Airworthiness Directives; DG Flugzeugbau GmbH and Schempp-Hirth Flugzeugbau GmbH Gliders, 68168-68171 [2021-26042]
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68168
Federal Register / Vol. 86, No. 228 / Wednesday, December 1, 2021 / Proposed Rules
implications under Executive Order
13132. This proposed AD would 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 proposed regulation:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
(2) Would not affect intrastate
aviation in Alaska, and
(3) Would 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.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 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 airworthiness
directive:
■
Airbus Helicopters: Docket No. FAA–2021–
1018; Project Identifier MCAI–2021–
00902–R.
(a) Comments Due Date
The FAA must receive comments on this
airworthiness directive (AD) by January 18,
2022.
(b) Affected ADs
None.
(c) Applicability
This AD applies to all Airbus Helicopters
Model AS332L2 and EC225LP helicopters,
certificated in any category.
lotter on DSK11XQN23PROD with PROPOSALS1
(d) Subject
Joint Aircraft Service Component (JASC)
Code: 6400, Tail Rotor System.
(e) Unsafe Condition
This AD was prompted by a report of loss
of tightening torque on the nut that attaches
the tail gear box (TGB) bevel wheel. The FAA
is issuing this AD to address loss of
tightening torque on the nut that attaches the
TGB bevel wheel, which, if not corrected,
could lead to structural failure of the TGB
drive, resulting in reduced, or loss of, control
of the helicopter.
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Jkt 256001
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Requirements
Except as specified in paragraph (h) of this
AD: Comply with all required actions and
compliance times specified in, and in
accordance with, European Union Aviation
Safety Agency (EASA) AD 2021–0184R1,
dated October 8, 2021 (EASA AD 2021–
0184R1).
(h) Exceptions to EASA AD 2021–0184R1
(1) Where EASA AD 2021–0184R1 requires
compliance in terms of flight hours, this AD
requires using hours time-in-service.
(2) Where EASA AD 2021–0184R1 refers to
August 19, 2021 (the effective date of EASA
AD 2021–0184, dated August 5, 2021), this
AD requires using the effective date of this
AD.
(3) Where the service information
referenced in EASA AD 2021–0184R1
specifies sending parts to the manufacturer or
an approved repair station to be examined,
this AD does not include that requirement.
(4) This AD does not mandate compliance
with the ‘‘Remarks’’ section of EASA AD
2021–0184R1.
(i) No Reporting Requirement
Although the service information
referenced in EASA AD 2021–0184R1
specifies to submit certain information to the
manufacturer, this AD does not include that
requirement.
(j) Special Flight Permit
Special flight permits may be permitted
provided that there are no passengers on
board.
(k) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, International Validation
Branch, FAA, has the authority to approve
AMOCs for this AD, if requested using the
procedures found in 14 CFR 39.19. In
accordance with 14 CFR 39.19, send your
request to your principal inspector or local
Flight Standards District Office, as
appropriate. If sending information directly
to the manager of the International Validation
Branch, send it to the attention of the person
identified in paragraph (l)(2) of this AD.
Information may be emailed to: 9-AVS-AIR730-AMOC@faa.gov.
(2) Before using any approved AMOC,
notify your appropriate principal inspector,
or lacking a principal inspector, the manager
of the local flight standards district office/
certificate holding district office.
(l) Related Information
(1) For EASA AD 2021–0184R1, contact
EASA, Konrad-Adenauer-Ufer 3, 50668
Cologne, Germany; telephone +49 221 8999
000; email ADs@easa.europa.eu; internet
www.easa.europa.eu. You may view this
material at the FAA, Office of the Regional
Counsel, Southwest Region, 10101 Hillwood
Pkwy., Room 6N–321, Fort Worth, TX 76177.
For information on the availability of this
material at the FAA, call (817) 222–5110.
This material may be found in the AD docket
PO 00000
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Sfmt 4702
at https://www.regulations.gov by searching
for and locating Docket No. FAA–2021–1018.
(2) For more information about this AD,
contact Andrea Jimenez, Aerospace Engineer,
COS Program Management Section,
Operational Safety Branch, Compliance &
Airworthiness Division, FAA, 1600 Stewart
Ave., Suite 410, Westbury, NY 11590;
telephone (516) 228–7330; email
andrea.jimenez@faa.gov.
Issued on November 23, 2021.
Lance T. Gant,
Director, Compliance & Airworthiness
Division, Aircraft Certification Service.
