Airworthiness Directives; Viking Air Limited DHC-6 Series Airplanes, 71528-71530 [E8-27299]
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71528
Federal Register / Vol. 73, No. 228 / Tuesday, November 25, 2008 / Rules and Regulations
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2008–0891 Directorate
Identifier 2008–CE–046–AD; Amendment
39–15741; AD 2008–24–01]
RIN 2120–AA64
New Jersey Avenue, SE., Washington,
DC 20590.
FOR FURTHER INFORMATION CONTACT:
Fabio Buttitta, Aerospace Engineer,
FAA, New York Aircraft Certification
Office, 1600 Stewart Avenue, Suite 410,
Westbury, New York 11590; telephone:
(516) 228–7303; fax: (516) 794–5531.
SUPPLEMENTARY INFORMATION:
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
SUMMARY: We are adopting a new
airworthiness directive (AD) for the
products listed above. This AD results
from mandatory continuing
airworthiness information (MCAI)
issued by an aviation authority of
another country to identify and correct
an unsafe condition on an aviation
product. The MCAI describes the unsafe
condition as:
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that would
apply to the specified products. That
NPRM was published in the Federal
Register on August 19, 2008 (73 FR
48310). That NPRM proposed to correct
an unsafe condition for the specified
products. The MCAI states:
Three instances have occurred in which
the aircraft took off with pre-mod 6/1676
flight control gust locks still installed,
sometimes with disastrous results.
Airworthiness Directives; Viking Air
Limited DHC–6 Series Airplanes
AGENCY:
Three instances have occurred in which
the aircraft took off with pre-mod 6/1676
flight control gust locks still installed,
sometimes with disastrous results.
Based on investigation, the FAA and
National Transportation Safety Board
(NTSB) believe that an attempted takeoff
with the gust locks installed could be
the cause of a recent accident in
Hyannis, Massachusetts. We are issuing
this AD to require actions to correct the
unsafe condition on these products.
DATES: This AD becomes effective
December 30, 2008.
On December 30, 2008, the Director of
the Federal Register approved the
incorporation by reference of certain
publications listed in this AD.
ADDRESSES: You may examine the AD
docket on the Internet at https://
www.regulations.gov or in person at
Document Management Facility, U.S.
Department of Transportation, Docket
Operations, M–30, West Building
Ground Floor, Room W12–140, 1200
The MCAI, to prevent an attempted
take-off with the gust locks installed,
requires the incorporation of de
Havilland Modification 6/1676 (ensures
downward deflection of the elevators
when the control locks are engaged) and
incorporation of de Havilland
Modification 6/1726 (adds to the control
lock a warning flag which masks
essential flight instruments on the
pilot’s instrument panel).
Comments
We gave the public the opportunity to
participate in developing this AD. We
have considered the comment received.
Comment Issue: Proposed AD Deals
With an Operational/Pilot Error
The Aircraft Owners and Pilots
Association (AOPA) recommends that
the FAA issue a special airworthiness
information bulletin (SAIB) instead of
an AD. AOPA cites another similar
situation where the FAA issued an SAIB
for Raytheon Aircraft Company (RAC)
(now, Hawker Beechcraft Corporation
(HBC)) airplanes instead of an AD,
dealing with both operational/pilot error
and the failure of the pilot to remove the
control lock before flight. AOPA
believes that this is not an unsafe
condition under 14 CFR part 39.
The FAA partially agrees with the
commenter that in the referenced
situation we issued an SAIB instead of
an AD. However, we disagree with the
commenter that this particular situation
should require no more than SAIB
action.
This AD action differs from the
situation that warranted the SAIB. The
SAIB, dated March 11, 2002, for the
HBC airplanes was prompted because of
operators using makeshift gust locks
(common bolts or nails) instead of gust
locks provided by the manufacturer.
The SAIB recommends use of gust locks
that meet the requirements for flight
control locks as defined by 14 CFR
23.679 and recommends pilots review
their preflight checks. The SAIB also
recommends that operators replace
older gust locks that locked the controls
in the neutral position with newer
modified gust locks that locked the
controls in the nose down and/or roll
input position.
