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(DEPARTMENT OF TRANSPORTATION )Tj
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(Federal Aviation Administration )Tj
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( )Tj
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( )Tj
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(14 CFR Part 39 )Tj
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( )Tj
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([Docket No. 89-ANE-44-AD; Amendment 39-12505; AD )Tj
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(2001-23-08)Tj
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(RIN 2120-AA64 )Tj
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( )Tj
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(Airworthiness Directives; Hartzell Propeller Inc. \( \)HC-\( \)2Y\( \)-\(\
\) Propellers )Tj
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(AGENCY: Federal Aviation Administration, DOT )Tj
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( )Tj
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( )Tj
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(ACTION: Final rule )Tj
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( )Tj
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(SUMMARY: )Tj
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(This amendment supersedes priority letter AD 90-02-23, that is applicabl\
e to certain Hartzell Propeller Inc. \( \))Tj
0 -1.2 TD
(HC-\( \)2Y\( \)-\( \) propellers. That priority letter currently require\
s repetitive visual inspections of propeller hubs for cracks )Tj
T*
(using a 10X glass and, if necessary, removal of cracked hubs and replace\
ment with serviceable parts. This amendment )Tj
T*
(changes the frequency and method of inspection by requiring initial and \
repetitive eddy current inspections \(ECI\) of the )Tj
T*
(propeller hub fillet radius for cracks and requires that certain model p\
ropeller hubs be removed from service. In addition, )Tj
T*
(this AD allows installation of an improved design propeller hub as termi\
nating action to the repetitive ECI. This amendment )Tj
T*
(is prompted by reports of cracked propeller hubs found in service after \
they had been inspected in accordance with the )Tj
T*
(visual inspections required by the current AD. The actions specified in \
this AD are intended to prevent failure of the )Tj
T*
(propeller hub resulting from cracks, that can cause blade separation and\
subsequent loss of aircraft control. )Tj
0 -1.1 TD
( )Tj
/T1_2 1 Tf
T*
(DATES: )Tj
/T1_0 1 Tf
(Effective date December 24, 2001. The incorporation by reference of cert\
ain publications listed in the regulations )Tj
0 -1.2 TD
(is approved by the Director of the Federal Register as of December 24, 2\
001. )Tj
0 -1.1 TD
( )Tj
0 -1 TD
( )Tj
/T1_2 1 Tf
0 -1.1 TD
(ADDRESSES:)Tj
/T1_0 1 Tf
( The service information referenced in this AD may be obtained from Hart\
zell Propeller Inc., Product )Tj
0 -1.2 TD
(Support Department, One Propeller Place, Piqua, OH 45356; telephone: \(9\
37\) 778-4379, fax: \(937\) 778-4391. This )Tj
T*
(information may be examined, by appointment, at the Federal Aviation Adm\
inistration \(FAA\), New England Region, Office )Tj
T*
(of the Regional Counsel, 12 New England Executive Park, Burlington, MA; \
or at the Office of the Federal Register, 800 )Tj
T*
(North Capitol Street, NW., suite 700, Washington, DC. )Tj
0 -1.1 TD
( )Tj
/T1_2 1 Tf
T*
(FOR FURTHER INFORMATION CONTACT: )Tj