[FR Doc. 2021–26037 Filed 11–30–21; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2021–1015; Project
Identifier 2019–CE–014–AD]
RIN 2120–AA64
Airworthiness Directives; DG
Flugzeugbau GmbH and SchemppHirth Flugzeugbau GmbH Gliders
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
The FAA proposes to adopt a
new airworthiness directive (AD) for DG
Flugzeugbau GmbH Model DG–1000T
gliders and Schempp-Hirth Flugzeugbau
GmbH Model Duo Discus T gliders with
a Solo Kleinmotoren GmbH Solo Model
2350C or 2350D engine installed. This
proposed AD was prompted by
mandatory continuing airworthiness
information (MCAI) issued by the
aviation authority of another country to
identify and correct an unsafe condition
on an aviation product. The MCAI
describes the unsafe condition as failure
of the bearing of the upper pulley of the
belt driven reduction gear resulting in
separation of the propeller from the
engine. This proposed AD would
require replacing a certain hex-nut and
would establish a lift limit for the ball
bearing assembly. The FAA is proposing
this AD to address the unsafe condition
on these products.
DATES: The FAA must receive comments
on this proposed AD by January 18,
2022.
ADDRESSES: You may send comments,
using the procedures found in 14 CFR
11.43 and 11.45, by any of the following
methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
SUMMARY:
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Federal Register / Vol. 86, No. 228 / Wednesday, December 1, 2021 / Proposed Rules
• Fax: (202) 493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE,
Washington, DC 20590.
• Hand Delivery: Deliver to Mail
address above between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
For service information identified in
this NPRM, contact Solo Kleinmotoren
GmbH, Postfach 600152, D71050
Sindelfingen, Germany; phone: +49 703
1301–0; fax: +49 703 1301–136; email:
aircraft@solo-germany.com; website:
https://aircraft.solo-online.com. You may
view this service information at the
FAA, Airworthiness Products Section,
Operational Safety Branch, 901 Locust,
Kansas City, MO 64106. For information
on the availability of this material at the
FAA, call (816) 329–4148.
Examining the AD Docket
You may examine the AD docket at
https://www.regulations.gov by
searching for and locating Docket No.
FAA–2021–1015; or in person at Docket
Operations between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal
holidays. The AD docket contains this
NPRM, the MCAI, any comments
received, and other information. The
street address for Docket Operations is
listed above.
FOR FURTHER INFORMATION CONTACT: Jim
Rutherford, Aviation Safety Engineer,
General Aviation & Rotorcraft Section,
International Validation Branch, FAA,
901 Locust, Room 301, Kansas City, MO
64106; phone: (816) 329–4165; fax: (816)
329–4090; email: jim.rutherford@
faa.gov.
SUPPLEMENTARY INFORMATION:
lotter on DSK11XQN23PROD with PROPOSALS1
Comments Invited
The FAA invites you to send any
written relevant data, views, or
arguments about this proposal. Send
your comments to an address listed
under ADDRESSES. Include ‘‘Docket No.
FAA–2021–1015; Project Identifier
2019–CE–014–AD’’ at the beginning of
your comments. The most helpful
comments reference a specific portion of
the proposal, explain the reason for any
recommended change, and include
supporting data. The FAA will consider
all comments received by the closing
date and may amend this proposal
because of those comments.
Except for Confidential Business
Information (CBI) as described in the
following paragraph, and other
information as described in 14 CFR
11.35, the FAA will post all comments
received, without change, to https://
VerDate Sep<11>2014
16:56 Nov 30, 2021
Jkt 256001
www.regulations.gov, including any
personal information you provide. The
agency will also post a report
summarizing each substantive verbal
contact received about this NPRM.
Confidential Business Information
CBI is commercial or financial
information that is both customarily and
actually treated as private by its owner.
Under the Freedom of Information Act
(FOIA) (5 U.S.C. 552), CBI is exempt
from public disclosure. If your
comments responsive to this NPRM
contain commercial or financial
information that is customarily treated
as private, that you actually treat as
private, and that is relevant or
responsive to this NPRM, it is important
that you clearly designate the submitted
comments as CBI. Please mark each
page of your submission containing CBI
as ‘‘PROPIN.’’ The FAA will treat such
marked submissions as confidential
under the FOIA, and they will not be
placed in the public docket of this
NPRM. Submissions containing CBI
should be sent to Jim Rutherford,
Aviation Safety Engineer, FAA, General
Aviation & Rotorcraft Section,
International Validation Branch, FAA,
901 Locust, Room 301, Kansas City, MO
64106. Any commentary that the FAA
receives which is not specifically
designated as CBI will be placed in the
public docket for this rulemaking.
