Airworthiness Directives; Honeywell International Inc. Turboprop Engines, 34534-34538 [2015-14694]

Download as PDF 34534 Federal Register / Vol. 80, No. 116 / Wednesday, June 17, 2015 / Rules and Regulations Conclusion DEPARTMENT OF TRANSPORTATION This action affects only certain novel or unusual design features on the Gulfstream Model GVII series airplanes. It is not a rule of general applicability. Federal Aviation Administration 14 CFR Part 39 List of Subjects in 14 CFR Part 25 [Docket No. FAA–2006–23706; Directorate Identifier 2006–NE–03–AD; Amendment 39– 18177; AD 2014–12–04] Aircraft, Aviation safety, Reporting and recordkeeping requirements. RIN 2120–AA64 The authority citation for these special conditions is as follows: Airworthiness Directives; Honeywell International Inc. Turboprop Engines Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704. AGENCY: The Special Conditions Accordingly, pursuant to the authority delegated to me by the Administrator, the following special conditions are issued, in lieu of § 25.397(c), as part of the typecertification basis. For Gulfstream Model GVII series airplanes equipped with side-stick controls designed for forces to be applied by one wrist and not arms, the limit pilot forces are as follows. 1. For all components between and including the side-stick controlassembly handle and its control stops: Pitch Roll Nose up, 200 lbf ....... Nose down, 200 lbf ... Nose left, 100 lbf. Nose right, 100 lbf. 2. For all other components of the side-stick control assembly, but excluding the internal components of the electrical sensor assemblies, to avoid damage to the control system as the result of an in-flight jam: Pitch Roll Nose up, 125 lbf ....... Nose down, 125 lbf ... Nose left, 50 lbf. Nose right, 50 lbf. Federal Aviation Administration (FAA), DOT. ACTION: Final rule. FOR FURTHER INFORMATION CONTACT: We are superseding airworthiness directive (AD) 2006–15– 08 for all Honeywell International Inc. TPE331–1, –2, –2UA, –3U, –3UW, –5, –5A, –5AB, –5B, –6, –6A, –10, –10AV, –10GP, –10GT, –10P, –10R, –10T, –10U, –10UA, –10UF, –10UG, –10UGR, –10UR, –11U, –12JR, –12UA, –12UAR, and –12UHR turboprop engines with certain Honeywell part numbers (P/Ns) of Woodward fuel control unit (FCU) assemblies, installed. AD 2006–15–08 required initial and repetitive dimensional inspections of the fuel control drives for wear, and replacement of the FCU and fuel pump. This new AD requires initial and repetitive dimensional inspections of the affected fuel control drives and insertion of certain airplane operating procedures into the applicable flight manuals. This AD was prompted by reports of loss of the fuel control drive, leading to engine overspeed, overtorque, overtemperature, uncontained rotor failure, and asymmetric thrust in multi-engine airplanes. We are issuing this AD to prevent failure of the fuel control drive that could result in damage to the engine and airplane. DATES: This AD is effective July 22, 2015. SUMMARY: For service information identified in this AD, contact Honeywell International Inc., 111 S 34th Street, Phoenix, AZ 85034–2802; phone: 800– 601–3099; Internet: https:// myaerospace.honeywell.com/wps/ portal/!ut/. You may view this service information at the FAA, Engine & Propeller Directorate, 12 New England Executive Park, Burlington, MA. For information on the availability of this material at the FAA, call 781–238–7125. ADDRESSES: Issued in Renton, Washington, on June 2, 2015. Jeffrey E. Duven, Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2015–14904 Filed 6–16–15; 8:45 am] srobinson on DSK5SPTVN1PROD with RULES BILLING CODE 4910–13–P Examining the AD Docket You may examine the AD docket on the Internet at https:// www.regulations.gov by searching for and locating Docket No. FAA–2006– 23706; or in person at the Docket VerDate Sep<11>2014 15:57 Jun 16, 2015 Jkt 235001 PO 00000 Frm 00004 Fmt 4700 Sfmt 4700 Management Facility between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this AD, the regulatory evaluation, any comments received, and other information. The address for the Docket Office (phone: 800–647–5527) is 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. Joseph Costa, Aerospace Engineer, Los Angeles Aircraft Certification Office, FAA, Transport Airplane Directorate, 3960 Paramount Blvd., Lakewood, CA 90712–4137; phone: 562–627–5246; fax: 562–627–5210; email: joseph.costa@ faa.gov. SUPPLEMENTARY INFORMATION: Discussion We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 to supersede AD 2006–15–08, Amendment 39–14688 (71 FR 41121, July 20, 2006), (‘‘AD 2006–15–08’’). AD 2006–15–08 applied to all Honeywell International Inc. TPE331–1, –2, –2UA, –3U, –3UW, –5, –5A, –5AB, –5B, –6, –6A, –10, –10AV, –10GP, –10GT, –10P, –10R, –10T, –10U, –10UA, –10UF, –10UG, –10UGR, –10UR, –11U, –12JR, –12UA, –12UAR, and –12UHR turboprop engines with certain Honeywell part numbers (P/Ns) of Woodward FCU assemblies, installed. The NPRM published in the Federal Register on March 19, 2014 (79 FR 15261). The NPRM was prompted by reports of loss of the fuel control drive, leading to engine overspeed, overtorque, overtemperature, uncontained rotor failure, and asymmetric thrust in multiengine airplanes. The NPRM proposed to continue to require initial and repetitive dimensional inspections of the affected fuel control drives but would no longer require the installation of a modified FCU. The NPRM also proposed to require insertion of certain airplane operating procedures into the applicable flight manuals. We are issuing this