The SAIB applies to the entire line
(including commuter category 1900
series) of HBC propeller-driven
airplanes, primarily to address accidents
that involved gust locks on noncommuter category airplanes. This
includes the HBC 1900 series airplanes,
which like the DHC–6 series airplanes,
are used in commuter operations (14
CFR part 135). The 1900 series airplanes
are included as an extra measure to
reinforce prudent practice on HBC’s
entire line of propeller-driven airplanes.
It should be noted that the HBC Model
1900 gust lock design always locks the
control column in a nose down and/or
roll input position.
The following table, Current Gust
Lock Design Differences Between 1900
Series Airplanes and DHC–6 (pre-Mod
6/1676/Mod 6/1726) Series Airplanes,
illustrates the design differences
between the two series of airplanes:
CURRENT GUST LOCK DESIGN DIFFERENCES BETWEEN 1900 SERIES AIRPLANES AND DHC–6 (PRE-MOD 6/1676/
MOD 6/1726) SERIES AIRPLANES
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1900 Series
DHC–6 Series
Gust lock design pins the control column in a nose-down elevator position that prevents takeoff.
Rotates the control wheel approximately 15 degrees to the left when
the lock is engaged to indicate gust lock engagement.
Includes a clamp over the engine control levers with a red warning flag
on a chain between the engine control clamp and the control column
pin, and a chain connected to the rudder lock pin installed in the
floorboards.
Design provides an obvious warning that the gust locks are engaged ...
Pre-Mod 6/1676/Mod 6/1726 design of the gust locks pins the control
column in a neutral elevator position that allows takeoff.
Control wheel is not rotated as a visual indicator that the gust lock is
engaged.
Does not include a clamp over the engine control levers or a warning
flag.
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16:08 Nov 24, 2008
Jkt 217001
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No obvious warning that the gust locks are engaged.
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Federal Register / Vol. 73, No. 228 / Tuesday, November 25, 2008 / Rules and Regulations
erowe on PROD1PC63 with RULES
There have been no known accidents
of the 1900 series airplanes attributed to
failure to remove a gust lock.
The DHC–6 series airplanes are
comparable to the 1900 series airplanes
and may be used as commuter category
airplanes. Before issuance of the MCAI,
there were three occurrences of DHC–6
series airplanes attempting take off with
pre-Mod 6/1676 gust locks still
installed, sometimes with disastrous
results. Recently, we had a fatal
accident in Hyannis, Massachusetts,
where preliminary investigations reveal
a pre-Mod 6/1676 gust lock installed.
This AD goes beyond recommending
that pilots review and adhere to all preflight checks and before take-off
procedures. This AD would require
operators to incorporate de Havilland
Modification 6/1676, which locks the
control column forward (elevator nose
down position). This reduces the
possibility of the airplane becoming
airborne should a takeoff be attempted
with the gust lock installed. This AD
would also require operators to
incorporate Mod 6/1726, which adds a
warning flag that masks essential flight
instruments on the pilot’s instrument
panel. This gives a more obvious
warning to the pilot that the gust locks
are installed, minimizing the possibility
of an attempted take-off with gust locks
installed.
Because this issue has been the cause
of past accidents that resulted in the
MCAI and could be the cause or a
contributing factor to a recent accident,
we determined that an unsafe condition
exists and the condition is likely to exist
or develop in other products of the same
type design registered in the United
States.
We are not changing the final rule AD
action based on this comment.
Differences Between This AD and the
MCAI or Service Information
We have reviewed the MCAI and
related service information and, in
general, agree with their substance. But
we might have found it necessary to use
different words from those in the MCAI
to ensure the AD is clear for U.S.
operators and is enforceable. In making
these changes, we do not intend to differ
substantively from the information
provided in the MCAI and related
service information.
We might also have required different
actions in this AD from those in the
MCAI in order to follow FAA policies.
Any such differences are highlighted in
a NOTE within the AD.