Background
The European Aviation Safety Agency
(EASA), which is the Technical Agent
for the Member States of the European
Union, has issued EASA AD 2019–0029,
dated February 8, 2019 (referred to after
this as ‘‘the MCAI’’), to address an
unsafe condition on Solo Kleinmotoren
GmbH Solo Model 2350B, 2350BS,
2350C, and 2350D engines. The MCAI
states:
An occurrence was reported of failure of
the bearing of the upper pulley of the belt
driven reduction gear, resulting in separation
of the propeller from the engine.
This condition, if not corrected, could lead
to similar occurrences, with possible reduced
control of, and damage to, the aircraft.
To address this potential unsafe condition,
Solo redesigned the nut securing the pulley
bearing on the axle and introduced a life time
limit of 15 years for the reduction gear
bearings.
For the reason stated above, this [EASA]
AD requires replacement of affected parts
with serviceable parts, and introduces a life
limit for the affected ball bearings.
You may examine the MCAI in the
AD docket at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2021–
1015.
PO 00000
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Fmt 4702
Sfmt 4702
68169
Related Service Information Under 1
CFR Part 51
The FAA reviewed Solo Kleinmotoren
GmbH Service Bulletin 4603–18, dated
January 22, 2019. The service
information contains procedures for
replacing the hex-nut at the excentric
axle and the ball bearing assemblies at
the bearing block of the reduction gear.
This service information is reasonably
available because the interested parties
have access to it through their normal
course of business or by the means
identified in ADDRESSES.
FAA’s Determination
This product has been approved by
the aviation authority of another
country and is approved for operation in
the United States. Pursuant to the FAA’s
bilateral agreement with this State of
Design Authority, it has notified the
FAA of the unsafe condition described
in the MCAI and service information
referenced above. The FAA is issuing
this NPRM after determining the unsafe
condition described previously is likely
to exist or develop on other products of
the same type design.
Proposed AD Requirements in This
NPRM
This proposed AD would require
removing the affected hex-nut from
service and replacing it with a flangenut. This proposed AD would also
establish a lift limit of 15 years for the
affected ball bearing assemblies.
Differences Between This Proposed AD
and the MCAI or Service Information
The MCAI applies to Solo
Kleinmotoren GmbH Solo Model 2350B,
2350BS, 2350C, and 2350D engines.
None of these model engines have an
FAA engine type certificate. However,
Model 2350C and Model 2350D engines
are certificated by the FAA with the
type certificate for certain gliders. This
proposed AD would not apply to Solo
Kleinmotoren GmbH Solo Model 2350B
and 2350BS engines because they are
not part of an FAA glider type design.
The MCAI requires replacing an
affected ball bearing assembly before it
accumulates 15 years since first
installation on an engine. This proposed
AD would require replacing both ball
bearing assemblies simultaneously
before either accumulates 15 years since
first installation on an engine.
Costs of Compliance
The FAA estimates that this AD, if
adopted as proposed, would affect 10
gliders of U.S. registry. The FAA
estimates that for gliders with an
affected hex-nut, replacement would
take about 0.5 work-hour and require a
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Federal Register / Vol. 86, No. 228 / Wednesday, December 1, 2021 / Proposed Rules
part costing $95. The average labor rate
is $85 per work-hour. Based on these
figures, the FAA estimates the cost to
replace the hex-nut on U.S. operators to
be $1,380 (assuming all 10 gliders have
this configuration) or $138 per glider.
In addition, the FAA estimates that
for gliders with the affected ball bearing
assemblies, replacement would take
about 4 work-hours for both ball bearing
assemblies and require ball bearing
assemblies costing $118 (2 units). The
average labor rate is $85 per work-hour.
Based on these figures, the FAA
estimates the cost of the ball bearing
assembly replacement on U.S. operators
to be $4,580 (assuming all 10 gliders
have this configuration) or $458 per
glider.
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.
The FAA is 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.
lotter on DSK11XQN23PROD with PROPOSALS1
Regulatory Findings
The FAA determined that this
proposed AD would not have federalism
implications under Executive Order
13132. This proposed AD would 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 proposed regulation:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
(2) Would not affect intrastate
aviation in Alaska, and
(3) Would not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
VerDate Sep<11>2014
16:56 Nov 30, 2021
Jkt 256001
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 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 airworthiness
directive:
■
DG Flugzeugbau GmbH and Schempp-Hirth
Flugzeugbau GmbH Gliders: Docket No.