AD to prevent failure of the fuel control drive that could result in damage to the engine and airplane. Comments We gave the public the opportunity to participate in developing this AD. The following presents the comments received on the NPRM (79 FR 15261, March 19, 2014) and the FAA’s response to each comment. E:\FR\FM\17JNR1.SGM 17JNR1 Federal Register / Vol. 80, No. 116 / Wednesday, June 17, 2015 / Rules and Regulations Disagreement With the Elimination of Requirement To Install a Modified FCU Honeywell International Inc. (Honeywell) and an individual commenter indicated that the NPRM should mandate the installation of the FCU because of the benefits it provides. In addition, both commenters disagreed with the FAA that the modified FCU contributed to the rate of in-flight shutdowns (IFSDs) and that the inherent risk of repetitive inspections does not support the elimination of the overspeed governor (OSG) modification requirement of AD 2006–15–08. We disagree. We eliminated the mandatory installation of recently certified, modified FCUs due to the numerous reports of unscheduled removals and the IFSDs caused by the recent design changes incorporated in the modified FCU. We did not change this AD. Request Change to Costs of Compliance Honeywell indicated that the cost for repetitive inspections is not accurate. Honeywell estimates that, without a change in design, a limitless number of inspections would be needed over the life of the engine. We agree. Numerous fuel control drive inspections could be needed over the life of the engine. The Costs of Compliance paragraph was changed to reflect an annual cost of compliance which was based on the fleet costs as reflected in the NPRM. srobinson on DSK5SPTVN1PROD with RULES Request To Change the Applicability Honeywell requested that engines in Group #4 reflect the engines associated with FCU assembly P/Ns being added to the Applicability paragraph for added clarity. We agree. We changed Table 1 to paragraph (c) of this AD to clarify the Group #4 engine models as follows: ‘‘Group #4 TPE331–3U, –3UW, –5, –5B, –6, –6A, and –10T’’. Request To Change the Applicability Honeywell requested that clarification be provided for FCU P/Ns of Woodward fuel control units. The Applicability paragraph refers to P/Ns as Woodward P/Ns when the listed P/Ns are Honeywell P/Ns for Woodward FCUs. We agree. We changed paragraph (c) of this AD to read, ‘‘. . . turboprop engines with Honeywell part numbers (P/Ns) for Woodward fuel control unit (FCU) assemblies listed in Table 1 to paragraph (c) of this AD, installed.’’ Request Redundant Term Be Removed From the Compliance Honeywell requested that ‘‘spline’’ be removed from the fuel control drive VerDate Sep<11>2014 15:57 Jun 16, 2015 Jkt 235001 inspection as stated in the Compliance paragraph. This change is consistent with the Compliance and the Definitions paragraphs in AD 2006–15– 08. We agree. We changed paragraphs (e)(1)(i) and (e)(2)(ii) to read: ‘‘Inspect the fuel control drive for wear.’’ Request To Change Related Information Honeywell requested that the publications listed in Related Information, paragraph (i)(2), be referred to as airplane publications and not as obtainable from Honeywell International. The reason for this request is that the Airplane Flight Manual (AFM), the Pilot Operating Handbook (POH), and the Manufacturer’s Operating Manual (MOM) are airplane publications and cannot be obtained from Honeywell. We agree that the AFM, POH, and the MOM are airplane manuals. As a result of reviewing this comment, we decided that mentioning all applicable owners of airplane manuals is unnecessary in the related information section of this AD. Request To Change Airplane Operating Procedures Honeywell requested that reference to the ‘‘Loss of Fuel Control Drive’’ be changed to ‘‘Loss of the drive between the engine driven fuel pump and the fuel control governor.’’ This change would eliminate confusion between the loss of the accessory drive gearing to the fuel pump with the loss of the fuel control drive. We agree that the term ‘‘fuel control drive’’ is not a term used in airplane operating procedures. We removed the term ‘‘fuel control drive’’ from the Airplane Operating Procedures in this AD and made other changes to simplify and clarify Figure 1 to paragraph (e) of this AD. Request To Change Airplane Operating Procedures One commenter requested a revision of the Operating Procedure ‘‘Warnings’’ in the NPRM to clearly address overspeed during start and immediately after start before the propeller has been removed from the start locks. This change would provide clarification and enhance safety. We disagree. The Loss of Fuel Control Drive causing rapid, uncommanded acceleration during engine start is as unsafe as the Loss of Fuel Control Drive immediately after start when the engine is stable before the propeller is removed from the start locks. However, since the observed effects for these two conditions are the same, we combined both instances as ‘‘Rapid, PO 00000 Frm 00005 Fmt 4700 Sfmt 4700 34535 Uncommanded Acceleration During Engine Start’’. Request To Change Airplane Operating Procedures The commenter requested changing the operating procedures for when the propeller is off the start locks to address the rapid uncommanded, uncontrolled increase in revolutions-per-minute (RPM). The commenter believes that if the fuel control drive fails when the propeller is off the start locks the engine’s propeller governor will control and stabilize the engine RPM. We disagree with the commenter’s