/T1_0 1 Tf
(Tomaso DiPaolo, Aerospace Engineer, Chicago Aircraft Certification )Tj
0 -1.2 TD
(Office, FAA, Small Airplane Directorate, 2300 East Devon Avenue, Des Pla\
ines, IL 60018; telephone: \(847\) 294-7031, fax: )Tj
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(\(847\) 294-7834. )Tj
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( )Tj
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( )Tj
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(SUPPLEMENTARY INFORMATION: )Tj
/T1_0 1 Tf
(A proposal to amend part 39 of the Federal Aviation Regulations \(14 CFR\
part )Tj
0 -1.2 TD
(39\) by superseding priority letter airworthiness directive \(AD\) 90-02\
-23, applicable to certain Hartzell Propeller Inc. \( \)HC-)Tj
T*
(\( \)2Y\( \)-\( \) propellers, was published in the )Tj
/T1_1 1 Tf
(Federal Register)Tj
/T1_0 1 Tf
( on January 27, 1999 \(64 FR 4061\). That action proposed to )Tj
T*
(change the frequency and method of inspection by requiring initial and r\
epetitive ECI of the propeller hub fillet radius for )Tj
T*
(cracks and, if necessary, removal and replacement of cracked hubs with s\
erviceable parts. In addition, that action proposed )Tj
T*
(to expand the models of propellers affected and allow installation of an\
improved design propeller hub as terminating action )Tj
T*
(to the repetitive ECI. )Tj
0 -1.1 TD
( )Tj
/T1_1 1 Tf
T*
(Comments )Tj
/T1_0 1 Tf
( )Tj
T*
( )Tj
T*
(Interested persons have been afforded an opportunity to participate in t\
he making of this amendment. Due consideration has )Tj
0 -1.2 TD
(been given to the comments received. )Tj
0 -1.1 TD
( )Tj
/T1_1 1 Tf
T*
(Replace "A" Hub Design With "B" Hub Design )Tj
/T1_0 1 Tf
( )Tj
T*
( )Tj
T*
(The manufacturer notes that since the NPRM was published, there have bee\
n some instances of fractures involving the rear )Tj
0 -1.2 TD
(hub half of the "A" suffix serial numbered hubs. Since the rear half of \
the hub cannot be readily inspected, the manufacturer )Tj
T*
(recommends the replacement of "A" suffix hubs with the current "B" suffi\
x hubs, which incorporate a new design. )Tj
0 -1.1 TD
( )Tj
T*
(The FAA agrees in part and has incorporated into this AD the replacement\
requirements for "A" suffix hubs per Hartzell )Tj
0 -1.2 TD
(Service Bulletin HC-SB-61-227, Revision 2, dated May 8, 2000. The FAA is\
also considering expanding the applicability of )Tj
T*
(this action in the future to remove from service all "A" suffix hub desi\
gns, regardless of the aircraft model they are installed)Tj
( )Tj
T*
(on. )Tj
0 -1.1 TD
( )Tj
/T1_1 1 Tf
T*
(Current AD is Adequate )Tj
/T1_0 1 Tf
( )Tj
T*
( )Tj
T*
(One commenter contends that the current AD, requiring visual inspections\
using a 10 x glass at intervals of 50 hours, )Tj
0 -1.2 TD
(adequately detects cracked hubs prior to catastrophic failure. Since a n\
ew design hub is available, and no catastrophic )Tj
T*
(failures have been attributed to a failure to detect a crack using the c\
urrent inspections, the commenter contends that there is)Tj
( )Tj
T*
(no need for a more expensive eddy current inspection. )Tj
0 -1.1 TD
( )Tj
T*
(The FAA does not agree. The service history of these propellers since th\
e current AD was issued indicates that the visual )Tj
0 -1.2 TD
(inspections are not working as intended. Two hubs that were apparently i\
nspected visually did, in fact, fail in service, )Tj
T*
(releasing propeller blades. In another instance, a crack was discovered \
during overhaul, 32 hours following a visual )Tj
T*