FAA–2021–1015; Project Identifier
2019–CE–014–AD.
(a) Comments Due Date
The FAA must receive comments on this
airworthiness directive (AD) by January 18,
2022.
(b) Affected ADs
None.
(c) Applicability
This AD applies to DG Flugzeugbau GmbH
Model DG–1000T gliders and Schempp-Hirth
Flugzeugbau GmbH Model Duo Discus T
gliders, certificated in any category, with a
Solo Kleinmotoren GmbH Solo Model 2350C
or 2350D engine, all serial numbers,
installed.
(d) Subject
Joint Aircraft System Component (JASC)
Code 7200, Engine (Turbine/Turboprop).
(e) Unsafe Condition
This AD was prompted by mandatory
continuing airworthiness information (MCAI)
issued by the aviation authority of another
country to identify and correct an unsafe
condition on an aviation product. The MCAI
describes the unsafe condition as failure of
the bearing of the upper pulley of the belt
driven reduction gear. The FAA is issuing
this AD to prevent separation of the propeller
from the engine. The unsafe condition, if not
addressed, could result in loss of control of
the aircraft.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Actions and Compliance
(1) Within 12 months after the effective
date of this AD, remove the nut installed at
the excentric axle from service and replace it
with a nut in accordance with the Condition
section, paragraph a, of Solo Kleinmotoren
GmbH Service Bulletin 4603–18, dated
January 22, 2019.
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Fmt 4702
Sfmt 4702
(2) Before either ball bearing assembly at
the bearing block of the reduction gear
accumulates 15 years since first installation
on an engine or within 12 months after the
effective date of this AD, whichever occurs
later, and thereafter at intervals not to exceed
15 years, remove both ball bearing assemblies
from service and replace with new (zero
hours time-in-service) ball bearing assemblies
in accordance with the Condition section,
paragraph b, of Solo Kleinmotoren GmbH
Service Bulletin 4603–18, dated January 22,
2019.
(3) After replacing the ball bearing
assemblies required by paragraph (g)(2) of
this AD, record compliance in the aircraft log
book. The entry must include: (1) Reduction
gear part number (P/N) and serial number;
and (2) date ball bearing assemblies were
replaced.
(4) As of the effective date of this AD, do
not install a hex-nut P/N 0028143 on any
engine.
(5) As of the effective date of this AD, do
not install ball bearing assembly P/N
0050110 on any engine unless it is new (zero
hours time-in-service).
(h) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, International Validation
Branch, FAA, has the authority to approve
AMOCs for this AD, if requested using the
procedures found in 14 CFR 39.19. In
accordance with 14 CFR 39.19, send your
request to your principal inspector or local
Flight Standards District Office, as
appropriate. If sending information directly
to the manager of the certification office,
send it to the attention of the person
identified in paragraph (i)(1) of this AD or
email: 9-AVS-AIR-730-AMOC@faa.gov.
(2) Before using any approved AMOC,
notify your appropriate principal inspector,
or lacking a principal inspector, the manager
of the local flight standards district office/
certificate holding district office.
(i) Related Information
(1) For more information about this AD,
contact Jim Rutherford, Aviation Safety
Engineer, General Aviation & Rotorcraft
Section, International Validation Branch,
FAA, 901 Locust, Room 301, Kansas City,
MO 64106; phone: (816) 329–4165; fax: (816)
329–4090; email: jim.rutherford@faa.gov.
(2) Refer to European Aviation Safety
Agency (EASA) AD 2019–0029, dated
February 8, 2019, for more information. You
may examine the EASA AD in the AD docket
at https://www.regulations.gov by searching
for and locating it in Docket No. FAA–2021–
1015.
(3) For service information identified in
this AD, contact Solo Kleinmotoren GmbH,
Postfach 600152, D71050 Sindelfingen,
Germany; phone: +49 703 1301–0; fax: +49
703 1301–136; email: aircraft@sologermany.com; website: https://aircraft.soloonline.com. You may view this referenced
service information at the FAA,
Airworthiness Products Section, Operational
Safety Branch, 901 Locust, Kansas City, MO
64106. For information on the availability of
this material at the FAA, call (816) 329–4148.
E:\FR\FM\01DEP1.SGM
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Federal Register / Vol. 86, No. 228 / Wednesday, December 1, 2021 / Proposed Rules
Issued on November 19, 2021.
Lance T. Gant,
Director, Compliance & Airworthiness
Division, Aircraft Certification Service.
