[Federal Register: April 4, 2008 (Volume 73, Number 66)]
[Rules and Regulations]
[Page 18433-18436]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr04ap08-2]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2008-0070; Directorate Identifier 2007-CE-098-AD;
Amendment 39-15452; AD 2008-07-11]
RIN 2120-AA64
Airworthiness Directives; PILATUS AIRCRAFT LTD. Model PC-12, PC-
12/45, and PC-12/47 Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final Rule.
-----------------------------------------------------------------------
SUMMARY: We are adopting a new airworthiness directive (AD) for the
products listed above. This AD results from mandatory continuing
airworthiness information (MCAI) issued by an aviation authority of
another country to identify and correct an unsafe condition on an
aviation product. This AD requires inserting changes into the
airworthiness limitations of the FAA-approved maintenance program. We
are issuing this AD to require actions to correct the unsafe condition
on these products.
DATES: This AD becomes effective May 9, 2008.
ADDRESSES: You may examine the AD docket on the Internet at http://
www.regulations.gov or in person at Document Management Facility, U.S.
Department of Transportation, Docket Operations, M-30, West Building
Ground Floor, Room W12-140, 1200 New Jersey Avenue, SE., Washington, DC
20590.
FOR FURTHER INFORMATION CONTACT: Doug Rudolph, Aerospace Engineer, FAA,
Small Airplane Directorate, 901 Locust, Room 301, Kansas City, Missouri
64106; telephone: (816) 329-4059; fax: (816) 329-4090.
[[Page 18434]]
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that would apply to the specified products.
That NPRM was published in the Federal Register on January 25, 2008 (73
FR 4497). That NPRM proposed to correct an unsafe condition for the
specified products. The NPRM proposed to require incorporating new
limitations into the Airworthiness Limitations section of the Pilatus
PC-12 Airplane Maintenance Manual (AMM) 12-A/AMP-04. The revisions to
the Airworthiness Limitations section of AMM 12-A/AMP-04 incorporate
the following:
Time between overhaul (TBO) for the pitch trim actuator is
reduced from 6,000 hours TIS or 5 years, whichever occurs first, to
5,000 hours time-in-service (TIS) or 5 years, whichever occurs first;
The life limit for the pitch trim actuator is increased
from 10,000 hours TIS or 13,500 flights, whichever occurs first, to
20,000 hours TIS or 27,000 flights, whichever occurs first; and
A life limit of 10,000 hours TIS is introduced for the
pitch trim actuator attachment parts.
Comments
We gave the public the opportunity to participate in developing
this AD. We considered the comments received.
Comment Issue No. 1: Unable To Comply With AD
Scott R. Lania of Alpha Flying Inc./Atlas Aircraft Center, Inc. and
Tim Kitzmann state that incorporating limitations and making pen and
ink changes to the airworthiness limitations section of the FAA-
approved maintenance manual are impractical and impossible.
The commenters state that each affected airplane does not have its
own maintenance manual, which makes compliance with paragraph (f) of
the NPRM implausible. They state that most maintenance manuals for
Pilatus PC-12 airplanes are now on compact disk (CD), which makes the
pen and ink changes required in paragraph (f)(2) of the NPRM
impossible.
The commenters believe it would be easier to state the part numbers
of the affected pitch trim actuators and their new TBO interval into
the AD to address the unsafe condition.
We partially agree with the commenters. We agree that making the
pen and ink changes to the CD version of the FAA-approved maintenance
manual would be impossible. However, we do not agree that incorporating
just the part numbers of the affected pitch trim actuators and their
new TBO interval into the AD addresses the unsafe condition. That
approach could cause confusion with the latest version of the
airworthiness limitations section of the FAA-approved maintenance
manual and would not follow the State of Design Authority's actions.
To address this issue, we will allow using the CD version of the
FAA-approved maintenance manual that incorporates the November 20,
2007, version of chapter 4 and the corresponding version of chapter 5
as an option for complying with the AD.
In accordance with 14 CFR 21.50 and 23.1529, the holder of a design
approval for which application was made after January 28, 1981, is
required to include an Airworthiness Limitations section in their FAA-
approved maintenance manual or maintenance program (Instructions for
Continued Airworthiness). In this case, the manufacturer issued chapter
4 to Pilatus PC-12 AMM 12-A/AMP-04, which is the Airworthiness
Limitations section, and it must be incorporated into the airplane
maintenance manual or maintenance program. This AD incorporates the
November 20, 2007, version of these limitations.
The only way for us to mandate a version of the airworthiness
limitations section, other than what was in place at delivery of the
airplane, is through rulemaking, e.g., AD.
We will change the final rule AD action to incorporate the changes
mentioned above.
Comment Issue No. 2: Change Compliance Time for TBO
Scott R. Lania of Alpha Flying Inc./Atlas Aircraft Center, Inc.
believes that the calendar time for the TBO interval is too early for
low-time users. He suggests 8 to 10 years as a more realistic time for
the 400- to 500-hour-a-year users. He believes this would be more in
line with the high-time users.