Costs of Compliance
Based on the service information, we
estimate that this AD will affect 42
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14:39 Nov 24, 2008
Jkt 217001
products of U.S. registry. We also
estimate that it will take about 6 workhours per product to comply with basic
requirements of this AD. The average
labor rate is $80 per work-hour.
Required parts will cost about $1,125
per product.
Based on these figures, we estimate
the cost of this AD to the U.S. operators
to be $67,410 or $1,605 per product.
Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
section 106, describes the authority of
the FAA Administrator. ‘‘Subtitle VII:
Aviation Programs,’’ describes in more
detail the scope of the Agency’s
authority.
We are issuing this rulemaking under
the authority described in ‘‘Subtitle VII,
Part A, Subpart III, Section 44701:
General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this rulemaking
action.
Regulatory Findings
We 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 this AD:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
(2) Is not a ‘‘significant rule’’ under
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979); and
(3) Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
We prepared a regulatory evaluation
of the estimated costs to comply with
this AD and placed it in the AD Docket.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov; or in person at the
Docket Management Facility between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The AD
PO 00000
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71529
docket contains the NPRM, the
regulatory evaluation, any comments
received, and other information. The
street address for the Docket Office
(telephone (800) 647–5527) is in the
ADDRESSES section. Comments will be
available in the AD docket shortly after
receipt.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
■
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new AD:
■
2008–24–01 Viking Air Limited:
Amendment 39–15741; Docket No.
FAA–2008–0891; Directorate Identifier
2008–CE–046–AD.
Effective Date
(a) This airworthiness directive (AD)
becomes effective December 30, 2008.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Models DHC–6–1,
DHC–6–100, DHC–6–200, and DHC–6–300
airplanes, serial numbers (SNs) 1 through
696, that
(1) have not had modifications 6/1676 and
6/1726 installed; and
(2) are certificated in any category.
Subject
(d) Air Transport Association of America
(ATA) Code 27: Flight Controls.
Reason
(e) The mandatory continuing
airworthiness information (MCAI) states:
Three instances have occurred in which
the aircraft took off with pre-mod 6/1676
flight control gust locks still installed,
sometimes with disastrous results.
The MCAI, to prevent an attempted take-off
with the gust locks installed, requires the
incorporation of de Havilland Modification
6/1676 (ensures downward deflection of the
elevators when the control locks are engaged)
and incorporation of de Havilland
Modification 6/1726 (adds to the control lock
a warning flag which masks essential flight
instruments on the pilot’s instrument panel).
Based on investigation, the FAA and
National Transportation Safety Board believe
E:\FR\FM\25NOR1.SGM
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71530
Federal Register / Vol. 73, No. 228 / Tuesday, November 25, 2008 / Rules and Regulations
that an attempted takeoff with the gust locks
installed could be the cause of a recent
accident in Hyannis, Massachusetts.
Actions and Compliance
(f) Unless already done, within 6 calendar
months after December 30, 2008 (the effective
date of this AD), do the following actions
using Boeing Canada de Havilland Division
Service Bulletin No. 6/508, Revision ‘‘A,’’
dated January 31, 1990:
(1) Incorporate de Havilland Modification
6/1676, which assures downward deflection
of the elevators when the control locks are
engaged.
(2) Incorporate de Havilland Modification
6/1726, which adds to the control lock a
warning flag that covers up essential flight
instruments on the pilot’s instrument panel.
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 Office,
FAA, has the authority to approve AMOCs
for this AD, if requested using the procedures
found in 14 CFR 39.19. Send information to
ATTN: Fabio Buttitta, Aerospace Engineer,
FAA, New York Aircraft Certification Office,
1600 Stewart Avenue, Suite 410, Westbury,
New York 11590; telephone: (516) 228–7303;
fax: (516) 794–5531. 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.
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Related Information
(h) Refer to MCAI Transport Canada AD
No. CF–90–01, dated January 31, 1990; and
Boeing Canada de Havilland Division Service
Bulletin No. 6/508, Revision ‘‘A,’’ dated
January 31, 1990, for related information.
Material Incorporated by Reference
(i) You must use Boeing Canada de
Havilland Division Service Bulletin No.