[FR Doc. 2021–26042 Filed 11–30–21; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
Examining the AD Docket
14 CFR Part 39
[Docket No. FAA–2021–1017; Project
Identifier AD–2021–00495–A]
RIN 2120–AA64
Airworthiness Directives; True Flight
Holdings LLC Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
The FAA proposes to adopt a
new airworthiness directive (AD) for all
True Flight Holdings LLC Model AA–1,
AA–1A, AA–1B, AA–1C, AA–5, AA–
5A, and AA–5B airplanes. This
proposed AD was prompted by the
report of an accident of an airplane with
bondline corrosion and delamination of
the horizontal stabilizers. This proposed
AD would require inspecting the wings,
fuselage, and stabilizers for bondline
separation, corrosion, and previous
repair. This AD would also require
repairing or replacing parts and
applying corrosion inhibitor as
necessary. The FAA is proposing this
AD to address the unsafe condition on
these products.
DATES: The FAA must receive comments
on this proposed AD by January 18,
2022.
SUMMARY:
You may send comments,
using the procedures found in 14 CFR
11.43 and 11.45, by any of the following
methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: (202) 493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE,
Washington, DC 20590.
• Hand Delivery: Deliver to Mail
address above between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
For service information identified in
this NPRM, contact True Flight
Holdings LLC, 2300 Madison Highway,
Valdosta, GA 31601; phone: (229) 242–
6337; email: info@
lotter on DSK11XQN23PROD with PROPOSALS1
ADDRESSES:
VerDate Sep<11>2014
16:56 Nov 30, 2021
Jkt 256001
trueflightaerospace.com. You may view
this service information at the FAA,
Airworthiness Products Section,
Operational Safety Branch, 901 Locust,
Kansas City, MO 64106. For information
on the availability of this material at the
FAA, call (816) 329–4148. It is also
available at https://www.regulations.gov
by searching for and locating Docket No.
FAA–2021–1017.
You may examine the AD docket at
https://www.regulations.gov by
searching for and locating Docket No.
FAA–2021–1017; or in person at Docket
Operations between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal
holidays. The AD docket contains this
NPRM, any comments received, and
other information. The street address for
Docket Operations is listed above.
FOR FURTHER INFORMATION CONTACT: Fred
Caplan, Aviation Safety Engineer,
Atlanta ACO Branch, FAA, 1701
Columbia Avenue, College Park, GA
30337; phone: (404) 474–5507; fax: (404)
474–5606; email: frederick.n.caplan@
faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
The FAA invites you to send any
written relevant data, views, or
arguments about this proposal. Send
your comments to an address listed
under ADDRESSES. Include ‘‘Docket No.
FAA–2021–1017; Project Identifier AD–
2021–00495–A’’ at the beginning of your
comments. The most helpful comments
reference a specific portion of the
proposal, explain the reason for any
recommended change, and include
supporting data. The FAA will consider
all comments received by the closing
date and may amend this proposal
because of those comments.
Except for Confidential Business
Information (CBI) as described in the
following paragraph, and other
information as described in 14 CFR
11.35, the FAA will post all comments
received, without change, to https://
www.regulations.gov, including any
personal information you provide. The
agency will also post a report
summarizing each substantive verbal
contact received about this NPRM.
Confidential Business Information
CBI is commercial or financial
information that is both customarily and
actually treated as private by its owner.
Under the Freedom of Information Act
(FOIA) (5 U.S.C. 552), CBI is exempt
from public disclosure. If your
comments responsive to this NPRM
contain commercial or financial
PO 00000
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68171
information that is customarily treated
as private, that you actually treat as
private, and that is relevant or
responsive to this NPRM, it is important
that you clearly designate the submitted
comments as CBI. Please mark each
page of your submission containing CBI
as ‘‘PROPIN.’’ The FAA will treat such
marked submissions as confidential
under the FOIA, and they will not be
placed in the public docket of this
NPRM. Submissions containing CBI
should be sent to Fred Caplan, Aviation
Safety Engineer, Atlanta ACO Branch,
FAA, 1701 Columbia Avenue, College
Park, GA 30337. Any commentary that
the FAA receives which is not
specifically designated as CBI will be
placed in the public docket for this
rulemaking.