justification because test data has shown that the engine propeller governor will not control and stabilize the engine RPM if the fuel control drive fails when the propeller is off the start locks. A rapid, uncommanded, uncontrolled increase in RPM is most evident during partial or full reverse. We simplified the operating procedure by removing the statement ‘‘Power—Move power lever to or toward flight idle as required to maintain engine limits’’ with the propeller off the start locks as proposed in the NPRM. We changed Figure 1 to paragraph (e) of this AD by adding the following: ‘‘Engine shut down—Move condition lever to EMERGENCY STOP’’. Conclusion We reviewed the relevant data, considered the comments received, and determined that air safety and the public interest require adopting this AD with the changes described previously and minor editorial changes. We have determined that these minor changes: • 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. We also determined that these changes will not increase the economic burden on any operator or increase the scope of this AD. Costs of Compliance We estimate that this AD will affect 2,250 engines installed on airplanes of U.S. registry. We estimate that it will take 8 hours per engine to perform an FCU inspection. The average labor rate is $85 per hour. Due to the more frequent inspections proposed by this AD, we estimate 10% of affected engines will require FCU assembly stub shaft replacement, and fuel pump or fuel control repair. We also estimate that repairs will not exceed $10,000 per engine. Based on these figures, we estimate the cost of this AD on U.S. operators to be $525,587 per year. E:\FR\FM\17JNR1.SGM 17JNR1 34536 Federal Register / Vol. 80, No. 116 / Wednesday, June 17, 2015 / Rules and Regulations Authority for This Rulemaking Title 49 of the United States Code specifies the FAA’s authority to issue rules on aviation safety. Subtitle I, Section 106, describes the authority of the FAA Administrator. Subtitle VII, Aviation Programs, describes in more detail the scope of the Agency’s authority. We are issuing this rulemaking under the authority described in Subtitle VII, Part A, Subpart III, Section 44701, ‘‘General requirements.’’ Under that section, Congress charges the FAA with promoting safe flight of civil aircraft in air commerce by prescribing regulations for practices, methods, and procedures the Administrator finds necessary for safety in air commerce. This regulation is within the scope of that authority because it addresses an unsafe condition that is likely to exist or develop on products identified in this rulemaking action. Regulatory Findings We have determined that this AD will not have federalism implications under Executive Order 13132. This AD will not have a substantial direct effect on the States, on the relationship between the national government and the States, or on the distribution of power and responsibilities among the various levels of government. For the reasons discussed above, I certify that this AD: (1) Is not a ‘‘significant regulatory action’’ under Executive Order 12866, (2) Is not a ‘‘significant rule’’ under DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979), (3) Will not affect intrastate aviation in Alaska to the extent that it justifies making a regulatory distinction, and (4) 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. Authority 49 U.S.C. 106(g), 40113, 44701. § 39.13 [Amended] 2. The FAA amends § 39.13 by removing airworthiness directive (AD) 2006–15–08, Amendment 39–14688 (71 FR 41121, July 20, 2006), and adding the following new AD: ■ 2015–12–04 Honeywell International Inc.: Amendment 39–18177454851; Docket No. FAA–2006–23706; Directorate Identifier 2006–NE–03–AD. (a) Effective Date This AD is effective July 22, 2015. (b) Affected ADs List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety. This AD replaces AD 2006–15–08, Amendment 39–14688 (71 FR 41121, July 20, 2006). Adoption of the Amendment Accordingly, under the authority delegated to me by the Administrator, the FAA amends 14 CFR part 39 as follows: This AD applies to all Honeywell International Inc. TPE331–1, –2, –2UA, –3U, –3UW, –5, –5A, –5AB, –5B, –6, –6A, –10, –10AV, –10GP, –10GT, –10P, –10R, –10T, –10U, –10UA, –10UF, –10UG, –10UGR, –10UR, –11U, –12JR, –12UA, –12UAR, and –12UHR turboprop engines with Honeywell part numbers (P/Ns) for Woodward fuel control unit (FCU) assemblies listed in Table 1 to paragraph (c) of this AD, installed. PART 39—AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows: ■ (c) Applicability TABLE 1 TO PARAGRAPH (c)—AFFECTED FCU ASSEMBLY P/NS Group No. Engine FCU assembly P/Ns 1 ......................... TPE331–1, –2, and –2UA ....................... 2 * ....................... 3 ......................... TPE331–1, –2, and –2UA ....................... TPE331–3U, –3UW, –5, –5A, –5AB, –5B, –6, –6A, –l0AV, –10GP, –10GT, –l0P, and –l0T. TPE331–3U, –3UW, –5, –5B, –6, –6A, and –10T. TPE331–10, –10R, –10U, –10UA, –10UF, –10UG, –10UGR, –10UR, –11U, –12JR, –12UA, –12UAR, and –12UHR. P/N 869199–13, –20, –21, –22, –23, –24, –25, –26, –27, –28, –29, –31, –32, –33, –34, and –35. P/N 869199–9, –10, –11, –12, –14, –16, –17, and –18. P/N 893561–7, –8, –9, –10, –11, –14, –15, –16, –20, –26, –27, and –29; or P/N 897770–1, –3, –7, –9, –10, –11, –12, –14, –15, –16, –25, –26, and –28. 4 * ....................... 