Airworthiness Directives; Mitsubishi Heavy Industries MU-2B Series Airplanes, 46542-46545 [E7-16288]

Download as PDF 46542 Federal Register / Vol. 72, No. 161 / Tuesday, August 21, 2007 / Rules and Regulations 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 adding the following new AD: I 2007–17–03 Pacific Aerospace Corporation, Ltd.: Amendment 39–15161; Docket No. FAA–2007–27864; Directorate Identifier 2007–CE–038–AD. Effective Date (a) This airworthiness directive (AD) becomes effective September 25, 2007. Affected ADs (b) None. Applicability (c) This AD applies to Model 750XL airplanes, serial numbers 101, 102, and 104 through 128, certificated in any category. Subject (d) Air Transport Association of America (ATA) Code 57: Wings. rmajette on PROD1PC64 with RULES Reason (e) The mandatory continuing airworthiness information (MCAI) states: To prevent damage to the rear spar due to working and failing rivets between the rear spar and the inboard rib * * * The MCAI requires inspecting the inboard end of the rear spar for security of the blind rivets, inspecting the radii of the rear spar upper and lower flanges for cracking, inspecting the aft flange of the inboard rib for cracking, replacing the rear spar if cracks are found in any of the inspections, and replacing the rear spar blind rivets with bolts or rivets. Actions and Compliance (f) Unless already done, do the following actions in accordance with Pacific Aerospace Limited Mandatory Service Bulletin PACSB/ XL/022, dated February 14, 2007: (1) Within 50 hours time-in-service (TIS) after September 25, 2007 (the effective date of this AD), and thereafter at intervals not to exceed 150 hours TIS until the blind rivets have been replaced by bolts or rivets as required in paragraph (f)(3) of this AD, inspect the inboard end of the rear spar for security of the blind rivets, which attach the fuselage attach fitting to the rear spar and inboard rib; inspect the radii of the rear spar upper and lower flanges for cracking; and inspect the aft flange of the inboard rib for cracking. (2) Before further flight, after any inspection where cracking is found, repair the aft flange of the inboard rib and/or replace the rear spar. (3) Within the next 12 months after September 25, 2007 (the effective date of this AD) or within the next 300 hours TIS after September 25, 2007 (the effective date of this AD), whichever occurs first, replace the blind rivets (part number NAS1738E–6–6) that join VerDate Aug<31>2005 15:05 Aug 20, 2007 Jkt 211001 the rear spar and the aft end of the inboard rib with bolts or rivets. (4) After the modification required in paragraph (f)(3) of this AD, repetitively inspect the main wing aft attachment area at intervals not to exceed 12 months or 300 hours TIS, whichever occurs first. If any cracks are found, prior to further flight, repair the main wing aft attachment area. FAA AD Differences Note: This AD differs from the MCAI and/ or service information as follows: No differences. Other FAA AD Provisions (g) The following provisions also apply to this AD: (1) Alternative Methods of Compliance (AMOCs): The Manager, Standards Staff, FAA, ATTN: Karl Schletzbaum, Aerospace Engineer, FAA, Small Airplane Directorate, 901 Locust, Room 301, Kansas City, Missouri 64106; telephone: (816) 329–4146; fax: (816) 329–4090, 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. (2) Airworthy Product: For any requirement in this AD to obtain corrective actions from a manufacturer or other source, use these actions if they are FAA-approved. Corrective actions are considered FAA-approved if they are approved by the State of Design Authority (or their delegated agent). You are required to assure the product is airworthy before it is returned to service. (3) Reporting Requirements: For any reporting requirement in this AD, under the provisions of the Paperwork Reduction Act (44 U.S.C. 3501 et seq.), the Office of Management and Budget (OMB) has approved the information collection requirements and has assigned OMB Control Number 2120–0056. Related Information (h) Refer to the Civil Aviation Authority (CAA), which is the airworthiness authority for New Zealand AD DCA/750XL/9, dated March 29, 2007; and Pacific Aerospace Limited Mandatory Service Bulletin PACSB/ XL/022, dated February 14, 2007, for related information. Material Incorporated by Reference You must use Pacific Aerospace Limited Mandatory Service Bulletin PACSB/XL/022, dated February 14, 2007, to do the actions required by this AD, unless the AD specifies otherwise. (1) The Director of the Federal Register approved the incorporation by reference of this service information under 5 U.S.C. 552(a) and 1 CFR part 51. (2) For service information identified in this AD, contact Pacific Aerospace Limited, Hamilton Airport, Private Bag, 3027 Hamilton, New Zealand; telephone: +64 7– 843–6144; facsimile: +64 7–843–6134. (3) You may review copies at the FAA, Central Region, Office of the Regional PO 00000 Frm 00004 Fmt 4700 Sfmt 4700 Counsel, 901 Locust, Room 506, 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/ cfr/ibr-locations.html. Issued in Kansas City, Missouri, on August 8, 2007. John R. Colomy, Acting Manager, Small Airplane Directorate, Aircraft Certification Service. [FR Doc. E7–15978 Filed 8–20–07; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2007–27191; Directorate Identifier 2007–CE–007–AD; Amendment 39–15167; AD 2007–17–09] RIN 2120–AA64 Airworthiness Directives; Mitsubishi Heavy Industries MU–2B 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 93–07–11 and AD 94–04–16, which apply to certain Mitsubishi Heavy Industries MU–2B series airplanes. AD 93–07–11 and AD 94–04– 16 currently require you to reduce the maximum deflection of the elevator nose-down trim to a 1-degree to 3degree range. When the above AD actions were issued, there was no associated elevator trim indicator change. Without such change, the trim reaches the maximum nose-down limit and the indicator still shows additional nose-down trim available. In attempting to force additional nose-down trim, pilots have manually jammed the trim system preventing subsequent electric trim changes until the pilot manually freed the trim wheel. Consequently, this AD retains the actions from AD 93–07– 11 and AD 94–04–16 and adds the action of modifying the elevator trim indicator scale dial to be consistent with the reduced elevator trim capability. We are issuing this AD to prevent the above scenarios from occurring with consequent loss of control. DATES: This AD becomes effective on September 25, 2007. On September 25, 2007, the Director of the Federal Register approved the incorporation by reference of Mitsubishi E:\FR\FM\21AUR1.SGM 21AUR1 Federal Register / Vol. 72, No. 161 / Tuesday, August 21, 2007 / Rules and Regulations Heavy Industries, Ltd., Service Bulletin No. 091/27–011, dated August 6, 1998; and Mitsubishi Heavy Industries, Ltd., Service Bulletin No. 228, dated July 13, 1998 listed in this AD. As of June 1, 1993, the Director of the Federal Register approved the incorporation by reference of Mitsubishi Heavy Industries, Ltd., Service Bulletin No. 079/27–010, dated August 28, 1992, listed in this AD. As of April 11, 1994, the Director of the Federal Register approved the incorporation by reference of Mitsubishi Heavy Industries, Ltd., Service Bulletin No. 216, dated September 11, 1992, listed in this AD. ADDRESSES: For service information identified in this AD, contact Mitsubishi Heavy Industries America, Inc., 4951 Airport Parkway, Suite 800, Addison, Texas 75001; telephone: 972–934–5480; fax: 972–934–5488. 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–2007–27191; Directorate Identifier 2007–CE–007–AD. FOR FURTHER INFORMATION CONTACT: Werner G. Koch, Aerospace Engineer, Fort Worth Airplane Certification Office, ASW–150, Rotorcraft Directorate, FAA, 2601 Meacham Boulevard, Fort Worth, Texas 76137–4298; telephone: (817) 222–5133; fax: (817) 222–5960. SUPPLEMENTARY INFORMATION: Discussion On March 27, 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 certain Mitsubishi Heavy Industries MU–2B series airplanes. This proposal was published in the Federal Register as a notice of proposed rulemaking (NPRM) on April 3, 2007 (72 FR 15850). The NPRM proposed to supersede AD 93–07–11 and AD 94–04–16, retain the actions of reducing the maximum deflection of the elevator nose-down trim to a 1-degree to 3-degree range from AD 93–07–11 and AD 94–04–16, and add the action of modifying the elevator trim indicator scale dial to be