(inspection performed in accordance with the current AD. Other instances \
were reported where cracks were found only after )Tj
T*
(unusual vibrations or grease and oil on the windshield prompted examinat\
ions of the propeller hubs, which had passed the )Tj
T*
(visual inspection required by the current AD. As a result, the FAA belie\
ves that an ECI of the propeller hub is required in )Tj
T*
(order to increase the probability of detection and decrease the risk of \
in-service failure of the hub. )Tj
0 -1.1 TD
( )Tj
/T1_1 1 Tf
T*
(Increase Repetitive Inspection Period )Tj
/T1_0 1 Tf
( )Tj
T*
( )Tj
T*
(One commenter requests that the repetitive inspection period be changed \
from 150 hours to 400-500 hours, then shortened )Tj
0 -1.2 TD
(after more data is collected. The commenter feels that the cost analysis\
does not reflect the true costs of having to perform )Tj
T*
(ECI every 150 hours, particularly for operators located in remote areas \
of the country. )Tj
0 -1.1 TD
( )Tj
T*
(The FAA does not agree. The service history demonstrates the need for EC\
I in lieu of the visual inspection. The 150-hour )Tj
0 -1.2 TD
(interval is based on an engineering evaluation of crack growth. The cost\
analysis estimates the average cost to perform the )Tj
T*
(mandated actions. Those costs could be higher in certain cases. Operator\
s could mitigate higher costs by seeking training )Tj
T*
(and certification to perform the ECI at the operator's location. Operato\
rs desiring to pursue this alternative should contact )Tj
T*
(Hartzell. In addition, the AD allows for replacement of certain propelle\
r hubs as terminating action for the repetitive ECI. )Tj
0 -1.1 TD
( )Tj
/T1_1 1 Tf
T*
(Mandatory Overhaul )Tj
/T1_0 1 Tf
( )Tj
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( )Tj
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(One commenter notes that instead of requiring repetitive ECI and making \
design changes to the propeller, operators should )Tj
0 -1.2 TD
(be required to adhere to the manufacturer's recommended overhaul interva\
l of 5 years or 1,000 hours. The commenter is )Tj
T*
(concerned that the design changes will introduce a new set of problems, \
and in the commenter's opinion, while a propeller )Tj
T*
(failure is extremely critical, the older Hartzell propeller designs are \
extremely reliable when properly maintained. )Tj
0 -1.1 TD
( )Tj
T*
(The FAA does not agree. The cracks were not caused by the lack of mainte\
nance. The repetitive ECI inspection is required )Tj
0 -1.2 TD
(at intervals of 150 hours which is far more often than a 5-year or 1,000\
-hour time between overhaul. )Tj
0 -1.1 TD
( )Tj
/T1_1 1 Tf
T*
(Seriousness of Propeller Failure )Tj
/T1_0 1 Tf
( )Tj
T*
( )Tj
T*
(One commenter expresses concerns that the FAA has treated the potential \
failure of these propeller hubs with too much )Tj
0 -1.2 TD
(complacency, allowing visual inspections using a 10X glass. The commente\
r notes that a crack detected using a 10X glass )Tj
T*
(may well be very close to failure and that any propeller hub failure exp\
oses the aircraft to serious control problems and )Tj
T*
(could likely result in a loss of the aircraft. )Tj
0 -1.1 TD
( )Tj
T*
(The FAA agrees that cracks in a propeller hub present a very serious uns\
afe condition. When the current AD was issued, the )Tj
0 -1.2 TD
(FAA viewed a visual inspection with a very short repetitive interval as \
sufficient to address that serious unsafe condition. )Tj
T*
(Based on the service history since then, the FAA has determined that an \
