspection and DL5040M8, Barber-
where both nut assemblies, P/N within 50 hours TIS repetitively Coleman P/N 27-19008-
AA56142, were replaced with new after April 17, 1995 thereafter at 006, Barber-Coleman P/
assemblies during overhaul. (the effective date of intervals not to N 27-19008-007, or an
AD 93-15-02 R1), exceed 300 hours TIS FAA-approved
whichever occurs later. until accumulating the equivalent pitch trim
hours TIS specified in actuator before
paragraph (e)(4)(iv) accumulating 6,500
Repetitive Replacement hours TIS on the pitch
column of this AD. trim actuator or
within 30 days after
September 7, 2007 (the
effective date of this
AD), whichever occurs
later.
[[Page 43143]]
(v) For all affected airplane models Inspect following Inspect following Replace the pitch trim
(except for the Models SA227-CC and paragraph (e)(2)(i) of paragraph (e)(2)(i) of actuator with a
SA227-DC) that have a replacement this AD before this AD before Simmonds-Precision P/N
Simmonds-Precision P/N DL5040M5 accumulating 3,000 accumulating 250 hours DL5040M6, Simmonds-
pitch trim actuator installed that hours TIS on the pitch TIS after the initial Precision P/N
was overhauled and zero-timed where trim actuator or inspection and DL5040M8, Barber-
both nut assemblies, P/N AA56142, within 50 hours TIS repetitively Coleman P/N 27-19008-
were not replaced with new after April 17, 1995 thereafter at 006, Barber-Coleman P/
assemblies during overhaul. (the effective date of intervals not to N 27-19008-007, or an
AD 93-15-02 R1), exceed 250 hours TIS FAA-approved
whichever occurs later. until accumulating the equivalent pitch trim
hours TIS specified in actuator before
paragraph (e)(4)(v) accumulating 5,000
Repetitive Replacement hours TIS on the pitch
column of this AD. trim actuator or
within 30 days after
September 7, 2007 (the
effective date of this
AD), whichever occurs
later.
(vi) For all affected airplane models Inspect following Inspect following Replace the pitch trim
(except for the Models SA227-CC and paragraph (e)(2)(ii) paragraph (e)(2)(ii) actuator with a
SA227-DC) that have a newly of this AD before of this AD before Simmonds-Precision P/N
fabricated or overhauled and zero- accumulating 500 hours accumulating 300 hours DL5040M6, Simmonds-
timed Barber-Colman pitch trim total TIS on the pitch TIS after the initial Precision P/N
actuator, P/N 27-19008-001, P/N 27- trim actuator or inspection and DL5040M8, Barber-
19008-002, P/N 27-19008-004, or P/N within 50 hours TIS repetitively Coleman P/N 27-19008-
27-19008-005. after December 1, 1997 thereafter at 006, Barber-Coleman P/
(the effective date of intervals not to N 27-19008-007, or an
AD 97-23-01), exceed 300 hours TIS FAA-approved
whichever occurs later. until accumulating the equivalent pitch trim
hours TIS specified in actuator before
paragraph (e)(4)(vi) accumulating 5,000
Repetitive Replacement hours TIS on the pitch
column of this AD. trim actuator or
within 30 days after
September 7, 2007 (the
effective date of this
AD), whichever occurs
later.
(vii) For the Models SA227-CC and None................... None................... Replace the pitch trim
SA227-DC that have a Simmonds- actuator with a
Precision pitch trim actuator P/N Simmonds-Precision P/N
DL5040M5 or P/N DL5040M6 installed. DL5040M8, Barber-
Coleman P/N 27-19008-
006 or P/N 27-19008-
007, or an FAA-
approved equivalent
pitch trim actuator
before accumulating
1,500 hours TIS on the
pitch trim actuator or
within 30 days after
September 7, 2007 (the
effective date of this
AD), whichever occurs
later.
(viii) For the Models SA227-CC and Inspect following Inspect following Replace the pitch trim
SA227-DC that have a newly paragraph (e)(2)(ii) paragraph (e)(2)(ii) actuator with a
fabricated or overhauled and zero- of this AD before of this AD before Simmonds-Precision P/N
timed Barber-Colman pitch trim accumulating 500 hours accumulating 300 hours DL5040M8, Barber-
actuator, P/N 27-19008-001, P/N 27- total TIS on the pitch TIS after the initial Coleman P/N 27-19008-
19008-002, P/N 27-19008-004, or P/N trim actuator or inspection and 006, Barber-Coleman P/
27-19008-005. within 50 hours TIS repetitively N 27-19008-007, or an
after December 1, 1997 thereafter at FAA-approved
(the effective date of intervals not to equivalent pitch trim
AD 97-23-01), exceed 300 hours TIS actuator before
whichever occurs later. until accumulating the accumulating 5,000
hours TIS specified in hours TIS on the pitch
paragraph (e)(4)(viii) trim actuator or
Repetitive Replacement within 30 days after
column of this AD. September 7, 2007 (the
effective date of this
AD), whichever occurs
later.