6/508, Revision ‘‘A,’’ dated January 31, 1990,
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
VerDate Aug<31>2005
14:39 Nov 24, 2008
Jkt 217001
this service information under 5 U.S.C.
552(a) and 1 CFR part 51.
(2) For service information identified in
this AD, contact Viking Air Ltd., 9564
Hampden Rd., Sidney, British Columbia,
Canada V8L 5V5; telephone: 800–663–8444
or 250–656–7227; fax: 250–656–0673; E-mail:
info@vikingair.com; Web: https://
www.vikingair.com.
(3) You may review copies at the FAA,
Central Region, Office of the Regional
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
November 10, 2008.
James E. Jackson,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E8–27299 Filed 11–24–08; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2007–28691; Directorate
Identifier 2006–SW–22–AD; Amendment 39–
15744; AD 2008–24–04]
RIN 2120–AA64
Airworthiness Directives; Eurocopter
France Model AS355E, F, F1, F2, and
N Helicopters
Federal Aviation
Administration, DOT.
ACTION: Final rule.
AGENCY:
SUMMARY: This amendment supersedes
an existing airworthiness directive (AD)
for the specified Eurocopter France
(Eurocopter) model helicopters. That
AD currently requires certain checks of
the magnetic chip detector plug (chip
detector) and the main gearbox (MGB)
oil-sight glass, certain inspections of the
lubrication pump (pump), and replacing
the MGB and the pump with an
airworthy MGB and pump, if necessary.
Also, the AD requires that before a
pump or MGB with any hours time-inservice (TIS) can be installed, it must
meet the AD requirements. This AD
adds all serial-numbered pumps to the
applicability and requires using an
improved procedure for detecting oil
pump wear. This amendment is
prompted by additional cases of MGB
lubrication pump deterioration and a
further investigation that determined
that all serial-numbered pumps might
be affected and the development of an
improved procedure that is more
PO 00000
Frm 00010
Fmt 4700
Sfmt 4700
accurate for detecting oil pump wear
earlier. The actions specified by this AD
are intended to implement improved
procedures to detect a failing MGB oil
pump, prevent failure of the MGB
pump, seizure of the MGB, loss of drive
to an engine and main rotor, and
subsequent loss of control of the
helicopter.
Effective December 30, 2008.
The incorporation by reference of
certain publications listed in the
regulations is approved by the Director
of the Federal Register as of December
30, 2008.
ADDRESSES: You may get the service
information identified in this AD from
American Eurocopter Corporation, 2701
Forum Drive, Grand Prairie, TX 75053–
4005, telephone (972) 641–3460, fax
(972) 641–3527, or at https://
www.eurocopter.com.
Examining the Docket: You may
examine the docket that contains this
AD, any comments, and other
information on the Internet at https://
www.regulations.gov, or at the Docket
Operations office, West Building
Ground Floor, Room W12–140, 1200
New Jersey Avenue, SE., Washington,
DC.
DATES:
Ed
Cuevas, Aviation Safety Engineer, FAA,
Rotorcraft Directorate, Safety
Management Group, Fort Worth, Texas
76193–0111, telephone (817) 222–5355,
fax (817) 222–5961.