inspection method with a higher sensitivity of crack )Tj
T*
(detection is needed, and this AD will require an ECI with longer interva\
ls. )Tj
0 -1.1 TD
( )Tj
/T1_1 1 Tf
T*
(AD Applicability and Aircraft Names )Tj
/T1_0 1 Tf
( )Tj
T*
( )Tj
T*
(One commenter suggests changes to the aircraft names listed in the AD. T\
he commenter notes that two different type )Tj
0 -1.2 TD
(certificates cover aircraft named Britten Norman BN-2, and the AD does n\
ot clearly indicate which aircraft may have the )Tj
T*
(affected propellers. The commenter also notes that the phrase "agricultu\
ral category" does not clearly identify which aircraft )Tj
T*
(may have an affected propeller. The commenter also notes that the Hartze\
ll Y-shank propeller does not appear to be eligible )Tj
T*
(for installation on a number of the aircraft listed in the AD. )Tj
0 -1.1 TD
( )Tj
T*
(The FAA agrees that the applicability of the proposed AD was not clear a\
nd that changes are needed to provide operators )Tj
0 -1.2 TD
(with an unambiguous identification of the affected propellers. The FAA h\
as reviewed the aircraft type certificate data sheets )Tj
T*
(and supplemental type certificate data sheets and has changed the refere\
nce to the "Britten Norman BN-2\( \) aircraft" to )Tj
T*
("Pilatus Britten Norman or Britten Norman BN-2 series aircraft \(also kn\
own as the Islander or Trislander\)." The AD applies )Tj
T*
(to all Hartzell Y-shank propellers installed on any Britten Norman or Pi\
latus Britten Norman BN-2 series aircraft that have a )Tj
T*
(Textron Lycoming 540 series engine. The AD does not apply to the Textron\
Lycoming 541 series engine. The general )Tj
T*
(statement of applicability also includes all Hartzell Y-shank propeller \
installed on any aircraft certificated in the acrobatic )Tj
T*
(category or that has ever been used for agricultural purposes. The list \
of aircraft types that follows that general statement )Tj
T*
(includes the changes the commenter noted, "Great Lakes Aircraft Co. 2T-1\
series aircraft" has been changed to "Great )Tj
T*
(Lakes Aircraft Co. or Chaparral Motors 2T-1 series aircraft," Piper "PA-\
36-600" has been changed to "Piper PA-36-300." )Tj
T*
(The list includes those aircraft types that may have a Hartzell Y-shank \
propeller installed through supplemental type )Tj
T*
(certificate \(STC\). That STC approval may not be reflected on the aircr\
aft's type certificate data sheet. )Tj
0 -1.1 TD
( )Tj
/T1_1 1 Tf
T*
(Other Changes )Tj
/T1_0 1 Tf
( )Tj
T*
( )Tj
T*
(Since the FAA published this proposal, the manufacturer has updated Serv\
ice Bulletin HC-SB-61-227. This AD references )Tj
0 -1.2 TD
(Hartzell Propeller Service Bulletin HC-SB-61-227, Revision 2, dated May \
8, 2000. )Tj
0 -1.1 TD
( )Tj
T*
(The FAA has also made editorial changes in the requirements of the AD. T\
hose changes do not alter the substance of the )Tj
0 -1.2 TD
(requirements from what was proposed. )Tj
0 -1.1 TD
( )Tj
T*
(After careful review of the available data, including the comments noted\
above, the FAA has determined that air safety and )Tj
0 -1.2 TD
(the public interest require the adoption of the rule with the changes de\
scribed previously. The FAA has determined that )Tj
T*
(these changes will neither increase the economic burden on any operator \
nor increase the scope of the AD. )Tj
0 -1.1 TD
( )Tj
/T1_1 1 Tf
T*
(Economic Analysis )Tj
/T1_0 1 Tf
( )Tj
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( )Tj