Background
The FAA received a report of an
accident involving a True Flight
Holdings LLC Model AA–5 airplane that
occurred on January 19, 2021. During
flight, the outboard elevator attach
bracket on the horizontal stabilizer
detached, causing loss of elevator
control, flutter, and significant damage
to the airplane. An investigation
identified corrosion and delamination of
the airplane skin bondlines around the
area of the horizontal stabilizer where
the elevator attach bracket was attached,
as well as on the trailing edge of the
elevator trim tab. Field reports have
identified additional instances of
corrosion and delamination of skin
bondlines around the horizontal
stabilizer and other primary structures.
Model AA–1, AA–1A, AA–1B, AA–
1C, AA–5, AA–5A, and AA–5B
airplanes are similar in design and are
constructed using a metal-to-metal
bonding process. While the bond
adhesive remains structurally sound
throughout the aging process, factors
such as corrosion and freezing moisture
may compromise the structural integrity
of some of the bond joints. This can lead
to delamination of the skin from the
primary structure.
Field reports indicate that bondline
inspections are not being adequately
performed during routine inspections,
which emphasize a visual scanning for
problem areas. However, damage can
exist with no visual indications, and a
mechanic might miss damage in a
hidden area. The FAA has determined
that a more thorough inspection
procedure is necessary to reliably
identify corrosion and delamination of
bondlines in these critical areas.
This condition, if not addressed,
could result in reduced structural
integrity of the affected airplane
component, with consequent loss of
E:\FR\FM\01DEP1.SGM
01DEP1
]]>Agencies
[Federal Register Volume 86, Number 228 (Wednesday, December 1, 2021)]
[Proposed Rules]
[Pages 68168-68171]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2021-26042]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2021-1015; Project Identifier 2019-CE-014-AD]
RIN 2120-AA64
Airworthiness Directives; DG Flugzeugbau GmbH and Schempp-Hirth
Flugzeugbau GmbH Gliders
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD)
for DG Flugzeugbau GmbH Model DG-1000T gliders and Schempp-Hirth
Flugzeugbau GmbH Model Duo Discus T gliders with a Solo Kleinmotoren
GmbH Solo Model 2350C or 2350D engine installed. This proposed AD was
prompted by mandatory continuing airworthiness information (MCAI)
issued by the aviation authority of another country to identify and
correct an unsafe condition on an aviation product. The MCAI describes
the unsafe condition as failure of the bearing of the upper pulley of
the belt driven reduction gear resulting in separation of the propeller
from the engine. This proposed AD would require replacing a certain
hex-nut and would establish a lift limit for the ball bearing assembly.
The FAA is proposing this AD to address the unsafe condition on these
products.
DATES: The FAA must receive comments on this proposed AD by January 18,
2022.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
[[Page 68169]]
Fax: (202) 493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE, Washington, DC 20590.
Hand Delivery: Deliver to Mail address above between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
For service information identified in this NPRM, contact Solo
Kleinmotoren GmbH, Postfach 600152, D71050 Sindelfingen, Germany;
phone: +49 703 1301-0; fax: +49 703 1301-136; email: germany.com">[email protected]germany.com; website: https://aircraft.solo-online.com. You may view
this service information at the FAA, Airworthiness Products Section,
Operational Safety Branch, 901 Locust, Kansas City, MO 64106. For
information on the availability of this material at the FAA, call (816)
329-4148.
Examining the AD Docket
You may examine the AD docket at https://www.regulations.gov by
searching for and locating Docket No. FAA-2021-1015; or in person at
Docket Operations between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays. The AD docket contains this NPRM, the MCAI,
any comments received, and other information. The street address for
Docket Operations is listed above.
FOR FURTHER INFORMATION CONTACT: Jim Rutherford, Aviation Safety
Engineer, General Aviation & Rotorcraft Section, International
Validation Branch, FAA, 901 Locust, Room 301, Kansas City, MO 64106;
phone: (816) 329-4165; fax: (816) 329-4090; email:
[email protected].
SUPPLEMENTARY INFORMATION:
Comments Invited
The FAA invites you to send any written relevant data, views, or
arguments about this proposal. Send your comments to an address listed
under ADDRESSES. Include ``Docket No. FAA-2021-1015; Project Identifier
2019-CE-014-AD'' at the beginning of your comments. The most helpful
comments reference a specific portion of the proposal, explain the
reason for any recommended change, and include supporting data. The FAA
will consider all comments received by the closing date and may amend
this proposal because of those comments.
Except for Confidential Business Information (CBI) as described in
the following paragraph, and other information as described in 14 CFR
11.35, the FAA will post all comments received, without change, to
https://www.regulations.gov, including any personal information you
provide. The agency will also post a report summarizing each
substantive verbal contact received about this NPRM.