5 ......................... P/N 893561–4, –5, –12, and –13 or P/N 897770–5, –8, and –13. P/N 897375–2, –3, –4, –5, –8, –9, –10, –11, –12, –13, –14, –15, –16, –17, –19, –21, –24, –25, –26, and –27; or P/N 897780–1, –2, –3, –4, –5, –6, –7, –8, –9, –10, –11, –14, –15, –16, –17, –18, –19, –20, –21, –22, –23, –24, –25, –26, –27, –30, –32, –34, –36, –37, and –38; or P/N 893561–17, –18, and –19. * New/added FCU assembly P/Ns (d) Unsafe Condition We are issuing this AD to prevent failure of the fuel control drive that could result in damage to the engine and airplane. srobinson on DSK5SPTVN1PROD with RULES (e) Compliance Comply with this AD within the compliance times specified, unless already done. (1) Inspection of Engines With FCU Assembly P/Ns in Groups 2 and 4 For FCU assembly P/Ns in Groups 2 and 4 listed in Table 1 to paragraph (c) of this AD: (i) At the next scheduled inspection of the fuel control drive, or within 500 hours-in- VerDate Sep<11>2014 15:57 Jun 16, 2015 Jkt 235001 service (HIS) after the effective date of this AD, whichever occurs first, inspect the fuel control drive for wear. (ii) Thereafter, re-inspect the fuel control drive within every 1,000 HIS since-lastinspection (SLI). (ii) If on the effective date of this AD the FCU assembly has fewer than 950 HIS SLI, inspect the fuel control drive for wear before reaching 1,000 HIS. (iii) Thereafter, re-inspect the fuel control drive for wear within every 1,000 HIS SLI. (2) Inspection of Engines With FCU Assembly P/Ns in Groups 1, 3, and 5 (3) Airplane Operating Procedures For FCU assembly P/Ns in Groups 1, 3, or 5 listed in Table 1 to paragraph (c) of this AD: (i) If on the effective date of this AD the FCU assembly has 950 or more HIS SLI, inspect the fuel control drive for wear within 50 HIS from the effective date of this AD. PO 00000 Frm 00006 Fmt 4700 Sfmt 4700 Within 60 days after the effective date of this AD, insert the information in Figure 1 to paragraph (e) of this AD, into the Emergency Procedures Section of the Airplane Flight Manual (AFM), Pilot Operating Handbook (POH), and the Manufacturer’s Operating Manual (MOM). E:\FR\FM\17JNR1.SGM 17JNR1 Federal Register / Vol. 80, No. 116 / Wednesday, June 17, 2015 / Rules and Regulations Replacing the affected FCU assembly with an FAA-approved FCU assembly P/N not listed in this AD is terminating action for the initial and repetitive inspections required by this AD, and for inserting the information in Figure 1 to paragraph (e) of this AD into the AFM, POH, and MOM. srobinson on DSK5SPTVN1PROD with RULES (g) Definitions For the purposes of this AD: (1) The ‘‘fuel control drive’’ is a series of mating splines located between the fuel pump and fuel control governor. (2) The fuel control drive consists of four drive splines: The fuel pump internal spline, the fuel control external ‘‘quill shaft’’ spline, and the stub shaft internal and external splines. (h) Alternative Methods of Compliance (AMOCs) The Manager, Los Angeles Aircraft Certification Office, FAA, may approve VerDate Sep<11>2014 15:57 Jun 16, 2015 Jkt 235001 AMOCs for this AD. Use the procedures found in 14 CFR 39.19 to make your request. (i) Related Information (1) For more information about this AD, contact Joseph Costa, Aerospace Engineer, Los Angeles Aircraft Certification Office, FAA, Transport Airplane Directorate, 3960 Paramount Blvd., Lakewood, CA 90712– 4137; phone: 562–627–5246; fax: 562–627– 5210; email: joseph.costa@faa.gov. (2) Information pertaining to operating recommendations for affected engines after a fuel control drive failure is contained in Honeywell International Inc., Operating Information Letter (OIL) OI331–12R6, dated May 26, 2009, for multi-engine airplanes; and in OIL OI331–18R4, dated May 26, 2009, for single-engine airplanes. Information on fuel control drive inspection can be found in Section 72–00–00 of the applicable TPE331 maintenance manuals. These Honeywell International Inc., OILs and the TPE331 maintenance manuals, which are not incorporated by reference in this AD, can be PO 00000 Frm 00007 Fmt 4700 Sfmt 4700 obtained from Honeywell International Inc., using the contact information in paragraph (i)(3) of this AD. (3) For service information identified in this AD, contact Honeywell International Inc., 111 S. 34th Street, Phoenix, AZ 85034– 2802; Internet: https:// myaerospace.honeywell.com/wps/portal/!ut; phone: 800–601–3099. (4) You may view this service information at the FAA, Engine & Propeller Directorate, 12 New England Executive Park, Burlington, MA. For information on the availability of this material at the FAA, call 781–238–7125. (j) Material Incorporated by Reference None. E:\FR\FM\17JNR1.SGM 17JNR1 ER17JN15.000</GPH> (f) Optional Terminating Action 34537 34538 Federal Register / Vol. 80, No. 116 / Wednesday, June 17, 2015 / Rules and Regulations Issued in Burlington, Massachusetts, on June 5, 2015. Ann C. Mollica, Acting Directorate Manager, Engine & Propeller Directorate, Aircraft Certification Service. [FR Doc. 2015–14694 Filed 6–16–15; 8:45 am] BILLING CODE 4910–13–P EQUAL EMPLOYMENT OPPORTUNITY COMMISSION 29 CFR Part 1611 Privacy Act Regulations CFR Correction In Title 29 of the Code of Federal Regulations, Parts 900 to 1899, revised as of July 1, 2014, on page 257, in § 1611.3, in paragraph (b)(3), the address ‘‘1801 L Street NW.’’ is corrected to read ‘‘131 M Street NE.’’