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(There are approximately 10,800 propellers of the affected design in the \
worldwide fleet. The FAA estimates that 4,600 )Tj
0 -1.2 TD
(propellers installed on aircraft of U.S. registry would be affected by E\
CI action of this AD, that it would take approximately )Tj
T*
(1 work hour per propeller to accomplish the ECI actions, and that the av\
erage ECI rate is $150 per work hour. Based on )Tj
T*
(these figures, the total cost impact of the proposed AD on U.S. operator\
s per ECI is estimated to be $690,000. The FAA )Tj
T*
(estimates that 2,100 propellers installed on aircraft of U.S. registry w\
ould be affected by the replacement action, and that it )Tj
T*
(would take approximately 6 work hours to replace a propeller, the averag\
e parts cost for a replacement propeller hub is )Tj
T*
($2,600, and that the average rate is $60 per work hour. Based on these f\
igures, the total cost impact of the proposed AD on )Tj
T*
(U.S. operators for replacement is estimated to be $6,216,000. )Tj
0 -1.1 TD
( )Tj
/T1_1 1 Tf
T*
(Regulatory Impact )Tj
/T1_0 1 Tf
( )Tj
T*
( )Tj
T*
(This final rule does not have federalism implications, as defined in Exe\
cutive Order 13132, because it would not have a )Tj
0 -1.2 TD
(substantial direct effect on the States, on the relationship between the\
national government and the States, or on the )Tj
T*
(distribution of power and responsibilities among the various levels of g\
overnment. Accordingly, the FAA has not consulted )Tj
T*
(with state authorities prior to publication of this final rule. )Tj
0 -1.1 TD
( )Tj
T*
(For the reasons discussed above, I certify that this action \(1\) is not\
a "significant regulatory action" under Executive Order )Tj
0 -1.2 TD
(12866; \(2\) is not a "significant rule" under the DOT Regulatory Polici\
es and Procedures \(44 FR 11034, February 26, 1979\); )Tj
T*
(and \(3\) if promulgated, will not have a significant economic impact, p\
ositive or negative, on a substantial number of small )Tj
T*
(entities under the criteria of the Regulatory Flexibility Act. A final e\
valuation has been prepared for this action and it is )Tj
T*
(contained in the Rules Docket. A copy of it may be obtained by contactin\
g the Rules Docket at the location provided under )Tj
T*
(the caption )Tj
/T1_1 1 Tf
(ADDRESSES. )Tj
/T1_0 1 Tf
( )Tj
0 -1.1 TD
( )Tj
/T1_1 1 Tf
T*
(List of Subjects in 14 CFR Part 3)Tj
/T1_0 1 Tf
(9 )Tj
T*
( )Tj
T*
(Air transportation, Aircraft, Aviation safety, Incorporation by referenc\
e, Safety. )Tj
T*
( )Tj
/T1_1 1 Tf
T*
(Adoption of the Amendment )Tj
/T1_0 1 Tf
T*
( )Tj
T*
(Accordingly, pursuant to the authority delegated to me by the Administra\
tor, the Federal Aviation Administration amends )Tj
0 -1.2 TD
(part 39 of the Federal Aviation Regulations \(14 CFR part 39\) as follow\
s: )Tj
0 -1.1 TD
( )Tj
/T1_1 1 Tf
T*
(PART 39--AIRWORTHINESS DIRECTIVES )Tj
/T1_0 1 Tf
( )Tj
T*
( )Tj
T*
(1. The authority citation for part 39 continues to read as follows: )Tj
T*
( )Tj
/T1_1 1 Tf
T*
(Authority:)Tj
/T1_0 1 Tf
( 49 U.S.C. 106\(g\), 40113, 44701. )Tj
T*
( )Tj
/T1_1 1 Tf
T*
(Sec. 39.13 [Amended] )Tj
/T1_0 1 Tf
T*
( )Tj
T*
(2. Section 39.13 is amended by adding a new airworthiness directive \(AD\
\), Amendment 39-12505, to read as follows: )Tj
T*
( )Tj
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( )Tj
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-1.143 -1.23 Td
(2001-23-08)Tj
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( Hartzell Propeller Inc.: )Tj
