AD 2001-23-08

[Federal Register Volume 66, Number 223 (Monday, November 19, 2001)]
[Rules and Regulations]
[Pages 57852-57855]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 01-28689]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 89-ANE-44-AD; Amendment 39-12505; AD 2001-23-08]
RIN 2120-AA64


Airworthiness Directives; Hartzell Propeller Inc. ( )HC-( )2Y( )-
( ) Propellers

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment supersedes priority letter AD 90-02-23, that is 
applicable to certain Hartzell Propeller Inc. ( )HC-( )2Y( )-( ) 
propellers. That priority letter currently requires repetitive visual 
inspections of propeller hubs for cracks using a 10X glass and, if 
necessary, removal of cracked hubs and replacement with serviceable 
parts. This amendment changes the frequency and method of inspection by 
requiring initial and repetitive eddy current inspections (ECI) of the 
propeller hub fillet radius for cracks and requires that certain model 
propeller hubs be removed from service. In addition, this AD allows 
installation of an improved design propeller hub as terminating action 
to the repetitive ECI. This amendment is prompted by reports of cracked 
propeller hubs found in service after they had been inspected in 
accordance with the visual inspections required by the current AD. The 
actions specified in this AD are intended to prevent failure of the 
propeller hub resulting from cracks, that can cause blade separation 
and subsequent loss of aircraft control.

DATES: Effective date December 24, 2001. The incorporation by reference 
of certain publications listed in the regulations is approved by the 
Director of the Federal Register as of December 24, 2001.

ADDRESSES: The service information referenced in this AD may be 
obtained from Hartzell Propeller Inc., Product Support Department, One 
Propeller Place, Piqua, OH 45356; telephone: (937) 778-4379, fax: (937) 
778-4391. This information may be examined, by appointment, at the 
Federal Aviation Administration (FAA), New England Region, Office of 
the Regional Counsel, 12 New England Executive Park, Burlington, MA; or 
at the Office of the Federal Register, 800 North Capitol Street, NW., 
suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: Tomaso DiPaolo, Aerospace Engineer, 
Chicago Aircraft Certification Office, FAA, Small Airplane Directorate, 
2300 East Devon Avenue, Des Plaines, IL 60018; telephone: (847) 294-
7031, fax: (847) 294-7834.

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal 
Aviation Regulations (14 CFR part 39) by superseding priority letter 
airworthiness directive (AD) 90-02-23, applicable to certain Hartzell 
Propeller Inc. ( )HC-( )2Y( )-( ) propellers, was published in the 
Federal Register on January 27, 1999 (64 FR 4061). That action proposed 
to change the frequency and method of inspection by requiring initial 
and repetitive ECI of the propeller hub fillet radius for cracks and, 
if necessary, removal and replacement of cracked hubs with serviceable 
parts. In addition, that action proposed to expand the models of 
propellers affected and allow installation of an improved design 
propeller hub as terminating action to the repetitive ECI.

Comments

    Interested persons have been afforded an opportunity to participate 
in the making of this amendment. Due consideration has been given to 
the comments received.

Replace ``A'' Hub Design With ``B'' Hub Design

    The manufacturer notes that since the NPRM was published, there 
have been some instances of fractures involving the rear hub half of 
the ``A'' suffix serial numbered hubs. Since the rear half of the hub 
cannot be readily inspected, the manufacturer recommends the 
replacement of ``A'' suffix hubs with the current ``B'' suffix hubs, 
which incorporate a new design.
    The FAA agrees in part and has incorporated into this AD the 
replacement requirements for ``A'' suffix hubs per Hartzell Service 
Bulletin HC-SB-61-227, Revision 2, dated May 8, 2000. The FAA is also 
considering expanding the applicability of this action in the future to 
remove from service all ``A'' suffix hub designs, regardless of the 
aircraft model they are installed on.