. ■ [FR Doc. 2015–14654 Filed 6–16–15; 8:45 am] BILLING CODE 1505–01–D ENVIRONMENTAL PROTECTION AGENCY 40 CFR Part 52 Approval and Promulgation of Implementation Plans CFR Correction In Title 40 of the Code of Federal Regulations, Part 52 (§§ 52.1019 to 52.2019), revised as of July 1, 2014, on page 649, in § 52.1881, paragraph (b) is removed and reserved. [FR Doc. 2015–14652 Filed 6–16–15; 8:45 am] BILLING CODE 1505–01–D DEPARTMENT OF COMMERCE National Oceanic and Atmospheric Administration 50 CFR Part 622 [Docket No. 120815345–3525–02] srobinson on DSK5SPTVN1PROD with RULES RIN 0648–XD988 Snapper-Grouper Fishery of the South Atlantic; 2015 Commercial Accountability Measure and Closure for the South Atlantic Lesser Amberjack, Almaco Jack, and Banded Rudderfish Complex National Marine Fisheries Service (NMFS), National Oceanic and Atmospheric Administration (NOAA), Commerce. ACTION: Temporary rule; closure. AGENCY: VerDate Sep<11>2014 15:57 Jun 16, 2015 Jkt 235001 NMFS implements accountability measures (AMs) for the commercial sector for the lesser amberjack, almaco jack, and banded rudderfish complex in the South Atlantic for the 2015 fishing year through this temporary rule. Commercial landings for the lesser amberjack, almaco jack, and banded rudderfish complex, as estimated by the Science and Research Director, are projected to reach their combined commercial annual catch limit (ACL) on June 23, 2015. Therefore, NMFS closes the commercial sector for this complex on June 23, 2015, through the remainder of the fishing year in the exclusive economic zone (EEZ) of the South Atlantic. This closure is necessary to protect the lesser amberjack, almaco jack, and banded rudderfish resources. DATES: This rule is effective 12:01 a.m., local time, June 23, 2015, until 12:01 a.m., local time, January 1, 2016. FOR FURTHER INFORMATION CONTACT: Catherine Hayslip, NMFS Southeast Regional Office, telephone: 727–824– 5305, email: catherine.hayslip@ noaa.gov. SUPPLEMENTARY INFORMATION: The snapper-grouper fishery of the South Atlantic, which includes the lesser amberjack, almaco jack, and banded rudderfish complex, is managed under the Fishery Management Plan for the Snapper-Grouper Fishery of the South Atlantic Region (FMP). The FMP was prepared by the South Atlantic Fishery Management Council and is implemented under the authority of the Magnuson-Stevens Fishery Conservation and Management Act (Magnuson-Stevens Act) by regulations at 50 CFR part 622. The combined commercial ACL for the lesser amberjack, almaco jack, and banded rudderfish complex is 189,422 lb (85,920 kg), round weight. Under 50 CFR 622.193(l)(1)(i), NMFS is required to close the commercial sector for the lesser amberjack, almaco jack, and banded rudderfish complex when the commercial ACL has been reached, or is projected to be reached, by filing a notification to that effect with the Office of the Federal Register. NMFS has determined that the commercial sector for this complex is projected to reach the ACL on June 23, 2015. Therefore, this temporary rule implements an AM to close the commercial sector for the lesser amberjack, almaco jack, and banded rudderfish complex in the South Atlantic, effective 12:01 a.m., local time June 23, 2015. The operator of a vessel with a valid commercial vessel permit for South Atlantic snapper-grouper having lesser SUMMARY: PO 00000 Frm 00008 Fmt 4700 Sfmt 4700 amberjack, almaco jack, or banded rudderfish on board must have landed and bartered, traded, or sold such species prior to 12:01 a.m., local time, June 23, 2015. During the closure, the bag limit specified in 50 CFR 622.187(b)(8) and the possession limits specified in 50 CFR 622.187(c) apply to all harvest or possession of lesser amberjack, almaco jack, or banded rudderfish in or from the South Atlantic EEZ. These bag and possession limits apply in the South Atlantic on board a vessel for which a valid Federal commercial or charter vessel/headboat permit for South Atlantic snappergrouper has been issued, without regard to where such species were harvested, i.e., in state or Federal waters. During the closure, the sale or purchase of lesser amberjack, almaco jack, or banded rudderfish taken from the EEZ is prohibited. The prohibition on sale or purchase does not apply to the sale or purchase of lesser amberjack, almaco jack, or banded rudderfish that were harvested, landed ashore, and sold prior to 12:01 a.m., local time, June 23, 2015, and were held in cold storage by a dealer or processor. Classification The Regional Administrator, Southeast Region, NMFS, has determined this temporary rule is necessary for the conservation and management of the lesser amberjack, almaco jack, and banded rudderfish complex, a component of the South Atlantic snapper-grouper fishery, and is consistent with the Magnuson-Stevens Act and other applicable laws. This action is taken under 50 CFR 622.193(l)(1)(i) and is exempt from review under Executive Order 12866. These measures are exempt from the procedures of the Regulatory Flexibility Act because the temporary rule is issued without opportunity for prior notice and comment. This action responds to the best scientific information available. The Assistant Administrator for Fisheries, NOAA (AA), finds that the need to immediately implement this action to close the commercial sector for the lesser amberjack, almaco jack, and banded rudderfish complex constitutes good cause to waive the requirements to provide prior notice and opportunity for public comment pursuant to the authority set forth in 5 U.S.C. 553(b)(B), as such procedures are unnecessary and contrary to the public interest. Such procedures are unnecessary because the rule itself has been subject to notice and comment, and all that remains is to notify the public of the closure. Such procedures are contrary to the public E:\FR\FM\17JNR1.SGM 17JNR1