SUPPLEMENTARY INFORMATION: A
proposal to amend 14 CFR part 39 by
superseding AD 2003–21–09 R1, Docket
No. 2003–SW–10–AD, Amendment 39–
14621 (71 FR 31070, June 1, 2006), for
the specified Eurocopter model
helicopters was published in the
Federal Register on July 13, 2007 (72 FR
38529). That notice of proposed
rulemaking (NPRM) proposed retaining
the requirements in AD 2003–21–09 R1
and adding certain part-numbered
pumps to the applicability. After we
issued the NPRM, the manufacturer
developed an improved procedure for
monitoring the condition of the MGB
lubrication pump. Also, a commenter to
the NPRM agreed that the improved
procedure is a better way to detect MGB
oil pump problems because ‘‘sludge on
the chip plug can come from sources
within the MGB oil system.’’ We agreed
with the commenter that the improved
procedure is a better way to detect MGB
oil pump problems because this process
reflects the progressive inefficiency as
the oil pump wears as it relates to
steady oil temperature and variable
outside air temperature (OAT) and
issued a supplemental notice of
FOR FURTHER INFORMATION CONTACT:
E:\FR\FM\25NOR1.SGM
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]]>Agencies
[Federal Register Volume 73, Number 228 (Tuesday, November 25, 2008)]
[Rules and Regulations]
[Pages 71528-71530]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E8-27299]
[[Page 71528]]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2008-0891 Directorate Identifier 2008-CE-046-AD;
Amendment 39-15741; AD 2008-24-01]
RIN 2120-AA64
Airworthiness Directives; Viking Air Limited DHC-6 Series
Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are adopting a new airworthiness directive (AD) for the
products listed above. This AD results from mandatory continuing
airworthiness information (MCAI) issued by an aviation authority of
another country to identify and correct an unsafe condition on an
aviation product. The MCAI describes the unsafe condition as:
Three instances have occurred in which the aircraft took off
with pre-mod 6/1676 flight control gust locks still installed,
sometimes with disastrous results.
Based on investigation, the FAA and National Transportation Safety
Board (NTSB) believe that an attempted takeoff with the gust locks
installed could be the cause of a recent accident in Hyannis,
Massachusetts. We are issuing this AD to require actions to correct the
unsafe condition on these products.
DATES: This AD becomes effective December 30, 2008.
On December 30, 2008, the Director of the Federal Register approved
the incorporation by reference of certain publications listed in this
AD.
ADDRESSES: You may examine the AD docket on the Internet at https://
www.regulations.gov or in person at Document Management Facility, U.S.
Department of Transportation, Docket Operations, M-30, West Building
Ground Floor, Room W12-140, 1200 New Jersey Avenue, SE., Washington, DC
20590.
FOR FURTHER INFORMATION CONTACT: Fabio Buttitta, Aerospace Engineer,
FAA, New York Aircraft Certification Office, 1600 Stewart Avenue, Suite
410, Westbury, New York 11590; telephone: (516) 228-7303; fax: (516)
794-5531.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that would apply to the specified products.
That NPRM was published in the Federal Register on August 19, 2008 (73
FR 48310). That NPRM proposed to correct an unsafe condition for the
specified products. The MCAI states:
Three instances have occurred in which the aircraft took off
with pre-mod 6/1676 flight control gust locks still installed,
sometimes with disastrous results.
The MCAI, to prevent an attempted take-off with the gust locks
installed, requires the incorporation of de Havilland Modification 6/
1676 (ensures downward deflection of the elevators when the control
locks are engaged) and incorporation of de Havilland Modification 6/
1726 (adds to the control lock a warning flag which masks essential
flight instruments on the pilot's instrument panel).
Comments
We gave the public the opportunity to participate in developing
this AD. We have considered the comment received.
Comment Issue: Proposed AD Deals With an Operational/Pilot Error
The Aircraft Owners and Pilots Association (AOPA) recommends that
the FAA issue a special airworthiness information bulletin (SAIB)
instead of an AD. AOPA cites another similar situation where the FAA
issued an SAIB for Raytheon Aircraft Company (RAC) (now, Hawker
Beechcraft Corporation (HBC)) airplanes instead of an AD, dealing with
both operational/pilot error and the failure of the pilot to remove the
control lock before flight. AOPA believes that this is not an unsafe
condition under 14 CFR part 39.
The FAA partially agrees with the commenter that in the referenced
situation we issued an SAIB instead of an AD. However, we disagree with
the commenter that this particular situation should require no more
than SAIB action.
This AD action differs from the situation that warranted the SAIB.
The SAIB, dated March 11, 2002, for the HBC airplanes was prompted
because of operators using makeshift gust locks (common bolts or nails)
instead of gust locks provided by the manufacturer. The SAIB recommends
use of gust locks that meet the requirements for flight control locks
as defined by 14 CFR 23.679 and recommends pilots review their
preflight checks. The SAIB also recommends that operators replace older
gust locks that locked the controls in the neutral position with newer
modified gust locks that locked the controls in the nose down and/or
roll input position.