consistent with the reduced elevator trim capability. Comments We provided the public the opportunity to participate in developing this AD. The following presents the comments received on the proposal and FAA’s response to each comment: Comment Issue No. 1: Increased Trim Down Limit Salomon R. Dionicio suggests increasing the trim down limit, because under certain conditions some pilots may need more down trim. The commenter is also concerned about the needle bending or jumping and the cable stretching every time the wheel is forced against the stop. MU–2B series airplanes, both the long and short body, for all affected weights and center-of-gravity conditions, require very little nose-down trim. A review of FAA data revealed incidents that occurred before issuance of AD 93–07– 11 and AD 94–04–16 where pilots attempted to override the autopilot and inadvertently ran the nose-down trim to the down stop. This resulted in excessive control wheel force that could only be removed by either manually or electrically trimming the nose-down trim back into a normal (or positive) range. AD 93–07–11 and AD 94–04–16 reduced the nose-down trim from a range of ¥10 degrees to a ¥1 degree to ¥3 degree range. Since the issuance of those ADs, FAA data shows no incident involving excessive nose-down trim forces; therefore, the FAA disagrees with increasing the trim limit in the nose-down direction. A stopper limits the travel nut in the trim system preventing any cable from stretching. The FAA has not received any reports of any needles bending or cables failing. We are not changing the AD as a result of this comment. Comment Issue No. 2: Revised Compliance Time Mitsubishi Heavy Industries America, Inc. suggests revising the compliance 46543 time in paragraph (e)(1)(i) of the AD to add a 6-month calendar date limitation in addition to the 100-hour flight time limitation since some airplanes fly infrequently. The addition of a 6-month compliance time would more closely match the compliance time of the Japan Civil Aviation Bureau (JCAB) technical circular directive No. TCD–3740A–98 and avoid possible confusion for operators. We disagree with the commenter. The 100-hour compliance time in paragraph (e)(1)(i) is the compliance time for the actions we are retaining from AD 94– 04–16 and refers to within 100 hours from April 11, 1994, the effective date of that AD. We are not changing this final rule AD action as a result of this comment. 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. In the NPRM we inadvertently omitted Model MU–2B–36 from the Applicability section for TCDS A10SW. Since that model appears on TCDS A10SW, we are adding it to the applicability in case the manufacturer produces serial numbers for this model in the future. However, since no serial numbers currently exist for this model on TCDS A10SW, adding the model to the applicability does not add to the burden of this AD. 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 400 airplanes in the U.S. registry. Costs Retained From AD 93–07–11 and AD 94–04–16 We estimate the following costs to do the modification of the elevator nosedown trim: Parts cost Total cost per airplane Total cost on U.S. operators 6 work-hours × $80 per hour = $480 .......................................................................................... rmajette on PROD1PC64 with RULES Labor cost $300 $780 $312,000 Additional Costs for This AD We estimate the following costs to do the modification of the elevator trim indicator scale dial: VerDate Aug<31>2005 15:05 Aug 20, 2007 Jkt 211001 PO 00000 Frm 00005 Fmt 4700 Sfmt 4700 E:\FR\FM\21AUR1.SGM 21AUR1 46544 Federal Register / Vol. 72, No. 161 / Tuesday, August 21, 2007 / Rules and Regulations Labor cost Parts cost Total cost per airplane Total cost on U.S. operators 1 work-hour × $80 per hour = $80 .............................................................................................. N/A $80 $32,000 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. For the reasons discussed above, I certify that this AD: 1. Is not a ‘‘significant regulatory action’’ under Executive Order 12866; 2. Is not a ‘‘significant rule’’ under the DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979); and 3. Will not have a significant economic impact, positive or negative, on a substantial number of small entities under the criteria of the Regulatory Flexibility Act. We prepared a summary of the costs to comply with this AD (and 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–2007–27191; Directorate Identifier 2007–CE–007– AD’’ in your request. 