[Federal Register: August 21, 2007 (Volume 72, Number 161)]
[Rules and Regulations]
[Page 46542-46545]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr21au07-3]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2007-27191; Directorate Identifier 2007-CE-007-AD;
Amendment 39-15167; AD 2007-17-09]
RIN 2120-AA64
Airworthiness Directives; Mitsubishi Heavy Industries MU-2B
Series Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
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SUMMARY: We are adopting a new airworthiness directive (AD) to
supersede 93-07-11 and AD 94-04-16, which apply to certain Mitsubishi
Heavy Industries MU-2B series airplanes. AD 93-07-11 and AD 94-04-16
currently require you to reduce the maximum deflection of the elevator
nose-down trim to a 1-degree to 3-degree range. When the above AD
actions were issued, there was no associated elevator trim indicator
change. Without such change, the trim reaches the maximum nose-down
limit and the indicator still shows additional nose-down trim
available. In attempting to force additional nose-down trim, pilots
have manually jammed the trim system preventing subsequent electric
trim changes until the pilot manually freed the trim wheel.
Consequently, this AD retains the actions from AD 93-07-11 and AD 94-
04-16 and adds the action of modifying the elevator trim indicator
scale dial to be consistent with the reduced elevator trim capability.
We are issuing this AD to prevent the above scenarios from occurring
with consequent loss of control.
DATES: This AD becomes effective on September 25, 2007.
On September 25, 2007, the Director of the Federal Register
approved the incorporation by reference of Mitsubishi
[[Page 46543]]
Heavy Industries, Ltd., Service Bulletin No. 091/27-011, dated August
6, 1998; and Mitsubishi Heavy Industries, Ltd., Service Bulletin No.
228, dated July 13, 1998 listed in this AD.
As of June 1, 1993, the Director of the Federal Register approved
the incorporation by reference of Mitsubishi Heavy Industries, Ltd.,
Service Bulletin No. 079/27-010, dated August 28, 1992, listed in this
AD.
As of April 11, 1994, the Director of the Federal Register approved
the incorporation by reference of Mitsubishi Heavy Industries, Ltd.,
Service Bulletin No. 216, dated September 11, 1992, listed in this AD.
ADDRESSES: For service information identified in this AD, contact
Mitsubishi Heavy Industries America, Inc., 4951 Airport Parkway, Suite
800, Addison, Texas 75001; telephone: 972-934-5480; fax: 972-934-5488.
To view the AD docket, go to U.S. Department of Transportation,
Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200
New Jersey Avenue, SE., Washington, DC 20590, or on the Internet at
http://dms.dot.gov. The docket number is FAA-2007-27191; Directorate
Identifier 2007-CE-007-AD.
FOR FURTHER INFORMATION CONTACT: Werner G. Koch, Aerospace Engineer,
Fort Worth Airplane Certification Office, ASW-150, Rotorcraft
Directorate, FAA, 2601 Meacham Boulevard, Fort Worth, Texas 76137-4298;
telephone: (817) 222-5133; fax: (817) 222-5960.
SUPPLEMENTARY INFORMATION:
Discussion
On March 27, 2007, we issued a proposal to amend part 39 of the
Federal Aviation Regulations (14 CFR part 39) to include an AD that
would apply to certain Mitsubishi Heavy Industries MU-2B series
airplanes. This proposal was published in the Federal Register as a
notice of proposed rulemaking (NPRM) on April 3, 2007 (72 FR 15850).
The NPRM proposed to supersede AD 93-07-11 and AD 94-04-16, retain the
actions of reducing the maximum deflection of the elevator nose-down
trim to a 1-degree to 3-degree range from AD 93-07-11 and AD 94-04-16,
and add the action of modifying the elevator trim indicator scale dial
to be consistent with the reduced elevator trim capability.
Comments
We provided the public the opportunity to participate in developing
this AD. The following presents the comments received on the proposal
and FAA's response to each comment:
Comment Issue No. 1: Increased Trim Down Limit
Salomon R. Dionicio suggests increasing the trim down limit,
because under certain conditions some pilots may need more down trim.
The commenter is also concerned about the needle bending or jumping and
the cable stretching every time the wheel is forced against the stop.
MU-2B series airplanes, both the long and short body, for all
affected weights and center-of-gravity conditions, require very little
nose-down trim. A review of FAA data revealed incidents that occurred
before issuance of AD 93-07-11 and AD 94-04-16 where pilots attempted
to override the autopilot and inadvertently ran the nose-down trim to
the down stop. This resulted in excessive control wheel force that
could only be removed by either manually or electrically trimming the
nose-down trim back into a normal (or positive) range. AD 93-07-11 and
AD 94-04-16 reduced the nose-down trim from a range of -10 degrees to a
-1 degree to -3 degree range. Since the issuance of those ADs, FAA data
shows no incident involving excessive nose-down trim forces; therefore,
the FAA disagrees with increasing the trim limit in the nose-down
direction.