/T1_0 1 Tf
(Amendment 39-12505. Docket No. 89-ANE-44. Supersedes priority letter AD \
90-02-)Tj
0 -1.2 TD
(23. )Tj
0 -1.1 TD
( )Tj
/T1_2 1 Tf
T*
(Applicability: )Tj
/T1_0 1 Tf
(This airworthiness directive \(AD\) is applicable to Hartzell Inc \(\)HC\
-\(\)2Y\(\)-\(\) propeller models \(also known )Tj
0 -1.2 TD
(as Y-shank propellers\) installed on Piper PA-32 series aircraft with Te\
xtron Lycoming 540 series engines that are rated at )Tj
T*
(300 HP or higher, or installed on Pilatus Britten Norman or Britten Norm\
an BN-2 series aircraft \(also known as Islander or )Tj
T*
(Trislander\) with Textron Lycoming 540 series engines, or installed on a\
ny aircraft certificated in the acrobatic category, or )Tj
T*
(installed on any aircraft that has ever been used for agricultural opera\
tions. These propellers have model numbers in the )Tj
T*
(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. )Tj
T*
(This AD does not apply to Hartzell Propeller Inc \(\)HC-\(\)2Y\(\)-\(\) \
propeller models with the suffix letter "B" at the end of the )Tj
T*
(hub serial number. )Tj
0 -1.1 TD
( )Tj
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(The following list of aircraft, type certificated in the acrobatic categ\
ory or used for agricultural operations, may have )Tj
0 -1.2 TD
(Hartzell Y-shank propellers installed, but this list is for reference pu\
rposes only: Aermacchi S.p.A. \(formerly SIAI-)Tj
T*
(Marchetti\) S.205 series aircraft, S.208 series aircraft, F.260 series a\
ircraft; American Champion \(formerly Bellanca, )Tj
T*
(Champion\) 8KCAB, 8GCBC; Aviat \(licensed by Sky International \(formerl\
y White International and Pitts\)\) S-1T, S-2, S-)Tj
T*
(2A, S-2S, S-2B ; Cessna A188A, A188B, T188C; Flugzeugwerke Altenrheim AG\
\(FFA\) AS202/18A "BRAVO", )Tj
T*
(AS202/18A4 "BRAVO;" Great Lakes Aircraft Co. or Chaparral Motors 2T-1 se\
ries aircraft; Moravan National Corporation )Tj
T*
(Zlin 526 ; Piper PA-25-260, PA-36-300; SOCATA--Groupe Aerospatiale \(Mor\
ane Saulnier\) MS893A, and MS893E. )Tj
0 -1.1 TD
( )Tj
/T1_1 1 Tf
T*
(Note 1:)Tj
/T1_0 1 Tf
( This airworthiness directive \(AD\) applies to each propeller identifie\
d in the preceding applicability provision, )Tj
0 -1.2 TD
(regardless of whether it has been modified, altered, or repaired in the \
area subject to the requirements of this AD. For )Tj
T*
(propellers that have been modified, altered, or repaired so that the per\
formance of the requirements of this AD is affected, )Tj
T*
(the owner/operator must request approval for an alternative method of co\
mpliance in accordance with paragraph \(f\) of this )Tj
T*
(AD. The request should include an assessment of the effect of the modifi\
cation, alteration, or repair on the unsafe condition )Tj
T*
(addressed by this AD; and, if the unsafe condition has not been eliminat\
ed, the request should include specific actions to )Tj
T*
(address it. )Tj
0 -1.1 TD
( )Tj
/T1_2 1 Tf
T*
(Compliance:)Tj
/T1_0 1 Tf
( Required as indicated, unless accomplished previously. )Tj
T*
( )Tj
T*
(To prevent failure of the propeller hub resulting from cracks, that can \
cause blade separation and subsequent loss of aircraft )Tj
0 -1.2 TD
(control, accomplish the following: )Tj
0 -1.1 TD
( )Tj
/T1_1 1 Tf
T*
(Eddy Current Inspection )Tj
/T1_0 1 Tf
( )Tj
T*
( )Tj
T*
(\(a\) Perform initial and repetitive eddy current inspections \(ECI\) of\
the propeller hub fillet radius for cracks. The initial ECI)Tj
( )Tj
0 -1.2 TD
(is for propellers with no suffix letter at the end of the serial number \