Confidential Business Information
CBI is commercial or financial information that is both customarily
and actually treated as private by its owner. Under the Freedom of
Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public
disclosure. If your comments responsive to this NPRM contain commercial
or financial information that is customarily treated as private, that
you actually treat as private, and that is relevant or responsive to
this NPRM, it is important that you clearly designate the submitted
comments as CBI. Please mark each page of your submission containing
CBI as ``PROPIN.'' The FAA will treat such marked submissions as
confidential under the FOIA, and they will not be placed in the public
docket of this NPRM. Submissions containing CBI should be sent to Jim
Rutherford, Aviation Safety Engineer, FAA, General Aviation &
Rotorcraft Section, International Validation Branch, FAA, 901 Locust,
Room 301, Kansas City, MO 64106. Any commentary that the FAA receives
which is not specifically designated as CBI will be placed in the
public docket for this rulemaking.
Background
The European Aviation Safety Agency (EASA), which is the Technical
Agent for the Member States of the European Union, has issued EASA AD
2019-0029, dated February 8, 2019 (referred to after this as ``the
MCAI''), to address an unsafe condition on Solo Kleinmotoren GmbH Solo
Model 2350B, 2350BS, 2350C, and 2350D engines. The MCAI states:
An occurrence was reported of failure of the bearing of the
upper pulley of the belt driven reduction gear, resulting in
separation of the propeller from the engine.
This condition, if not corrected, could lead to similar
occurrences, with possible reduced control of, and damage to, the
aircraft.
To address this potential unsafe condition, Solo redesigned the
nut securing the pulley bearing on the axle and introduced a life
time limit of 15 years for the reduction gear bearings.
For the reason stated above, this [EASA] AD requires replacement
of affected parts with serviceable parts, and introduces a life
limit for the affected ball bearings.
You may examine the MCAI in the AD docket at https://www.regulations.gov by searching for and locating Docket No. FAA-2021-
1015.
Related Service Information Under 1 CFR Part 51
The FAA reviewed Solo Kleinmotoren GmbH Service Bulletin 4603-18,
dated January 22, 2019. The service information contains procedures for
replacing the hex-nut at the excentric axle and the ball bearing
assemblies at the bearing block of the reduction gear. This service
information is reasonably available because the interested parties have
access to it through their normal course of business or by the means
identified in ADDRESSES.
FAA's Determination
This product has been approved by the aviation authority of another
country and is approved for operation in the United States. Pursuant to
the FAA's bilateral agreement with this State of Design Authority, it
has notified the FAA of the unsafe condition described in the MCAI and
service information referenced above. The FAA is issuing this NPRM
after determining the unsafe condition described previously is likely
to exist or develop on other products of the same type design.
Proposed AD Requirements in This NPRM
This proposed AD would require removing the affected hex-nut from
service and replacing it with a flange-nut. This proposed AD would also
establish a lift limit of 15 years for the affected ball bearing
assemblies.
Differences Between This Proposed AD and the MCAI or Service
Information
The MCAI applies to Solo Kleinmotoren GmbH Solo Model 2350B,
2350BS, 2350C, and 2350D engines. None of these model engines have an
FAA engine type certificate. However, Model 2350C and Model 2350D
engines are certificated by the FAA with the type certificate for
certain gliders. This proposed AD would not apply to Solo Kleinmotoren
GmbH Solo Model 2350B and 2350BS engines because they are not part of
an FAA glider type design.
The MCAI requires replacing an affected ball bearing assembly
before it accumulates 15 years since first installation on an engine.
This proposed AD would require replacing both ball bearing assemblies
simultaneously before either accumulates 15 years since first
installation on an engine.
Costs of Compliance
The FAA estimates that this AD, if adopted as proposed, would
affect 10 gliders of U.S. registry. The FAA estimates that for gliders
with an affected hex-nut, replacement would take about 0.5 work-hour
and require a
[[Page 68170]]
part costing $95. The average labor rate is $85 per work-hour. Based on
these figures, the FAA estimates the cost to replace the hex-nut on
U.S. operators to be $1,380 (assuming all 10 gliders have this
configuration) or $138 per glider.
In addition, the FAA estimates that for gliders with the affected
ball bearing assemblies, replacement would take about 4 work-hours for
both ball bearing assemblies and require ball bearing assemblies
costing $118 (2 units). The average labor rate is $85 per work-hour.
Based on these figures, the FAA estimates the cost of the ball bearing
assembly replacement on U.S. operators to be $4,580 (assuming all 10
gliders have this configuration) or $458 per glider.