Agencies

[Federal Register Volume 80, Number 116 (Wednesday, June 17, 2015)]
[Rules and Regulations]
[Pages 34534-34538]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-14694]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2006-23706; Directorate Identifier 2006-NE-03-AD;
Amendment 39-18177; AD 2014-12-04]
RIN 2120-AA64

Airworthiness Directives; Honeywell International Inc. Turboprop
Engines

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: We are superseding airworthiness directive (AD) 2006-15-08 for
all Honeywell International Inc. TPE331-1, -2, -2UA, -3U, -3UW, -5, -
5A, -5AB, -5B, -6, -6A, -10, -10AV, -10GP, -10GT, -10P, -10R, -10T, -
10U, -10UA, -10UF, -10UG, -10UGR, -10UR, -11U, -12JR, -12UA, -12UAR,
and -12UHR turboprop engines with certain Honeywell part numbers (P/Ns)
of Woodward fuel control unit (FCU) assemblies, installed. AD 2006-15-
08 required initial and repetitive dimensional inspections of the fuel
control drives for wear, and replacement of the FCU and fuel pump. This
new AD requires initial and repetitive dimensional inspections of the
affected fuel control drives and insertion of certain airplane
operating procedures into the applicable flight manuals. This AD was
prompted by reports of loss of the fuel control drive, leading to
engine overspeed, overtorque, overtemperature, uncontained rotor
failure, and asymmetric thrust in multi-engine airplanes. We are
issuing this AD to prevent failure of the fuel control drive that could
result in damage to the engine and airplane.

DATES: This AD is effective July 22, 2015.

ADDRESSES: For service information identified in this AD, contact
Honeywell International Inc., 111 S 34th Street, Phoenix, AZ 85034-
2802; phone: 800-601-3099; Internet: https://myaerospace.honeywell.com/wps/portal/!ut/. You may view this service information at the FAA,
Engine & Propeller Directorate, 12 New England Executive Park,
Burlington, MA. For information on the availability of this material at
the FAA, call 781-238-7125.

Examining the AD Docket

You may examine the AD docket on the Internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2006-
23706; 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 this AD, the regulatory evaluation, any comments
received, and other information. The address for the Docket Office
(phone: 800-647-5527) is 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: Joseph Costa, Aerospace Engineer, Los
Angeles Aircraft Certification Office, FAA, Transport Airplane
Directorate, 3960 Paramount Blvd., Lakewood, CA 90712-4137; phone: 562-
627-5246; fax: 562-627-5210; email: joseph.costa@faa.gov.

SUPPLEMENTARY INFORMATION:

Discussion

We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 2006-15-08, Amendment 39-14688 (71 FR 41121,
July 20, 2006), (``AD 2006-15-08''). AD 2006-15-08 applied to all
Honeywell International Inc. TPE331-1, -2, -2UA, -3U, -3UW, -5, -5A, -
5AB, -5B, -6, -6A, -10, -10AV, -10GP, -10GT, -10P, -10R, -10T, -10U, -
10UA, -10UF, -10UG, -10UGR, -10UR, -11U, -12JR, -12UA, -12UAR, and -
12UHR turboprop engines with certain Honeywell part numbers (P/Ns) of
Woodward FCU assemblies, installed. The NPRM published in the Federal
Register on March 19, 2014 (79 FR 15261). The NPRM was prompted by
reports of loss of the fuel control drive, leading to engine overspeed,
overtorque, overtemperature, uncontained rotor failure, and asymmetric
thrust in multi-engine airplanes. The NPRM proposed to continue to
require initial and repetitive dimensional inspections of the affected
fuel control drives but would no longer require the installation of a
modified FCU. The NPRM also proposed to require insertion of certain
airplane operating procedures into the applicable flight manuals. We
are issuing this AD to prevent failure of the fuel control drive that
could result in damage to the engine and airplane.

Comments

We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the NPRM (79
FR 15261, March 19, 2014) and the FAA's response to each comment.

[[Page 34535]]

Disagreement With the Elimination of Requirement To Install a Modified
FCU

Honeywell International Inc. (Honeywell) and an individual
commenter indicated that the NPRM should mandate the installation of
the FCU because of the benefits it provides. In addition, both
commenters disagreed with the FAA that the modified FCU contributed to
the rate of in-flight shutdowns (IFSDs) and that the inherent risk of
repetitive inspections does not support the elimination of the
overspeed governor (OSG) modification requirement of AD 2006-15-08.
We disagree. We eliminated the mandatory installation of recently
certified, modified FCUs due to the numerous reports of unscheduled
removals and the IFSDs caused by the recent design changes incorporated
in the modified FCU. We did not change this AD.

Request Change to Costs of Compliance

Honeywell indicated that the cost for repetitive inspections is not
accurate. Honeywell estimates that, without a change in design, a
limitless number of inspections would be needed over the life of the
engine.
We agree. Numerous fuel control drive inspections could be needed
over the life of the engine. The Costs of Compliance paragraph was
changed to reflect an annual cost of compliance which was based on the
fleet costs as reflected in the NPRM.

Request To Change the Applicability

Honeywell requested that engines in Group #4 reflect the engines
associated with FCU assembly P/Ns being added to the Applicability
paragraph for added clarity.
We agree. We changed Table 1 to paragraph (c) of this AD to clarify
the Group #4 engine models as follows: ``Group #4 TPE331-3U, -3UW, -5,
-5B, -6, -6A, and -10T''.

Request To Change the Applicability

Honeywell requested that clarification be provided for FCU P/Ns of
Woodward fuel control units. The Applicability paragraph refers to P/Ns
as Woodward P/Ns when the listed P/Ns are Honeywell P/Ns for Woodward
FCUs.
We agree. We changed paragraph (c) of this AD to read, ``. . .
turboprop engines with Honeywell part numbers (P/Ns) for Woodward fuel
control unit (FCU) assemblies listed in Table 1 to paragraph (c) of
this AD, installed.''

Request Redundant Term Be Removed From the Compliance

Honeywell requested that ``spline'' be removed from the fuel
control drive inspection as stated in the Compliance paragraph. This
change is consistent with the Compliance and the Definitions paragraphs
in AD 2006-15-08.
We agree. We changed paragraphs (e)(1)(i) and (e)(2)(ii) to read:
``Inspect the fuel control drive for wear.''