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. Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety. List of Subjects in 14 CFR Part 39 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 Model 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) 93–07–11, Amendment 39–8543 and AD 94–04–16, Amendment 39–8836 (59 FR 8520, February 23, 1994), and adding the following new AD: I 2007–17–09 Mitsubishi Heavy Industries: Amendment 39–15167; Docket No. FAA–2007–27191; Directorate Identifier 2007–CE–007–AD. Effective Date (a) This AD becomes effective on September 25, 2007. Affected ADs (b) This AD supersedes AD 93–07–11, Amendment 39–8543; and AD 94–04–16, Amendment 39–8836. Applicability (c) This AD applies to the following airplane models and serial numbers that are certificated in any category: (1) Category 1 Airplanes (TCDS A2PC): Serial Nos. (i) MU–2B, MU–2B–10, MU–2B–15, MU–2B–20, MU–2B–25, and MU– 2B–26. (ii) MU–2B–30, MU–2B–35, and MU–2B–36 ........................................... 008 through 347 (except 313 and 321). 501 through 696 (except 652 and 661). (2) Category 2 Airplanes (TCDS A10SW): Model Serial Nos. rmajette on PROD1PC64 with RULES (i) MU–2B–25, MU–2B–26, MU–2B–26A, and MU–2B–40 ..................... (ii) MU–2B–35, MU–2B–36, MU–2B–36A, and MU–2B–60 .................... Unsafe Condition (d) This AD results from several incidents caused by excessive control wheel force. We are issuing this AD to retain the actions of reducing the maximum deflection of the elevator nose-down trim to a 1-degree to 3degree range from AD 93–07–11 and AD 94– 04–16 to prevent excessive control wheel force caused by extreme elevator nose-down VerDate Aug<31>2005 15:05 Aug 20, 2007 Jkt 211001 313SA, 321SA, 348SA through 459SA. 652SA, 661SA and 697SA through 1569SA. trim deflection. We are also issuing this AD to modify the elevator trim indicator scale dial to be consistent with the reduced elevator trim capability. Inconsistencies between the elevator indicator scale dial and the elevator trim mechanical stop may result in the pilot thinking that more nose-down trim is available beyond the mechanical stop. Attempting to force additional nose-down PO 00000 Frm 00006 Fmt 4700 Sfmt 4700 trim beyond the mechanical stop may jam the trim system, preventing subsequent electric trim changes until the pilot manually frees the trim wheel. These conditions may result in loss of control. Compliance (e) To address this problem, you must do the following, unless already done: E:\FR\FM\21AUR1.SGM 21AUR1 Federal Register / Vol. 72, No. 161 / Tuesday, August 21, 2007 / Rules and Regulations 46545 Actions Compliance Procedures (1) Reduce the maximum deflection of the elevator nose-down trim to a 1-degree to 3-degree range. (i) For Category 1 airplanes: Within the next 100 hours time-in-service (TIS) after April 11, 1994 (the effective date of AD 94–04– 16). (ii) For Category 2 airplanes: Within the next 100 hours TIS after June 1, 1993 (the effective date of AD 93–07–11). (2) Modify the elevator trim indicator scale dial Within the next 100 hours TIS after September 25, 2007 (the effective date of this AD). (A) For Category 1 airplanes: Follow Mitsubishi Heavy Industries, Ltd., Service Bulletin No. 216, dated September 11, 1992. (B) For Category 2 airplanes: Follow Mitsubishi Heavy Industries, Ltd., Service Bulletin No. 079/27–010, dated August 28, 1992. (i) For Category 1 airplanes: Follow Mitsubishi Heavy Industries, Ltd., Service Bulletin No. 228, dated July 13, 1998. (ii) For Category 2 airplanes: Follow Mitsubishi Heavy Industries, Ltd., Service Bulletin No. 091/27–011, dated August 6, 1998. Alternative Methods of Compliance (AMOCs) (f) The Manager, Fort Worth Airplane Certification Office (ACO), FAA, ATTN: Werner G. Koch, Aerospace Engineer, Fort Worth ACO, ASW–150, Rotorcraft Directorate, FAA, 2601 Meacham Boulevard, Fort Worth, Texas 76137–4298; telephone: (817) 222–5133; fax: (817) 222–5960, 