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.
The FAA is 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
The FAA determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would 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 proposed
regulation:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Would not affect intrastate aviation in Alaska, and
(3) Would 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.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 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 airworthiness
directive:
DG Flugzeugbau GmbH and Schempp-Hirth Flugzeugbau GmbH Gliders:
Docket No. FAA-2021-1015; Project Identifier 2019-CE-014-AD.
(a) Comments Due Date
The FAA must receive comments on this airworthiness directive
(AD) by January 18, 2022.
(b) Affected ADs
None.
(c) Applicability
This AD applies to DG Flugzeugbau GmbH Model DG-1000T gliders
and Schempp-Hirth Flugzeugbau GmbH Model Duo Discus T gliders,
certificated in any category, with a Solo Kleinmotoren GmbH Solo
Model 2350C or 2350D engine, all serial numbers, installed.
(d) Subject
Joint Aircraft System Component (JASC) Code 7200, Engine
(Turbine/Turboprop).
(e) Unsafe Condition
This AD was prompted by mandatory continuing airworthiness
information (MCAI) issued by the aviation authority of another
country to identify and correct an unsafe condition on an aviation
product. The MCAI describes the unsafe condition as failure of the
bearing of the upper pulley of the belt driven reduction gear. The
FAA is issuing this AD to prevent separation of the propeller from
the engine. The unsafe condition, if not addressed, could result in
loss of control of the aircraft.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Actions and Compliance
(1) Within 12 months after the effective date of this AD, remove
the nut installed at the excentric axle from service and replace it
with a nut in accordance with the Condition section, paragraph a, of
Solo Kleinmotoren GmbH Service Bulletin 4603-18, dated January 22,
2019.
(2) Before either ball bearing assembly at the bearing block of
the reduction gear accumulates 15 years since first installation on
an engine or within 12 months after the effective date of this AD,
whichever occurs later, and thereafter at intervals not to exceed 15
years, remove both ball bearing assemblies from service and replace
with new (zero hours time-in-service) ball bearing assemblies in
accordance with the Condition section, paragraph b, of Solo
Kleinmotoren GmbH Service Bulletin 4603-18, dated January 22, 2019.
(3) After replacing the ball bearing assemblies required by
paragraph (g)(2) of this AD, record compliance in the aircraft log
book. The entry must include: (1) Reduction gear part number (P/N)
and serial number; and (2) date ball bearing assemblies were
replaced.
(4) As of the effective date of this AD, do not install a hex-
nut P/N 0028143 on any engine.
(5) As of the effective date of this AD, do not install ball
bearing assembly P/N 0050110 on any engine unless it is new (zero
hours time-in-service).
(h) Alternative Methods of Compliance (AMOCs)
(1) The Manager, International Validation Branch, FAA, has the
authority to approve AMOCs for this AD, if requested using the
procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19,
send your request to your principal inspector or local Flight
Standards District Office, as appropriate. If sending information
directly to the manager of the certification office, send it to the
attention of the person identified in paragraph (i)(1) of this AD or
email: [email protected].
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
(i) Related Information
(1) For more information about this AD, contact Jim Rutherford,
Aviation Safety Engineer, General Aviation & Rotorcraft Section,
International Validation Branch, FAA, 901 Locust, Room 301, Kansas
City, MO 64106; phone: (816) 329-4165; fax: (816) 329-4090; email:
[email protected].
(2) Refer to European Aviation Safety Agency (EASA) AD 2019-
0029, dated February 8, 2019, for more information. You may examine
the EASA AD in the AD docket at https://www.regulations.gov by
searching for and locating it in Docket No. FAA-2021-1015.
(3) For service information identified in this AD, contact Solo
Kleinmotoren GmbH, Postfach 600152, D71050 Sindelfingen, Germany;
phone: +49 703 1301-0; fax: +49 703 1301-136; email: germany.com">[email protected]germany.com; website: https://aircraft.solo-online.com. You may view
this referenced service information at the FAA, Airworthiness
Products Section, Operational Safety Branch, 901 Locust, Kansas
City, MO 64106. For information on the availability of this material
at the FAA, call (816) 329-4148.
[[Page 68171]]
Issued on November 19, 2021.
Lance T. Gant,
Director, Compliance & Airworthiness Division, Aircraft Certification
Service.
[FR Doc. 2021-26042 Filed 11-30-21; 8:45 am]
BILLING CODE 4910-13-P