(ix) For all affected airplanes with Inspect following Inspect following Replace the pitch trim
a Simmonds-Precision pitch trim paragraph (e)(2)(i) of paragraph (e)(2)(i) of actuator with a
actuator, P/N DL5040M8, installed. this AD before this AD before Simmonds-Precision P/N
accumulating 7,500 accumulating 300 hours DL5040M8, Barber-
hours TIS on the pitch TIS after the initial Coleman P/N 27-19008-
trim actuator or inspection and 006 or P/N 27-19008-
within the next 50 repetitively 007, or an FAA-
hours TIS after April thereafter at approved equivalent
10, 2000 (the intervals not to pitch trim actuator
effective date of AD exceed 300 hours TIS before accumulating
2000-03-17), whichever until accumulating the 9,900 hours TIS on the
occurs later. hours TIS specified in pitch trim actuator or
paragraph (e)(4)(ix) within 30 days after
Repetitive Replacement September 7, 2007 (the
column of this AD. effective date of this
AD), whichever occurs
later.
(x) For all affected airplanes with a Overhaul following Overhaul following No replacement
Barber-Colman P/N 27-19008-006 or 27- paragraph (e)(2)(iii) paragraph (e)(2)(iii) requirements.
19008-007 pitch trim actuator of this AD before of this AD before
installed. accumulating 2,000 accumulating 2,000
hours TIS on the pitch hours TIS on the pitch
trim actuator. trim actuator.
----------------------------------------------------------------------------------------------------------------
[[Page 43144]]
(5) For all airplane models except Models SA227-CC and SA227-DC:
As of September 7, 2007 (the effective date of this AD), do not
install as a replacement any of the following pitch trim actuators
or FAA-approved equivalent P/Ns:
(i) Barber-Colman P/N 27-19008-001;
(ii) Barber-Colman P/N 27-19008-002;
(iii) Barber-Colman P/N 27-19008-004;
(iv) Barber-Colman P/N 27-19008-005; or
(v) Simmonds-Precision P/N DL5040M5.
(6) For all airplane Models SA227-CC and SA227-DC: As of
September 7, 2007 (the effective date of this AD), do not install as
a replacement any of the following pitch trim actuators or FAA-
approved equivalent P/Ns:
(i) Barber-Colman P/N 27-19008-001;
(ii) Barber-Colman P/N 27-19008-002;
(iii) Barber-Colman P/N 27-19008-004;
(iv) Barber-Colman P/N 27-19008-005;
(v) Simmonds-Precision P/N DL5040M5; or
(vi) Simmonds-Precision P/N DL5040M6.
Alternative Methods of Compliance (AMOCs)
(f) The Manager, Fort Worth Airplane Certification Office (ACO),
FAA, ATTN: Werner Koch, Aerospace Engineer, 2601 Meacham Blvd., Fort
Worth, Texas 76137-4298, has the authority to approve AMOCs for this
AD, if requested using the procedures found in 14 CFR 39.19. Before
using any approved AMOC on any airplane to which the AMOC applies,
notify your appropriate principal inspector (PI) in the FAA Flight
Standards District Office (FSDO), or lacking a PI, your local FSDO.
Material Incorporated by Reference
(g) You must use the service information specified in table 2 of
this AD to do the actions required by this AD, unless the AD
specifies otherwise.
(1) On April 10, 2000 (65 FR 8037, February 17, 2000) the
Director of the Federal Register approved the incorporation by
reference of the service information listed in table 2 of this AD
under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) For service information identified in this AD, contact M7
Aerospace LP, 10823 N. E. Entrance, San Antonio, Texas 78216.
(3) You may review copies at the FAA, Central Region, Office of
the Regional Counsel, 901 Locust, Kansas City, Missouri 64106; 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: https://www.archives.gov/federal_register/code_
of_federal_regulations/ibr_locations.html.
Table 2.--Material Incorporated by Reference
------------------------------------------------------------------------
Service Letter (SL) Date
------------------------------------------------------------------------
Fairchild Aircraft SA226 Revised: August 3, 1999.
Series SL 226-SL-005.
Fairchild Aircraft SA227 Revised: August 3, 1999.
Series SL 227-SL-011.
Fairchild Aircraft SA227 Issued: August 12, 1999.
Series SL CC7-SL-028.
Fairchild Aircraft SA226 Revised: February 1, 1999.
Series SL 226-SL-014.
Fairchild Aircraft SA227 Revised: February 1, 1999.
Series SL 227-SL-031.
Fairchild Aircraft SA227 Revised: February 1, 1999.
Series SL CC7-SL-021.
------------------------------------------------------------------------
Issued in Kansas City, Missouri, on July 27, 2007.
James E. Jackson,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E7-15018 Filed 8-2-07; 8:45 am]
BILLING CODE 4910-13-P