Current AD is Adequate

    One commenter contends that the current AD, requiring visual 
inspections using a 10 x  glass at intervals of 50 hours, adequately 
detects cracked hubs prior to catastrophic failure. Since a new design 
hub is available, and no catastrophic failures have been attributed to 
a failure to detect a crack using the current inspections, the 
commenter contends that there is no need for a more expensive eddy 
current inspection.
    The FAA does not agree. The service history of these propellers 
since the current AD was issued indicates that the visual inspections 
are not working as intended. Two hubs that were apparently inspected 
visually did, in fact, fail in service, releasing propeller blades. In 
another instance, a crack was discovered during overhaul, 32 hours 
following a visual inspection performed in accordance with the current 
AD. Other instances were reported where cracks were found only after 
unusual vibrations or grease and oil on the windshield prompted 
examinations of the propeller hubs, which had passed the visual 
inspection required by the current AD. As a result, the FAA believes 
that an ECI of the propeller hub is required in order to increase the 
probability of detection and decrease the risk of in-service failure of 
the hub.

Increase Repetitive Inspection Period

    One commenter requests that the repetitive inspection period be 
changed from 150 hours to 400-500 hours, then shortened after more data 
is collected. The commenter feels that the cost analysis does not 
reflect the true costs of having to perform ECI every 150 hours, 
particularly for operators located in remote areas of the country.
    The FAA does not agree. The service history demonstrates the need 
for ECI in lieu of the visual inspection. The 150-hour interval is 
based on an engineering evaluation of crack growth. The cost analysis 
estimates the average cost to perform the mandated actions. Those costs 
could be higher in certain cases. Operators could mitigate higher costs 
by seeking training and certification to perform the ECI at the 
operator's location. Operators desiring to pursue this alternative 
should contact Hartzell. In addition, the AD allows for

[[Page 57853]]

replacement of certain propeller hubs as terminating action for the 
repetitive ECI.

Mandatory Overhaul

    One commenter notes that instead of requiring repetitive ECI and 
making design changes to the propeller, operators should be required to 
adhere to the manufacturer's recommended overhaul interval of 5 years 
or 1,000 hours. The commenter is concerned that the design changes will 
introduce a new set of problems, and in the commenter's opinion, while 
a propeller failure is extremely critical, the older Hartzell propeller 
designs are extremely reliable when properly maintained.
    The FAA does not agree. The cracks were not caused by the lack of 
maintenance. The repetitive ECI inspection is required at intervals of 
150 hours which is far more often than a 5-year or 1,000-hour time 
between overhaul.

Seriousness of Propeller Failure

    One commenter expresses concerns that the FAA has treated the 
potential failure of these propeller hubs with too much complacency, 
allowing visual inspections using a 10X glass. The commenter notes that 
a crack detected using a 10X glass may well be very close to failure 
and that any propeller hub failure exposes the aircraft to serious 
control problems and could likely result in a loss of the aircraft.
    The FAA agrees that cracks in a propeller hub present a very 
serious unsafe condition. When the current AD was issued, the FAA 
viewed a visual inspection with a very short repetitive interval as 
sufficient to address that serious unsafe condition. Based on the 
service history since then, the FAA has determined that an inspection 
method with a higher sensitivity of crack detection is needed, and this 
AD will require an ECI with longer intervals.

AD Applicability and Aircraft Names

    One commenter suggests changes to the aircraft names listed in the 
AD. The commenter notes that two different type certificates cover 
aircraft named Britten Norman BN-2, and the AD does not clearly 
indicate which aircraft may have the affected propellers. The commenter 
also notes that the phrase ``agricultural category'' does not clearly 
identify which aircraft may have an affected propeller. The commenter 
also notes that the Hartzell Y-shank propeller does not appear to be 
eligible for installation on a number of the aircraft listed in the AD.
    The FAA agrees that the applicability of the proposed AD was not 
clear and that changes are needed to provide operators with an 
unambiguous identification of the affected propellers. The FAA has 
reviewed the aircraft type certificate data sheets and supplemental 
type certificate data sheets and has changed the reference to the 
``Britten Norman BN-2( ) aircraft'' to ``Pilatus Britten Norman or 
Britten Norman BN-2 series aircraft (also known as the Islander or 
Trislander).'' The AD applies to all Hartzell Y-shank propellers 
installed on any Britten Norman or Pilatus Britten Norman BN-2 series 
aircraft that have a Textron Lycoming 540 series engine. The AD does 
not apply to the Textron Lycoming 541 series engine. The general 
statement of applicability also includes all Hartzell Y-shank propeller 
installed on any aircraft certificated in the acrobatic catergory or 
that has ever been used for agricultural purposes. The list of aircraft 
types that follows that general statement includes the changes the 
commenter noted, ``Great Lakes Aircraft Co. 2T-1 series aircraft'' has 
been changed to ``Great Lakes Aircraft Co. or Chaparral Motors 2T-1 
series aircraft,'' Piper ``PA-36-600'' has been changed to ``Piper PA-
36-300.'' The list includes those aircraft types that may have a 
Hartzell Y-shank propeller installed through supplemental type 
certificate (STC). That STC approval may not be reflected on the 
aircraft's type certificate data sheet.