A stopper limits the travel nut in the trim system preventing any
cable from stretching. The FAA has not received any reports of any
needles bending or cables failing.
We are not changing the AD as a result of this comment.
Comment Issue No. 2: Revised Compliance Time
Mitsubishi Heavy Industries America, Inc. suggests revising the
compliance time in paragraph (e)(1)(i) of the AD to add a 6-month
calendar date limitation in addition to the 100-hour flight time
limitation since some airplanes fly infrequently. The addition of a 6-
month compliance time would more closely match the compliance time of
the Japan Civil Aviation Bureau (JCAB) technical circular directive No.
TCD-3740A-98 and avoid possible confusion for operators.
We disagree with the commenter. The 100-hour compliance time in
paragraph (e)(1)(i) is the compliance time for the actions we are
retaining from AD 94-04-16 and refers to within 100 hours from April
11, 1994, the effective date of that AD.
We are not changing this final rule AD action as a result of this
comment.
Conclusion
We have carefully reviewed the available data and determined that
air safety and the public interest require adopting the AD as proposed
except for minor editorial corrections. In the NPRM we inadvertently
omitted Model MU-2B-36 from the Applicability section for TCDS A10SW.
Since that model appears on TCDS A10SW, we are adding it to the
applicability in case the manufacturer produces serial numbers for this
model in the future. However, since no serial numbers currently exist
for this model on TCDS A10SW, adding the model to the applicability
does not add to the burden of this AD. We have determined that these
minor corrections:
Are consistent with the intent that was proposed in the
NPRM for correcting the unsafe condition; and
Do not add any additional burden upon the public than was
already proposed in the NPRM.
Costs of Compliance
We estimate that this AD affects 400 airplanes in the U.S.
registry.
Costs Retained From AD 93-07-11 and AD 94-04-16
We estimate the following costs to do the modification of the
elevator nose-down trim:
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Total cost per Total cost on
Labor cost Parts cost airplane U.S. operators
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6 work-hours x $80 per hour = $480........................... $300 $780 $312,000
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Additional Costs for This AD
We estimate the following costs to do the modification of the
elevator trim indicator scale dial:
[[Page 46544]]
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Total cost per Total cost on
Labor cost Parts cost airplane U.S. operators
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1 work-hour x $80 per hour = $80............................. N/A $80 $32,000
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Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, Section 106 describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this AD.
Regulatory Findings
We have determined that this AD will not have federalism
implications under Executive Order 13132. This AD will not have a
substantial direct effect on the States, on the relationship between
the national government and the States, or on the distribution of power
and responsibilities among the various levels of government.
For the reasons discussed above, I certify that this AD:
1. Is not a ``significant regulatory action'' under Executive Order
12866;
2. Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979); and
3. Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
We prepared a summary of the costs to comply with this AD (and
other information as included in the Regulatory Evaluation) and placed
it in the AD Docket. You may get a copy of this summary by sending a
request to us at the address listed under ADDRESSES. Include ``Docket
No. FAA-2007-27191; Directorate Identifier 2007-CE-007-AD'' in your
request.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
0
Accordingly, under the authority delegated to me by the Administrator,
the Federal Aviation Administration amends part 39 of the Federal
Aviation Regulations (14 CFR part 39) as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by removing Airworthiness Directive (AD)
93-07-11, Amendment 39-8543 and AD 94-04-16, Amendment 39-8836 (59 FR
8520, February 23, 1994), and adding the following new AD:
2007-17-09 Mitsubishi Heavy Industries: Amendment 39-15167; Docket
No. FAA-2007-27191; Directorate Identifier 2007-CE-007-AD.
Effective Date
(a) This AD becomes effective on September 25, 2007.
Affected ADs
(b) This AD supersedes AD 93-07-11, Amendment 39-8543; and AD
94-04-16, Amendment 39-8836.
Applicability
(c) This AD applies to the following airplane models and serial
numbers that are certificated in any category:
(1) Category 1 Airplanes (TCDS A2PC):
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Model Serial Nos.
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(i) MU-2B, MU-2B-10, MU-2B-15, MU-2B- 008 through 347 (except 313 and
20, MU-2B-25, and MU-2B-26. 321).
(ii) MU-2B-30, MU-2B-35, and MU-2B-36.. 501 through 696 (except 652 and
661).
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(2) Category 2 Airplanes (TCDS A10SW):
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Model Serial Nos.
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(i) MU-2B-25, MU-2B-26, MU-2B-26A, and 313SA, 321SA, 348SA through
MU-2B-40. 459SA.
(ii) MU-2B-35, MU-2B-36, MU-2B-36A, and 652SA, 661SA and 697SA through
MU-2B-60. 1569SA.