and on propellers with serial numbers DN3607A, )Tj
T*
(DN3609A, DN3613A, DN3615A, DN3628A, DN3630A, DN3641A, DN3940A, DN3944A, \
DN3949A, and DN3962A. )Tj
T*
(The repetitive ECI is for propellers with the suffix letter "E" at the e\
nd of the hub serial number. Perform the ECI's in )Tj
T*
(accordance with Hartzell Propeller Inc. Service Bulletin \(SB\) No. HC-S\
B-61-227, Revision 2, dated May 8, 2000, as )Tj
T*
(follows: )Tj
0 -1.1 TD
( )Tj
T*
(\(1\) For propellers previously inspected visually in accordance with AD\
90-02-23, perform the initial ECI within 50 hours )Tj
0 -1.2 TD
(time-in-service \(TIS\) since the last visual inspection. For all other \
applicable propellers, perform the initial ECI within 50 )Tj
T*
(hours TIS after the effective date of this AD. )Tj
0 -1.1 TD
( )Tj
T*
(\(i\) Prior to further flight, remove from service cracked propeller hub\
s and replace with a serviceable part. )Tj
T*
( )Tj
T*
(\(ii\) If no cracks are found, then permanently mark the end of the hub \
serial number with the suffix letter "E" in accordance )Tj
0 -1.2 TD
(with Hartzell Propeller Inc. SB No. HC-SB-61-227, Revision 2, dated May \
8, 2000. )Tj
0 -1.1 TD
( )Tj
T*
(\(2\) Thereafter, perform the repetitive ECI at intervals not to exceed \
150 hours TIS since last ECI. Prior to further flight, )Tj
0 -1.2 TD
(remove from service cracked propeller hubs and replace with a serviceabl\
e part. )Tj
0 -1.1 TD
( )Tj
/T1_1 1 Tf
T*
(Hub Replacement )Tj
/T1_0 1 Tf
( )Tj
T*
( )Tj
T*
(\(b\) Propellers with serial numbers DN3607A, DN3609A, DN3613A, DN3615A,\
DN3628A, DN3630A, DN3641A, )Tj
0 -1.2 TD
(DN3940A, DN3944A, DN3949A, and DN3962A are to be removed from service an\
d replaced with serviceable parts at next )Tj
T*
(overhaul but not to exceed 1,000 hours TIS or 72 months, whichever comes\
first, after the effective date of this AD and in )Tj
T*
(accordance with Hartzell Propeller Inc. SB No. HC-SB-61-227, Revision 2,\
dated May 8, 2000. )Tj
0 -1.1 TD
( )Tj
T*
(\(c\) Propellers with the suffix "A" at the end of the serial number, ex\
cluding serial numbers, DN3607A, DN3609A, )Tj
0 -1.2 TD
(DN3613A, DN3615A, DN3628A, DN3630A, DN3641A, DN3940A, DN3944A, DN3949A, \
and DN3962A, are to be )Tj
T*
(replaced in accordance with Hartzell Propeller Inc. Service Bulletin \(S\
B\) No. HC-SB-61-227, Revision 2, dated May 8, )Tj
T*
(2000, as follows: )Tj
0 -1.1 TD
( )Tj
T*
(\(1\) Propeller hubs on aircraft that have been used for agricultural op\
erations are to be removed from service and replaced )Tj
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(with serviceable parts at next overhaul but not to exceed 2,000 hours ti\
me-in-service \(TIS\) or 36 months, whichever comes )Tj
0 -1.2 TD
(first, after the effective date of this AD. )Tj
0 -1.1 TD
( )Tj
T*
(\(2\) Propeller hubs on aircraft certified in the acrobatic category are\
to be removed from service and replaced with )Tj
0 -1.2 TD
(serviceable parts at next overhaul but not to exceed 1,000 hours TIS or \
72 months, whichever comes first, after the effective )Tj
T*
(date of this AD. )Tj
0 -1.1 TD
( )Tj
T*
(\(3\) Propeller hubs installed on Piper PA-32 series aircraft with Textr\
on Lycoming 540 series engines that are rated at 300 )Tj
0 -1.2 TD
(HP or higher, or installed on Pilatus Britten Norman or Britten Norman B\
N-2 series aircraft \(also known as Islander or )Tj
T*
(Trislander\) with Textron Lycoming 540 series engines, are to be removed\
from service and replaced with serviceable parts )Tj