Other Changes

    Since the FAA published this proposal, the manufacturer has updated 
Service Bulletin HC-SB-61-227. This AD references Hartzell Propeller 
Service Bulletin HC-SB-61-227, Revision 2, dated May 8, 2000.
    The FAA has also made editorial changes in the requirements of the 
AD. Those changes do not alter the substance of the requirements from 
what was proposed.
    After careful review of the available data, including the comments 
noted above, the FAA has determined that air safety and the public 
interest require the adoption of the rule with the changes described 
previously. The FAA has determined that these changes will neither 
increase the economic burden on any operator nor increase the scope of 
the AD.

Economic Analysis

    There are approximately 10,800 propellers of the affected design in 
the worldwide fleet. The FAA estimates that 4,600 propellers installed 
on aircraft of U.S. registry would be affected by ECI action of this 
AD, that it would take approximately 1 work hour per propeller to 
accomplish the ECI actions, and that the average ECI rate is $150 per 
work hour. Based on these figures, the total cost impact of the 
proposed AD on U.S. operators per ECI is estimated to be $690,000. The 
FAA estimates that 2,100 propellers installed on aircraft of U.S. 
registry would be affected by the replacement action, and that it would 
take approximately 6 work hours to replace a propeller, the average 
parts cost for a replacement propeller hub is $2,600, and that the 
average rate is $60 per work hour. Based on these figures, the total 
cost impact of the proposed AD on U.S. operators for replacement is 
estimated to be $6,216,000.

Regulatory Impact

    This final rule does not have federalism implications, as defined 
in Executive Order 13132, because it 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. Accordingly, 
the FAA has not consulted with state authorities prior to publication 
of this final rule.
    For the reasons discussed above, I certify that this action (1) is 
not a ``significant regulatory action'' under Executive Order 12866; 
(2) is not a ``significant rule'' under the DOT Regulatory Policies and 
Procedures (44 FR 11034, February 26, 1979); and (3) if promulgated, 
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. A final evaluation has been prepared for 
this action and it is contained in the Rules Docket. A copy of it may 
be obtained by contacting the Rules Docket at the location provided 
under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration amends part 39 of 
the Federal Aviation Regulations (14 CFR part 39) as follows:

PART 39--AIRWORTHINESS DIRECTIVES

    1. The authority citation for part 39 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701.

[[Page 57854]]

Sec. 39.13  [Amended]

    2. Section 39.13 is amended by adding a new airworthiness directive 
(AD), Amendment 39-12505, to read as follows:

2001-23-08  Hartzell Propeller Inc.: Amendment 39-12505. Docket No. 
89-ANE-44. Supersedes priority letter AD 90-02-23.