Request To Change Related Information

Honeywell requested that the publications listed in Related
Information, paragraph (i)(2), be referred to as airplane publications
and not as obtainable from Honeywell International. The reason for this
request is that the Airplane Flight Manual (AFM), the Pilot Operating
Handbook (POH), and the Manufacturer's Operating Manual (MOM) are
airplane publications and cannot be obtained from Honeywell.
We agree that the AFM, POH, and the MOM are airplane manuals. As a
result of reviewing this comment, we decided that mentioning all
applicable owners of airplane manuals is unnecessary in the related
information section of this AD.

Request To Change Airplane Operating Procedures

Honeywell requested that reference to the ``Loss of Fuel Control
Drive'' be changed to ``Loss of the drive between the engine driven
fuel pump and the fuel control governor.'' This change would eliminate
confusion between the loss of the accessory drive gearing to the fuel
pump with the loss of the fuel control drive.
We agree that the term ``fuel control drive'' is not a term used in
airplane operating procedures. We removed the term ``fuel control
drive'' from the Airplane Operating Procedures in this AD and made
other changes to simplify and clarify Figure 1 to paragraph (e) of this
AD.

Request To Change Airplane Operating Procedures

One commenter requested a revision of the Operating Procedure
``Warnings'' in the NPRM to clearly address overspeed during start and
immediately after start before the propeller has been removed from the
start locks. This change would provide clarification and enhance
safety.
We disagree. The Loss of Fuel Control Drive causing rapid,
uncommanded acceleration during engine start is as unsafe as the Loss
of Fuel Control Drive immediately after start when the engine is stable
before the propeller is removed from the start locks. However, since
the observed effects for these two conditions are the same, we combined
both instances as ``Rapid, Uncommanded Acceleration During Engine
Start''.

Request To Change Airplane Operating Procedures

The commenter requested changing the operating procedures for when
the propeller is off the start locks to address the rapid uncommanded,
uncontrolled increase in revolutions-per-minute (RPM). The commenter
believes that if the fuel control drive fails when the propeller is off
the start locks the engine's propeller governor will control and
stabilize the engine RPM.
We disagree with the commenter's justification because test data
has shown that the engine propeller governor will not control and
stabilize the engine RPM if the fuel control drive fails when the
propeller is off the start locks. A rapid, uncommanded, uncontrolled
increase in RPM is most evident during partial or full reverse. We
simplified the operating procedure by removing the statement ``Power--
Move power lever to or toward flight idle as required to maintain
engine limits'' with the propeller off the start locks as proposed in
the NPRM. We changed Figure 1 to paragraph (e) of this AD by adding the
following: ``Engine shut down--Move condition lever to EMERGENCY
STOP''.

Conclusion

We reviewed the relevant data, considered the comments received,
and determined that air safety and the public interest require adopting
this AD with the changes described previously and minor editorial
changes. We have determined that these minor changes:
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.
We also determined that these changes will not increase the
economic burden on any operator or increase the scope of this AD.

Costs of Compliance

We estimate that this AD will affect 2,250 engines installed on
airplanes of U.S. registry. We estimate that it will take 8 hours per
engine to perform an FCU inspection. The average labor rate is $85 per
hour. Due to the more frequent inspections proposed by this AD, we
estimate 10% of affected engines will require FCU assembly stub shaft
replacement, and fuel pump or fuel control repair. We also estimate
that repairs will not exceed $10,000 per engine. Based on these
figures, we estimate the cost of this AD on U.S. operators to be
$525,587 per year.

[[Page 34536]]

Authority for This Rulemaking

Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, Section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.

Regulatory Findings

We have determined that this AD will not have federalism
implications under Executive Order 13132. This AD will not have a
substantial direct effect on the States, on the relationship between
the national government and the States, or on the distribution of power
and responsibilities among the various levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979),
(3) Will not affect intrastate aviation in Alaska to the extent
that it justifies making a regulatory distinction, and
(4) 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.

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

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)
2006-15-08, Amendment 39-14688 (71 FR 41121, July 20, 2006), and adding
the following new AD:

2015-12-04 Honeywell International Inc.: Amendment 39-18177454851;
Docket No. FAA-2006-23706; Directorate Identifier 2006-NE-03-AD.

(a) Effective Date

This AD is effective July 22, 2015.

(b) Affected ADs

This AD replaces AD 2006-15-08, Amendment 39-14688 (71 FR 41121,
July 20, 2006).

This AD applies to all Honeywell International Inc. TPE331-1, -
2, -2UA, -3U, -3UW, -5, -5A, -5AB, -5B, -6, -6A, -10, -10AV, -10GP,
-10GT, -10P, -10R, -10T, -10U, -10UA, -10UF, -10UG, -10UGR, -10UR, -
11U, -12JR, -12UA, -12UAR, and -12UHR turboprop engines with
Honeywell part numbers (P/Ns) for Woodward fuel control unit (FCU)
assemblies listed in Table 1 to paragraph (c) of this AD, installed.