The SAIB applies to the entire line (including commuter category
1900 series) of HBC propeller-driven airplanes, primarily to address
accidents that involved gust locks on non-commuter category airplanes.
This includes the HBC 1900 series airplanes, which like the DHC-6
series airplanes, are used in commuter operations (14 CFR part 135).
The 1900 series airplanes are included as an extra measure to reinforce
prudent practice on HBC's entire line of propeller-driven airplanes. It
should be noted that the HBC Model 1900 gust lock design always locks
the control column in a nose down and/or roll input position.
The following table, Current Gust Lock Design Differences Between
1900 Series Airplanes and DHC-6 (pre-Mod 6/1676/Mod 6/1726) Series
Airplanes, illustrates the design differences between the two series of
airplanes:
Current Gust Lock Design Differences Between 1900 Series Airplanes and
DHC-6 (Pre-Mod 6/1676/ Mod 6/1726) Series Airplanes
------------------------------------------------------------------------
1900 Series DHC-6 Series
------------------------------------------------------------------------
Gust lock design pins the control Pre-Mod 6/1676/Mod 6/1726
column in a nose-down elevator design of the gust locks pins
position that prevents takeoff. the control column in a
neutral elevator position that
allows takeoff.
Rotates the control wheel approximately Control wheel is not rotated as
15 degrees to the left when the lock a visual indicator that the
is engaged to indicate gust lock gust lock is engaged.
engagement.
Includes a clamp over the engine Does not include a clamp over
control levers with a red warning flag the engine control levers or a
on a chain between the engine control warning flag.
clamp and the control column pin, and
a chain connected to the rudder lock
pin installed in the floorboards.
Design provides an obvious warning that No obvious warning that the
the gust locks are engaged. gust locks are engaged.
------------------------------------------------------------------------
[[Page 71529]]
There have been no known accidents of the 1900 series airplanes
attributed to failure to remove a gust lock.
The DHC-6 series airplanes are comparable to the 1900 series
airplanes and may be used as commuter category airplanes. Before
issuance of the MCAI, there were three occurrences of DHC-6 series
airplanes attempting take off with pre-Mod 6/1676 gust locks still
installed, sometimes with disastrous results. Recently, we had a fatal
accident in Hyannis, Massachusetts, where preliminary investigations
reveal a pre-Mod 6/1676 gust lock installed.
This AD goes beyond recommending that pilots review and adhere to
all pre-flight checks and before take-off procedures. This AD would
require operators to incorporate de Havilland Modification 6/1676,
which locks the control column forward (elevator nose down position).
This reduces the possibility of the airplane becoming airborne should a
takeoff be attempted with the gust lock installed. This AD would also
require operators to incorporate Mod 6/1726, which adds a warning flag
that masks essential flight instruments on the pilot's instrument
panel. This gives a more obvious warning to the pilot that the gust
locks are installed, minimizing the possibility of an attempted take-
off with gust locks installed.
Because this issue has been the cause of past accidents that
resulted in the MCAI and could be the cause or a contributing factor to
a recent accident, we determined that an unsafe condition exists and
the condition is likely to exist or develop in other products of the
same type design registered in the United States.
We are not changing the final rule AD action based on this comment.
Differences Between This AD and the MCAI or Service Information
We have reviewed the MCAI and related service information and, in
general, agree with their substance. But we might have found it
necessary to use different words from those in the MCAI to ensure the
AD is clear for U.S. operators and is enforceable. In making these
changes, we do not intend to differ substantively from the information
provided in the MCAI and related service information.
We might also have required different actions in this AD from those
in the MCAI in order to follow FAA policies. Any such differences are
highlighted in a NOTE within the AD.
Costs of Compliance
Based on the service information, we estimate that this AD will
affect 42 products of U.S. registry. We also estimate that it will take
about 6 work-hours per product to comply with basic requirements of
this AD. The average labor rate is $80 per work-hour. Required parts
will cost about $1,125 per product.