    Applicability: This airworthiness directive (AD) is applicable 
toHartzell Inc ()HC-()2Y()-() propeller models (also known as Y-
shank propellers) installed on Piper PA-32 series aircraft with 
Textron Lycoming 540 series engines that are rated at 300 HP or 
higher, or installed on Pilatus Britten Norman or Britten Norman BN-
2 series aircraft (also known as Islander or Trislander) with 
Textron Lycoming 540 series engines, or installed on any aircraft 
certificated in the acrobatic category, or installed on any aircraft 
that has ever been used for agricultural operations. These 
propellers have model numbers in the form of ()HC-()2Y()-(), which 
have no suffix letter or have the suffix letter ``A'' or ``E'' at 
the end of the hub serial number. This AD does not apply to Hartzell 
Propeller Inc ()HC-()2Y()-() propeller models with the suffix letter 
``B'' at the end of the hub serial number.
    The following list of aircraft, type certificated in the 
acrobatic category or used for agricultural operations, may have 
Hartzell Y-shank propellers installed, but this list is for 
reference purposes only: Aermacchi S.p.A. (formerly SIAI-Marchetti) 
S.205 series aircraft, S.208 series aircraft, F.260 series aircraft; 
American Champion (formerly Bellanca, Champion) 8KCAB, 8GCBC; Aviat 
(licensed by Sky International (formerly White International and 
Pitts)) S-1T, S-2, S-2A, S-2S, S-2B ; Cessna A188A, A188B, T188C; 
Flugzeugwerke Altenrheim AG (FFA) AS202/18A ``BRAVO'', AS202/18A4'' 
BRAVO;'' Great Lakes Aircraft Co. or Chaparral Motors 2T-1 series 
aircraft; Moravan National Corporation Zlin 526 ; Piper PA-25-260, 
PA-36-300; SOCATA--Groupe Aerospatiale (Morane Saulnier) MS893A, and 
MS893E.

    Note 1: This airworthiness directive (AD) applies to each 
propeller identified in the preceding applicability provision, 
regardless of whether it has been modified, altered, or repaired in 
the area subject to the requirements of this AD. For propellers that 
have been modified, altered, or repaired so that the performance of 
the requirements of this AD is affected, the owner/operator must 
request approval for an alternative method of compliance in 
accordance with paragraph (f) of this AD. The request should include 
an assessment of the effect of the modification, alteration, or 
repair on the unsafe condition addressed by this AD; and, if the 
unsafe condition has not been eliminated, the request should include 
specific actions to address it.

    Compliance: Required as indicated, unless accomplished 
previously.
    To prevent failure of the propeller hub resulting from cracks, 
that can cause blade separation and subsequent loss of aircraft 
control, accomplish the following:

Eddy Current Inspection

    (a) Perform initial and repetitive eddy current inspections 
(ECI) of the propeller hub fillet radius for cracks. The initial ECI 
is for propellers with no suffix letter at the end of the serial 
number and on propellers with serial numbers DN3607A, DN3609A, 
DN3613A, DN3615A, DN3628A, DN3630A, DN3641A, DN3940A, DN3944A, 
DN3949A, and DN3962A. The repetitive ECI is for propellers with the 
suffix letter ``E'' at the end of the hub serial number. Perform the 
ECI's in accordance with Hartzell Propeller Inc. Service Bulletin 
(SB) No. HC-SB-61-227, Revision 2, dated May 8, 2000, as follows:
    (1) For propellers previously inspected visually in accordance 
with AD 90-02-23, perform the initial ECI within 50 hours time-in-
service (TIS) since the last visual inspection. For all other 
applicable propellers, perform the initial ECI within 50 hours TIS 
after the effective date of this AD.
    (i) Prior to further flight, remove from service cracked 
propeller hubs and replace with a serviceable part.
    (ii) If no cracks are found, then permanently mark the end of 
the hub serial number with the suffix letter ``E'' in accordance 
with Hartzell Propeller Inc. SB No. HC-SB-61-227, Revision 2, dated 
May 8, 2000.
    (2) Thereafter, perform the repetitive ECI at intervals not to 
exceed 150 hours TIS since last ECI. Prior to further flight, remove 
from service cracked propeller hubs and replace with a serviceable 
part.