Table 1 to Paragraph (c)--Affected FCU Assembly P/Ns
------------------------------------------------------------------------
Group No. Engine FCU assembly P/Ns
------------------------------------------------------------------------
1........................ TPE331-1, -2, and - P/N 869199-13, -20, -21,
2UA. -22, -23, -24, -25, -
26, -27, -28, -29, -31,
-32, -33, -34, and -35.
2 *...................... TPE331-1, -2, and - P/N 869199-9, -10, -11,
2UA. 12, -14, -16, -17, and
18.
3........................ TPE331-3U, -3UW, - P/N 893561-7, -8, -9, -
5, -5A, -5AB, -5B, 10, -11, -14, -15, -16,
-6, -6A, -l0AV, - -20, -26, -27, and -29;
10GP, -10GT, -l0P, or P/N 897770-1, -3, -
and -l0T. 7, -9, -10, -11, -12, -
14, -15, -16, -25, -26,
and -28.
4 *...................... TPE331-3U, -3UW, - P/N 893561-4, -5, -12,
5, -5B, -6, -6A, and -13 or P/N 897770-
and -10T. 5, -8, and -13.
5........................ TPE331-10, -10R, - P/N 897375-2, -3, -4, -
10U, -10UA, -10UF, 5, -8, -9, -10, -11, -
-10UG, -10UGR, - 12, -13, -14, -15, -16,
10UR, -11U, -12JR, -17, -19, -21, -24, -
-12UA, -12UAR, and 25, -26, and -27; or P/
-12UHR. N 897780-1, -2, -3, -4,
-5, -6, -7, -8, -9, -
10, -11, -14, -15, -16,
-17, -18, -19, -20, -
21, -22, -23, -24, -25,
-26, -27, -30, -32, -
34, -36, -37, and -38;
or P/N 893561-17, -18,
and -19.
------------------------------------------------------------------------
* New/added FCU assembly P/Ns

(d) Unsafe Condition

We are issuing this AD to prevent failure of the fuel control
drive that could result in damage to the engine and airplane.

(e) Compliance

Comply with this AD within the compliance times specified,
unless already done.

(1) Inspection of Engines With FCU Assembly P/Ns in Groups 2 and 4

For FCU assembly P/Ns in Groups 2 and 4 listed in Table 1 to
paragraph (c) of this AD:
(i) At the next scheduled inspection of the fuel control drive,
or within 500 hours-in-service (HIS) after the effective date of
this AD, whichever occurs first, inspect the fuel control drive for
wear.
(ii) Thereafter, re-inspect the fuel control drive within every
1,000 HIS since-last-inspection (SLI).

(2) Inspection of Engines With FCU Assembly P/Ns in Groups 1, 3,
and 5

For FCU assembly P/Ns in Groups 1, 3, or 5 listed in Table 1 to
paragraph (c) of this AD:
(i) If on the effective date of this AD the FCU assembly has 950
or more HIS SLI, inspect the fuel control drive for wear within 50
HIS from the effective date of this AD.
(ii) If on the effective date of this AD the FCU assembly has
fewer than 950 HIS SLI, inspect the fuel control drive for wear
before reaching 1,000 HIS.
(iii) Thereafter, re-inspect the fuel control drive for wear
within every 1,000 HIS SLI.

(3) Airplane Operating Procedures

Within 60 days after the effective date of this AD, insert the
information in Figure 1 to paragraph (e) of this AD, into the
Emergency Procedures Section of the Airplane Flight Manual (AFM),
Pilot Operating Handbook (POH), and the Manufacturer's Operating
Manual (MOM).

[[Page 34537]]

[GRAPHIC] [TIFF OMITTED] TR17JN15.000

(f) Optional Terminating Action

Replacing the affected FCU assembly with an FAA-approved FCU
assembly P/N not listed in this AD is terminating action for the
initial and repetitive inspections required by this AD, and for
inserting the information in Figure 1 to paragraph (e) of this AD
into the AFM, POH, and MOM.

(g) Definitions

For the purposes of this AD:
(1) The ``fuel control drive'' is a series of mating splines
located between the fuel pump and fuel control governor.
(2) The fuel control drive consists of four drive splines: The
fuel pump internal spline, the fuel control external ``quill shaft''
spline, and the stub shaft internal and external splines.

(h) Alternative Methods of Compliance (AMOCs)

The Manager, Los Angeles Aircraft Certification Office, FAA, may
approve AMOCs for this AD. Use the procedures found in 14 CFR 39.19
to make your request.

(i) Related Information

(1) For more information about this AD, contact Joseph Costa,
Aerospace Engineer, Los Angeles Aircraft Certification Office, FAA,
Transport Airplane Directorate, 3960 Paramount Blvd., Lakewood, CA
90712-4137; phone: 562-627-5246; fax: 562-627-5210; email:
joseph.costa@faa.gov.
(2) Information pertaining to operating recommendations for
affected engines after a fuel control drive failure is contained in
Honeywell International Inc., Operating Information Letter (OIL)
OI331-12R6, dated May 26, 2009, for multi-engine airplanes; and in
OIL OI331-18R4, dated May 26, 2009, for single-engine airplanes.
Information on fuel control drive inspection can be found in Section
72-00-00 of the applicable TPE331 maintenance manuals. These
Honeywell International Inc., OILs and the TPE331 maintenance
manuals, which are not incorporated by reference in this AD, can be
obtained from Honeywell International Inc., using the contact
information in paragraph (i)(3) of this AD.
(3) For service information identified in this AD, contact
Honeywell International Inc., 111 S. 34th Street, Phoenix, AZ 85034-
2802; Internet: https://myaerospace.honeywell.com/wps/portal/!ut;
phone: 800-601-3099.
(4) You may view this service information at the FAA, Engine &
Propeller Directorate, 12 New England Executive Park, Burlington,
MA. For information on the availability of this material at the FAA,
call 781-238-7125.

(j) Material Incorporated by Reference

None.

[[Page 34538]]

Issued in Burlington, Massachusetts, on June 5, 2015.
Ann C. Mollica,
Acting Directorate Manager, Engine & Propeller Directorate, Aircraft
Certification Service.
[FR Doc. 2015-14694 Filed 6-16-15; 8:45 am]
BILLING CODE 4910-13-P

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