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. (g) AMOCs approved for AD 93–07–11, Amendment 39–8543 and AD 94–04–16, Amendment 39–8836 are approved for this AD. 800, Addison, Texas 75001; telephone: 972– 934–5480; facsimile: 972–934–5488. (5) 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. Issued in Kansas City, Missouri, on August 14, 2007. Terry L. Chasteen, Acting Manager, Small Airplane Directorate, Aircraft Certification Service. [FR Doc. E7–16288 Filed 8–20–07; 8:45 am] BILLING CODE 4910–13–P rmajette on PROD1PC64 with RULES Material Incorporated by Reference DEPARTMENT OF TRANSPORTATION (h) You must use Mitsubishi Heavy Industries, Ltd., Service Bulletin No. 216, dated September 11, 1992; Mitsubishi Heavy Industries, Ltd., Service Bulletin No. 079/27– 010, dated August 28, 1992; Mitsubishi Heavy Industries, Ltd., Service Bulletin No. 228, dated July 13, 1998; and Mitsubishi Heavy Industries, Ltd., Service Bulletin No. 091/27–011, dated August 6, 1998; to do the actions required by this AD, unless the AD specifies otherwise. (1) The Director of the Federal Register approved the incorporation by reference of Mitsubishi Heavy Industries, Ltd., Service Bulletin No. 228, dated July 13, 1998; and Mitsubishi Heavy Industries, Ltd., Service Bulletin No. 091/27–011, dated August 6, 1998; under 5 U.S.C. 552(a) and 1 CFR part 51. (2) On June 1, 1993, the Director of the Federal Register approved the incorporation by reference of Mitsubishi Heavy Industries, Ltd., Service Bulletin No. 079/27–010, dated August 28, 1992, listed in this AD. (3) On April 11, 1994, the Director of the Federal Register approved the incorporation by reference of Mitsubishi Heavy Industries, Ltd., Service Bulletin No. 216, dated September 11, 1992, listed in this AD. (4) For service information identified in this AD, contact Mitsubishi Heavy Industries America, Inc., 4951 Airport Parkway, Suite Federal Aviation Administration VerDate Aug<31>2005 15:05 Aug 20, 2007 Jkt 211001 14 CFR Part 39 [Docket No. FAA–2006–24952; Directorate Identifier 2006–NM–107–AD; Amendment 39–15157; AD 2007–16–18] RIN 2120–AA64 Airworthiness Directives; Boeing Model 767 Airplanes Federal Aviation Administration (FAA), Department of Transportation (DOT). ACTION: Final rule. AGENCY: SUMMARY: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 767 airplanes. This AD requires repetitive detailed inspections of the wire bundles, power drive unit (PDU) wiring, and wire attaching hardware, supports, and sleeving located in the forward and aft lower lobe cargo compartments, and corrective actions as necessary. This AD results from a fire in the forward lower lobe cargo compartment found shortly after airplane arrival. We are issuing this AD PO 00000 Frm 00007 Fmt 4700 Sfmt 4700 to detect and correct damage to wires in the forward and aft lower lobe cargo compartments, which could result in a potential short circuit and consequent fire in the forward and aft lower lobe cargo compartments. DATES: This AD becomes effective September 25, 2007. The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of September 25, 2007. ADDRESSES: You may examine the AD docket on the Internet at https:// dms.dot.gov or in person at the U.S. Department of Transportation, Docket Operations, M–30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue, SE., Washington, DC. Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124–2207, for service information identified in this AD. FOR FURTHER INFORMATION CONTACT: Elias Natsiopoulos, Aerospace Engineer, Systems and Equipment Branch, ANM– 130S, FAA, Seattle Aircraft Certification Office, 1601 Lind Avenue, SW., Renton, Washington 98055–4056; telephone (425) 917–6478; fax (425) 917–6590. SUPPLEMENTARY INFORMATION: Examining the Docket You may examine the airworthiness directive (AD) docket on the Internet at https://dms.dot.gov or in person at the Docket Operations office between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The Docket Operations office (telephone (800) 647– 5527) is located on the ground floor of the West Building at the street address stated in the ADDRESSES section. Discussion The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 to include an AD that would apply to all Boeing Model 767 airplanes. E:\FR\FM\21AUR1.SGM 21AUR1