Hub Replacement

    (b) Propellers with serial numbers DN3607A, DN3609A, DN3613A, 
DN3615A, DN3628A, DN3630A, DN3641A, DN3940A, DN3944A, DN3949A, and 
DN3962A are to be removed from service and replaced with serviceable 
parts at next overhaul but not to exceed 1,000 hours TIS or 72 
months, whichever comes first, after the effective date of this AD 
and in accordance with Hartzell Propeller Inc. SB No. HC-SB-61-227, 
Revision 2, dated May 8, 2000.
    (c) Propellers with the suffix ``A'' at the end of the serial 
number, excluding serial numbers, DN3607A, DN3609A, DN3613A, 
DN3615A, DN3628A, DN3630A, DN3641A, DN3940A, DN3944A, DN3949A, and 
DN3962A, are to be replaced in accordance with Hartzell Propeller 
Inc. Service Bulletin (SB) No. HC-SB-61-227, Revision 2, dated May 
8, 2000, as follows:
    (1) Propeller hubs on aircraft that have been used for 
agricultural operations are to be removed from service and replaced 
with serviceable parts at next overhaul but not to exceed 2,000 
hours time-in-service (TIS) or 36 months, whichever comes first, 
after the effective date of this AD.
    (2) Propeller hubs on aircraft certified in the acrobatic 
category are to be removed from service and replaced with 
serviceable parts at next overhaul but not to exceed 1,000 hours TIS 
or 72 months, whichever comes first, after the effective date of 
this AD.
    (3) Propeller hubs installed on Piper PA-32 series aircraft with 
Textron Lycoming 540 series engines that are rated at 300 HP or 
higher, or installed on Pilatus Britten Norman or Britten Norman BN-
2 series aircraft (also known as Islander or Trislander) with 
Textron Lycoming 540 series engines, are to be removed from service 
and replaced with serviceable parts at next overhaul but not to 
exceed 2,000 hours TIS or 72 months, whichever comes first, after 
the effective date of this AD.
    (d) A propeller hub from an aircraft that is identified in the 
applicability section of this AD may not be removed and reused on an 
aircraft for which this AD is not applicable.

Terminating Action

    (e) Replacement of an affected propeller hub with a Hartzell 
propeller hub model with the serial number suffix letter ``B'' 
constitutes terminating action for the initial and repetitive 
inspection requirements of paragraph (a) of this AD. The hub 
replacement must be performed in accordance with Hartzell Propeller 
Inc. SB No. HC-SB-61-227, Revision 2, dated May 8, 2000.

Alternative Methods of Compliance

    (f) An alternative method of compliance or adjustment of the 
compliance time that provides an acceptable level of safety may be 
used if approved by the Manager, Chicago Aircraft Certification 
Office. Operators must submit their request through an appropriate 
FAA Principal Maintenance Inspector, who may add comments and then 
send it to the Manager, Chicago Aircraft Certification Office.

    Note 2: Information concerning the existence of approved 
alternative methods of compliance with this airworthiness directive, 
if any, may be obtained from the Chicago Aircraft Certification 
Office.

Special Flight Permits

    (g) Special flight permits may be issued in accordance with 
sections 21.197 and 21.199 of the Federal Aviation Regulations (14 
CFR 21.197 and 21.199) to operate the aircraft to a location where 
the inspection requirements of this AD can be accomplished.

Incorporation by Reference

    (h) The inspection and replacement must be done in accordance 
with Hartzell Propeller Inc. SB No. HC-SB-61-227, Revision 2, dated 
May 8, 2000. This incorporation by reference was approved by the 
Director of the Federal Register in accordance with 5 U.S.C. 552(a) 
and 1 CFR part 51. Copies may be obtained from Hartzell Propeller 
Inc., Product Support Department, One Propeller Place, Piqua, OH 
45356; telephone: (937) 778-4379, fax: (937) 778-4391. Copies may be 
inspected, by appointment, at the FAA, New England Region, Office of 
the Regional Counsel, 12 New England Executive Park, Burlington, MA; 
or at the Office of the Federal Register, 800 North Capitol Street, 
NW., suite 700, Washington, DC.

Effective Date of This AD

    (i) This amendment becomes effective on December 24, 2001.


[[Page 57855]]


    Issued in Burlington, Massachusetts, on November 7, 2001.
Donald E. Plouffe,
Acting Manager, Engine and Propeller Directorate, Aircraft 
Certification Service.
[FR Doc. 01-28689 Filed 11-16-01; 8:45 am]
BILLING CODE 4910-13-P