T*
(at next overhaul but not to exceed 2,000 hours TIS or 72 months, whichev\
er comes first, after the effective date of this AD. )Tj
0 -1.1 TD
( )Tj
T*
(\(d\) A propeller hub from an aircraft that is identified in the applica\
bility section of this AD may not be removed and reused )Tj
0 -1.2 TD
(on an aircraft for which this AD is not applicable. )Tj
0 -1.1 TD
( )Tj
/T1_1 1 Tf
T*
(Terminating Action )Tj
/T1_0 1 Tf
( )Tj
T*
( )Tj
T*
(\(e\) Replacement of an affected propeller hub with a Hartzell propeller\
hub model with the serial number suffix letter "B" )Tj
0 -1.2 TD
(constitutes terminating action for the initial and repetitive inspection\
requirements of paragraph \(a\) of this AD. The hub )Tj
T*
(replacement must be performed in accordance with Hartzell Propeller Inc.\
SB No. HC-SB-61-227, Revision 2, dated May 8, )Tj
T*
(2000. )Tj
0 -1.1 TD
( )Tj
/T1_1 1 Tf
T*
(Alternative Methods of Compliance )Tj
/T1_0 1 Tf
( )Tj
T*
( )Tj
T*
(\(f\) An alternative method of compliance or adjustment of the complianc\
e time that provides an acceptable level of safety )Tj
0 -1.2 TD
(may be used if approved by the Manager, Chicago Aircraft Certification O\
ffice. Operators must submit their request )Tj
T*
(through an appropriate FAA Principal Maintenance Inspector, who may add \
comments and then send it to the Manager, )Tj
T*
(Chicago Aircraft Certification Office. )Tj
0 -1.1 TD
( )Tj
/T1_1 1 Tf
T*
(Note 2: )Tj
/T1_0 1 Tf
(Information concerning the existence of approved alternative methods of \
compliance with this airworthiness )Tj
0 -1.2 TD
(directive, if any, may be obtained from the Chicago Aircraft Certificati\
on Office. )Tj
0 -1.1 TD
( )Tj
/T1_1 1 Tf
T*
(Special Flight Permits )Tj
/T1_0 1 Tf
( )Tj
T*
( )Tj
T*
(\(g\) Special flight permits may be issued in accordance with sections 2\
1.197 and 21.199 of the Federal Aviation Regulations )Tj
0 -1.2 TD
(\(14 CFR 21.197 and 21.199\) to operate the aircraft to a location where\
the inspection requirements of this AD can be )Tj
T*
(accomplished. )Tj
0 -1.1 TD
( )Tj
/T1_1 1 Tf
T*
(Incorporation by Reference )Tj
/T1_0 1 Tf
( )Tj
T*
( )Tj
T*
(\(h\) The inspection and replacement must be done in accordance with Har\
tzell Propeller Inc. SB No. HC-SB-61-227, )Tj
0 -1.2 TD
(Revision 2, dated May 8, 2000. This incorporation by reference was appro\
ved by the Director of the Federal Register in )Tj
T*
(accordance with 5 U.S.C. 552\(a\) and 1 CFR part 51. Copies may be obtai\
ned from Hartzell Propeller Inc., Product Support )Tj
T*
(Department, One Propeller Place, Piqua, OH 45356; telephone: \(937\) 778\
-4379, fax: \(937\) 778-4391. Copies may be )Tj
T*
(inspected, by appointment, at the FAA, New England Region, Office of the\
Regional Counsel, 12 New England Executive )Tj
T*
(Park, Burlington, MA; or at the Office of the Federal Register, 800 Nort\
h Capitol Street, NW., suite 700, Washington, DC. )Tj
0 -1.1 TD
( )Tj
/T1_1 1 Tf
T*
(Effective Date of This AD )Tj
/T1_0 1 Tf
( )Tj
T*
( )Tj
T*
(\(i\) This amendment becomes effective on December 24, 2001. )Tj
T*
( )Tj
0 -1 TD
( )Tj
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(Issued in Burlington, Massachusetts, on November 7, 2001. )Tj
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(Donald E. Plouffe, )Tj
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(Acting Manager, Engine and Propeller Directorate, )Tj
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trailer
<<37889B4C486A924C8851608503CAFB6B>]>>
startxref
49682
%%EOF