Based on these figures, we estimate the cost of this AD to the U.S.
operators to be $67,410 or $1,605 per product.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. ``Subtitle VII: Aviation
Programs,'' describes in more detail the scope of the Agency's
authority.
We are issuing this rulemaking under the authority described in
``Subtitle VII, Part A, Subpart III, Section 44701: General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We 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 this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866;
(2) Is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979); and
(3) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
We prepared a regulatory evaluation of the estimated costs to
comply with this AD and placed it in the AD Docket.
Examining the AD Docket
You may examine the AD docket on the Internet at https://
www.regulations.gov; or in person at the Docket Management Facility
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains the NPRM, the regulatory evaluation,
any comments received, and other information. The street address for
the Docket Office (telephone (800) 647-5527) is in the ADDRESSES
section. Comments will be available in the AD docket shortly after
receipt.
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 FAA amends 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 adding the following new AD:
2008-24-01 Viking Air Limited: Amendment 39-15741; Docket No. FAA-
2008-0891; Directorate Identifier 2008-CE-046-AD.
Effective Date
(a) This airworthiness directive (AD) becomes effective December
30, 2008.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Models DHC-6-1, DHC-6-100, DHC-6-200, and
DHC-6-300 airplanes, serial numbers (SNs) 1 through 696, that
(1) have not had modifications 6/1676 and 6/1726 installed; and
(2) are certificated in any category.
Subject
(d) Air Transport Association of America (ATA) Code 27: Flight
Controls.
Reason
(e) The mandatory continuing airworthiness information (MCAI)
states:
Three instances have occurred in which the aircraft took off
with pre-mod 6/1676 flight control gust locks still installed,
sometimes with disastrous results.
The MCAI, to prevent an attempted take-off with the gust locks
installed, requires the incorporation of de Havilland Modification
6/1676 (ensures downward deflection of the elevators when the
control locks are engaged) and incorporation of de Havilland
Modification 6/1726 (adds to the control lock a warning flag which
masks essential flight instruments on the pilot's instrument panel).
Based on investigation, the FAA and National Transportation Safety
Board believe
[[Page 71530]]
that an attempted takeoff with the gust locks installed could be the
cause of a recent accident in Hyannis, Massachusetts.
Actions and Compliance
(f) Unless already done, within 6 calendar months after December
30, 2008 (the effective date of this AD), do the following actions
using Boeing Canada de Havilland Division Service Bulletin No. 6/
508, Revision ``A,'' dated January 31, 1990:
(1) Incorporate de Havilland Modification 6/1676, which assures
downward deflection of the elevators when the control locks are
engaged.
(2) Incorporate de Havilland Modification 6/1726, which adds to
the control lock a warning flag that covers up essential flight
instruments on the pilot's instrument panel.
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 Office, FAA, has the authority to approve AMOCs for this
AD, if requested using the procedures found in 14 CFR 39.19. Send
information to ATTN: Fabio Buttitta, Aerospace Engineer, FAA, New
York Aircraft Certification Office, 1600 Stewart Avenue, Suite 410,
Westbury, New York 11590; telephone: (516) 228-7303; fax: (516) 794-
5531. 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 MCAI Transport Canada AD No. CF-90-01, dated
January 31, 1990; and Boeing Canada de Havilland Division Service
Bulletin No. 6/508, Revision ``A,'' dated January 31, 1990, for
related information.
Material Incorporated by Reference
(i) You must use Boeing Canada de Havilland Division Service
Bulletin No. 6/508, Revision ``A,'' dated January 31, 1990, 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
Viking Air Ltd., 9564 Hampden Rd., Sidney, British Columbia, Canada
V8L 5V5; telephone: 800-663-8444 or 250-656-7227; fax: 250-656-0673;
E-mail: info@vikingair.com; Web: https://www.vikingair.com.
(3) You may review copies at the FAA, Central Region, Office of
the Regional 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 November 10, 2008.
James E. Jackson,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E8-27299 Filed 11-24-08; 8:45 am]
BILLING CODE 4910-13-P