Agencies

[Federal Register Volume 72, Number 161 (Tuesday, August 21, 2007)]
[Rules and Regulations]
[Pages 46542-46545]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E7-16288]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2007-27191; Directorate Identifier 2007-CE-007-AD;
Amendment 39-15167; AD 2007-17-09]
RIN 2120-AA64

Airworthiness Directives; Mitsubishi Heavy Industries MU-2B
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 93-07-11 and AD 94-04-16, which apply to certain Mitsubishi
Heavy Industries MU-2B series airplanes. AD 93-07-11 and AD 94-04-16
currently require you to reduce the maximum deflection of the elevator
nose-down trim to a 1-degree to 3-degree range. When the above AD
actions were issued, there was no associated elevator trim indicator
change. Without such change, the trim reaches the maximum nose-down
limit and the indicator still shows additional nose-down trim
available. In attempting to force additional nose-down trim, pilots
have manually jammed the trim system preventing subsequent electric
trim changes until the pilot manually freed the trim wheel.
Consequently, this AD retains the actions from AD 93-07-11 and AD 94-
04-16 and adds the action of modifying the elevator trim indicator
scale dial to be consistent with the reduced elevator trim capability.
We are issuing this AD to prevent the above scenarios from occurring
with consequent loss of control.

DATES: This AD becomes effective on September 25, 2007.
On September 25, 2007, the Director of the Federal Register
approved the incorporation by reference of Mitsubishi

[[Page 46543]]

Heavy Industries, Ltd., Service Bulletin No. 091/27-011, dated August
6, 1998; and Mitsubishi Heavy Industries, Ltd., Service Bulletin No.
228, dated July 13, 1998 listed in this AD.
As of June 1, 1993, the Director of the Federal Register approved
the incorporation by reference of Mitsubishi Heavy Industries, Ltd.,
Service Bulletin No. 079/27-010, dated August 28, 1992, listed in this
AD.
As of April 11, 1994, the Director of the Federal Register approved
the incorporation by reference of Mitsubishi Heavy Industries, Ltd.,
Service Bulletin No. 216, dated September 11, 1992, listed in this AD.

ADDRESSES: For service information identified in this AD, contact
Mitsubishi Heavy Industries America, Inc., 4951 Airport Parkway, Suite
800, Addison, Texas 75001; telephone: 972-934-5480; fax: 972-934-5488.
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-2007-27191; Directorate
Identifier 2007-CE-007-AD.

FOR FURTHER INFORMATION CONTACT: Werner G. Koch, Aerospace Engineer,
Fort Worth Airplane Certification Office, ASW-150, Rotorcraft
Directorate, FAA, 2601 Meacham Boulevard, Fort Worth, Texas 76137-4298;
telephone: (817) 222-5133; fax: (817) 222-5960.

SUPPLEMENTARY INFORMATION:

Discussion

On March 27, 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 certain Mitsubishi Heavy Industries MU-2B series
airplanes. This proposal was published in the Federal Register as a
notice of proposed rulemaking (NPRM) on April 3, 2007 (72 FR 15850).
The NPRM proposed to supersede AD 93-07-11 and AD 94-04-16, retain the
actions of reducing the maximum deflection of the elevator nose-down
trim to a 1-degree to 3-degree range from AD 93-07-11 and AD 94-04-16,
and add the action of modifying the elevator trim indicator scale dial
to be consistent with the reduced elevator trim capability.

Comments

We provided the public the opportunity to participate in developing
this AD. The following presents the comments received on the proposal
and FAA's response to each comment:

Comment Issue No. 1: Increased Trim Down Limit

Salomon R. Dionicio suggests increasing the trim down limit,
because under certain conditions some pilots may need more down trim.
The commenter is also concerned about the needle bending or jumping and
the cable stretching every time the wheel is forced against the stop.
MU-2B series airplanes, both the long and short body, for all
affected weights and center-of-gravity conditions, require very little
nose-down trim. A review of FAA data revealed incidents that occurred
before issuance of AD 93-07-11 and AD 94-04-16 where pilots attempted
to override the autopilot and inadvertently ran the nose-down trim to
the down stop. This resulted in excessive control wheel force that
could only be removed by either manually or electrically trimming the
nose-down trim back into a normal (or positive) range. AD 93-07-11 and
AD 94-04-16 reduced the nose-down trim from a range of -10 degrees to a
-1 degree to -3 degree range. Since the issuance of those ADs, FAA data
shows no incident involving excessive nose-down trim forces; therefore,
the FAA disagrees with increasing the trim limit in the nose-down
direction.
A stopper limits the travel nut in the trim system preventing any
cable from stretching. The FAA has not received any reports of any
needles bending or cables failing.
We are not changing the AD as a result of this comment.