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Unsafe Condition
(d) This AD results from several incidents caused by excessive
control wheel force. We are issuing this AD to retain the actions of
reducing the maximum deflection of the elevator nose-down trim to a
1-degree to 3-degree range from AD 93-07-11 and AD 94-04-16 to
prevent excessive control wheel force caused by extreme elevator
nose-down trim deflection. We are also issuing this AD to modify the
elevator trim indicator scale dial to be consistent with the reduced
elevator trim capability. Inconsistencies between the elevator
indicator scale dial and the elevator trim mechanical stop may
result in the pilot thinking that more nose-down trim is available
beyond the mechanical stop. Attempting to force additional nose-down
trim beyond the mechanical stop may jam the trim system, preventing
subsequent electric trim changes until the pilot manually frees the
trim wheel. These conditions may result in loss of control.
Compliance
(e) To address this problem, you must do the following, unless
already done:
[[Page 46545]]
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Actions Compliance Procedures
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(1) Reduce the maximum (i) For Category 1 (A) For Category 1
deflection of the elevator airplanes: Within airplanes: Follow
nose-down trim to a 1- the next 100 hours Mitsubishi Heavy
degree to 3-degree range. time-in-service Industries, Ltd.,
(TIS) after April Service Bulletin
11, 1994 (the No. 216, dated
effective date of September 11, 1992.
AD 94-04-16).
(ii) For Category 2 (B) For Category 2
airplanes: Within airplanes: Follow
the next 100 hours Mitsubishi Heavy
TIS after June 1, Industries, Ltd.,
1993 (the effective Service Bulletin
date of AD 93-07- No. 079/27-010,
11). dated August 28,
1992.
(2) Modify the elevator trim Within the next 100 (i) For Category 1
indicator scale dial. hours TIS after airplanes: Follow
September 25, 2007 Mitsubishi Heavy
(the effective date Industries, Ltd.,
of this AD). Service Bulletin
No. 228, dated July
13, 1998.
(ii) For Category 2
airplanes: Follow
Mitsubishi Heavy
Industries, Ltd.,
Service Bulletin
No. 091/27-011,
dated August 6,
1998.
------------------------------------------------------------------------
Alternative Methods of Compliance (AMOCs)
(f) The Manager, Fort Worth Airplane Certification Office (ACO),
FAA, ATTN: Werner G. Koch, Aerospace Engineer, Fort Worth ACO, ASW-
150, Rotorcraft Directorate, FAA, 2601 Meacham Boulevard, Fort
Worth, Texas 76137-4298; telephone: (817) 222-5133; fax: (817) 222-
5960, has the authority to approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19. Before using any
approved AMOC on any airplane to which the AMOC applies, notify your
appropriate principal inspector (PI) in the FAA Flight Standards
District Office (FSDO), or lacking a PI, your local FSDO.
(g) AMOCs approved for AD 93-07-11, Amendment 39-8543 and AD 94-
04-16, Amendment 39-8836 are approved for this AD.
Material Incorporated by Reference
(h) You must use Mitsubishi Heavy Industries, Ltd., Service
Bulletin No. 216, dated September 11, 1992; Mitsubishi Heavy
Industries, Ltd., Service Bulletin No. 079/27-010, dated August 28,
1992; Mitsubishi Heavy Industries, Ltd., Service Bulletin No. 228,
dated July 13, 1998; and Mitsubishi Heavy Industries, Ltd., Service
Bulletin No. 091/27-011, dated August 6, 1998; to do the actions
required by this AD, unless the AD specifies otherwise.
(1) The Director of the Federal Register approved the
incorporation by reference of Mitsubishi Heavy Industries, Ltd.,
Service Bulletin No. 228, dated July 13, 1998; and Mitsubishi Heavy
Industries, Ltd., Service Bulletin No. 091/27-011, dated August 6,
1998; under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) On June 1, 1993, the Director of the Federal Register
approved the incorporation by reference of Mitsubishi Heavy
Industries, Ltd., Service Bulletin No. 079/27-010, dated August 28,
1992, listed in this AD.
(3) On April 11, 1994, the Director of the Federal Register
approved the incorporation by reference of Mitsubishi Heavy
Industries, Ltd., Service Bulletin No. 216, dated September 11,
1992, listed in this AD.
(4) For service information identified in this AD, contact
Mitsubishi Heavy Industries America, Inc., 4951 Airport Parkway,
Suite 800, Addison, Texas 75001; telephone: 972-934-5480; facsimile:
972-934-5488.
(5) You may review copies at the FAA, Central Region, Office of
the Regional Counsel, 901 Locust, Kansas City, Missouri 64106; or at
the National Archives and Records Administration (NARA). For
information on the availability of this material at NARA, call 202-
741-6030, or go to: http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html
.
Issued in Kansas City, Missouri, on August 14, 2007.
Terry L. Chasteen,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E7-16288 Filed 8-20-07; 8:45 am]
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