Comment Issue No. 2: Revised Compliance Time

Mitsubishi Heavy Industries America, Inc. suggests revising the
compliance time in paragraph (e)(1)(i) of the AD to add a 6-month
calendar date limitation in addition to the 100-hour flight time
limitation since some airplanes fly infrequently. The addition of a 6-
month compliance time would more closely match the compliance time of
the Japan Civil Aviation Bureau (JCAB) technical circular directive No.
TCD-3740A-98 and avoid possible confusion for operators.
We disagree with the commenter. The 100-hour compliance time in
paragraph (e)(1)(i) is the compliance time for the actions we are
retaining from AD 94-04-16 and refers to within 100 hours from April
11, 1994, the effective date of that AD.
We are not changing this final rule AD action as a result of this
comment.

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. In the NPRM we inadvertently
omitted Model MU-2B-36 from the Applicability section for TCDS A10SW.
Since that model appears on TCDS A10SW, we are adding it to the
applicability in case the manufacturer produces serial numbers for this
model in the future. However, since no serial numbers currently exist
for this model on TCDS A10SW, adding the model to the applicability
does not add to the burden of this AD. 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 400 airplanes in the U.S.
registry.

Costs Retained From AD 93-07-11 and AD 94-04-16

We estimate the following costs to do the modification of the
elevator nose-down trim:

----------------------------------------------------------------------------------------------------------------
Total cost per Total cost on
Labor cost Parts cost airplane U.S. operators
----------------------------------------------------------------------------------------------------------------
6 work-hours x $80 per hour = $480........................... $300 $780 $312,000
----------------------------------------------------------------------------------------------------------------

Additional Costs for This AD

We estimate the following costs to do the modification of the
elevator trim indicator scale dial:

[[Page 46544]]

----------------------------------------------------------------------------------------------------------------
Total cost per Total cost on
Labor cost Parts cost airplane U.S. operators
----------------------------------------------------------------------------------------------------------------
1 work-hour x $80 per hour = $80............................. N/A $80 $32,000
----------------------------------------------------------------------------------------------------------------

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;
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-2007-27191; Directorate Identifier 2007-CE-007-AD'' in your
request.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation safety, Incorporation by
reference, 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)
93-07-11, Amendment 39-8543 and AD 94-04-16, Amendment 39-8836 (59 FR
8520, February 23, 1994), and adding the following new AD:

2007-17-09 Mitsubishi Heavy Industries: Amendment 39-15167; Docket
No. FAA-2007-27191; Directorate Identifier 2007-CE-007-AD.

Effective Date

(a) This AD becomes effective on September 25, 2007.

Affected ADs

(b) This AD supersedes AD 93-07-11, Amendment 39-8543; and AD
94-04-16, Amendment 39-8836.

Applicability

(c) This AD applies to the following airplane models and serial
numbers that are certificated in any category:
(1) Category 1 Airplanes (TCDS A2PC):

------------------------------------------------------------------------
Model Serial Nos.
------------------------------------------------------------------------
(i) MU-2B, MU-2B-10, MU-2B-15, MU-2B- 008 through 347 (except 313 and
20, MU-2B-25, and MU-2B-26. 321).
(ii) MU-2B-30, MU-2B-35, and MU-2B-36.. 501 through 696 (except 652 and
661).
------------------------------------------------------------------------

(2) Category 2 Airplanes (TCDS A10SW):

------------------------------------------------------------------------
Model Serial Nos.
------------------------------------------------------------------------
(i) MU-2B-25, MU-2B-26, MU-2B-26A, and 313SA, 321SA, 348SA through
MU-2B-40. 459SA.
(ii) MU-2B-35, MU-2B-36, MU-2B-36A, and 652SA, 661SA and 697SA through
MU-2B-60. 1569SA.
------------------------------------------------------------------------

Unsafe Condition

(d) This AD results from several incidents caused by excessive
control wheel force. We are issuing this AD to retain the actions of
reducing the maximum deflection of the elevator nose-down trim to a
1-degree to 3-degree range from AD 93-07-11 and AD 94-04-16 to
prevent excessive control wheel force caused by extreme elevator
nose-down trim deflection. We are also issuing this AD to modify the
elevator trim indicator scale dial to be consistent with the reduced
elevator trim capability. Inconsistencies between the elevator
indicator scale dial and the elevator trim mechanical stop may
result in the pilot thinking that more nose-down trim is available
beyond the mechanical stop. Attempting to force additional nose-down
trim beyond the mechanical stop may jam the trim system, preventing
subsequent electric trim changes until the pilot manually frees the
trim wheel. These conditions may result in loss of control.

Compliance

(e) To address this problem, you must do the following, unless
already done:

[[Page 46545]]

------------------------------------------------------------------------
Actions Compliance Procedures
------------------------------------------------------------------------
(1) Reduce the maximum (i) For Category 1 (A) For Category 1
deflection of the elevator airplanes: Within airplanes: Follow
nose-down trim to a 1- the next 100 hours Mitsubishi Heavy
degree to 3-degree range. time-in-service Industries, Ltd.,
(TIS) after April Service Bulletin
11, 1994 (the No. 216, dated
effective date of September 11, 1992.
AD 94-04-16).
(ii) For Category 2 (B) For Category 2
airplanes: Within airplanes: Follow
the next 100 hours Mitsubishi Heavy
TIS after June 1, Industries, Ltd.,
1993 (the effective Service Bulletin
date of AD 93-07- No. 079/27-010,
11). dated August 28,
1992.
(2) Modify the elevator trim Within the next 100 (i) For Category 1
indicator scale dial. hours TIS after airplanes: Follow
September 25, 2007 Mitsubishi Heavy
(the effective date Industries, Ltd.,
of this AD). Service Bulletin
No. 228, dated July
13, 1998.
(ii) For Category 2
airplanes: Follow
Mitsubishi Heavy
Industries, Ltd.,
Service Bulletin
No. 091/27-011,
dated August 6,
1998.
------------------------------------------------------------------------

Alternative Methods of Compliance (AMOCs)

(f) The Manager, Fort Worth Airplane Certification Office (ACO),
FAA, ATTN: Werner G. Koch, Aerospace Engineer, Fort Worth ACO, ASW-
150, Rotorcraft Directorate, FAA, 2601 Meacham Boulevard, Fort
Worth, Texas 76137-4298; telephone: (817) 222-5133; fax: (817) 222-
5960, 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.
(g) AMOCs approved for AD 93-07-11, Amendment 39-8543 and AD 94-
04-16, Amendment 39-8836 are approved for this AD.

Material Incorporated by Reference

(h) You must use Mitsubishi Heavy Industries, Ltd., Service
Bulletin No. 216, dated September 11, 1992; Mitsubishi Heavy
Industries, Ltd., Service Bulletin No. 079/27-010, dated August 28,
1992; Mitsubishi Heavy Industries, Ltd., Service Bulletin No. 228,
dated July 13, 1998; and Mitsubishi Heavy Industries, Ltd., Service
Bulletin No. 091/27-011, dated August 6, 1998; to do the actions
required by this AD, unless the AD specifies otherwise.
(1) The Director of the Federal Register approved the
incorporation by reference of Mitsubishi Heavy Industries, Ltd.,
Service Bulletin No. 228, dated July 13, 1998; and Mitsubishi Heavy
Industries, Ltd., Service Bulletin No. 091/27-011, dated August 6,
1998; under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) On June 1, 1993, the Director of the Federal Register
approved the incorporation by reference of Mitsubishi Heavy
Industries, Ltd., Service Bulletin No. 079/27-010, dated August 28,
1992, listed in this AD.
(3) On April 11, 1994, the Director of the Federal Register
approved the incorporation by reference of Mitsubishi Heavy
Industries, Ltd., Service Bulletin No. 216, dated September 11,
1992, listed in this AD.
(4) For service information identified in this AD, contact
Mitsubishi Heavy Industries America, Inc., 4951 Airport Parkway,
Suite 800, Addison, Texas 75001; telephone: 972-934-5480; facsimile:
972-934-5488.
(5) 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.

Issued in Kansas City, Missouri, on August 14, 2007.
Terry L. Chasteen,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E7-16288 Filed 8-20-07; 8:45 am]
BILLING CODE 4910-13-P

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