We do not agree. We have no data that allows us to deviate from the
compliance time decision of both the type certificate (TC) holder and
the State of Design Authority. The TC holder did not provide a
conversion for the low-time users; therefore, we are relying on the
compliance time decision of the TC holder and State of Design
Authority. Owners/operators may request an alternative method of
compliance (AMOC) following the procedures in 14 CFR 39.19, and the AD.
We will coordinate all requests with the TC holder and State of Design
Authority.
We are not changing the final rule AD action based on this comment.
Comment Issue No. 3: Request for Test Result Data
Dan P. Johnson states that the reduction of the hourly limit for
the TBO may be acceptable provided there is evidence supporting it. The
proposed AD states: ``based on full-scale fatigue test, the life limit
has been extended, but the TBO reduced.''
The commenter requests to see the actual test results that prove a
5-year calendar limit is warranted.
The commenter notes that the current chapter 4 component entry for
this actuator has no calendar limitation. These actuators are
overhauled in the United States by Derco Repair Services, Inc. in
Milwaukee, Wisconsin. The commenter states that he contacted this
repair station last year for a quote to overhaul one of these and was
quoted a price of around $4,500. The commenter states that he was also
told that, due to a proprietary agreement with Pilatus, they would not
accept direct requests for overhaul and only Pilatus could provide
service. The commenter states that this is a common practice of Pilatus
to control U.S. parts distribution.
The commenter states that he understands the FAA does not get
involved with costs incurred by operators. He also states that he
understands the purpose of an AD is to detect and correct unsafe
conditions and prevent them from happening in the future. The commenter
believes that the FAA is assisting the TC holder in the ``gouging of
American operators by agreeing to an unsubstantiated calendar limit.''
The commenter believes that the hourly TBO reduction is sufficient
for 14 CFR part 91 operators.
We issued the NPRM based on full-scale fatigue tests conducted by
the TC holder. The actual data is held by Pilatus, the European
Aviation Safety Agency (EASA), and the Federal Office of Civil Aviation
(FOCA). We have no data to show that the State of Design Authority's
determination of the life limits specified in the NPRM is not valid.
We evaluated the State of Design Authority's information and
determined that AD action was necessary in the United States to address
an unsafe condition that is likely to exist or develop on airplanes of
the same type design that are type certificated for operation in the
United States. The life limit of the component is being added to the
Airworthiness Limitations section along with the TBO interval in order
to
[[Page 18435]]
maintain the safe operation of this component.
We are not changing the final rule AD action based on this comment.
Comment Issue No. 4: AD Unnecessary
Tim Kitzmann questions why the AD is necessary if these new
limitations are FAA-approved. The commenter points out that 14 CFR
91.403(c) requires compliance with airworthiness limitations issued by
the TC holder.
The commenter believes that the AD is unnecessary since the new
limitations are part of chapter 4.
We do not agree with the commenter. While 14 CFR 91.403(c) requires
compliance with FAA-approved limitations issued by the TC holder, the
FAA's regulations do not require future incorporations of limitation
section revisions, unless additional rulemaking action is taken, e.g.,
AD action. By taking AD action, we can mandate change to the
airworthiness limitations section of an FAA-approved maintenance
program for airplanes operating in both 14 CFR part 91 and part 135
operations. If these new limitations are not mandated, the pitch trim
actuator and the pitch trim actuator components could fail.
We are not changing the final rule AD action based on these
comments.
Comment Issue No. 5: Update Reference to the AMM
Pilatus Aircraft Ltd. states that the reference to Pilatus PC-12
AMM, Chapter 4 is not correct. Due to the implementation of a new
software publication system, Pilatus requests for the AMM reference to
be changed to Report No. 02049, issue 1, revision 0, dated November 20,
2007.
We partially agree with the commenter. In order to avoid confusion,
we will incorporate the date of the new document. Based on the
documents we have, we cannot change the way Pilatus PC-12 AMM, Chapter
4 is referenced in this AD. However, to accommodate Pilatus' new
software publication system, we will add a parenthetical to the Pilatus
PC-12 AMM, Chapter 4 reference to include Report No. 02049, issue 1,
revision 0.
We will change the final rule AD action based on this comment.
Conclusion
We reviewed the available data, including the comments received,
and determined that air safety and the public interest require adopting
the AD with the changes described previously. We determined that these
changes will not increase the economic burden on any operator or
increase the scope of the AD.
Differences Between This AD and the MCAI or Service Information
We have reviewed the MCAI and related service information and, in
general, agree with their substance. But we might have found it
necessary to use different words from those in the MCAI to ensure the
AD is clear for U.S. operators and is enforceable. In making these
changes, we do not intend to differ substantively from the information
provided in the MCAI and related service information.
We might also have required different actions in this AD from those
in the MCAI in order to follow FAA policies. Any such differences are
highlighted in a NOTE within the AD.
Costs of Compliance
We estimate that this AD will affect about 500 products of U.S.
registry. We also estimate that it will take about .5 work-hour per
product to comply with the basic requirements of this AD. The average
labor rate is $80 per work-hour.
Based on these figures, we estimate the cost of this AD on U.S.
operators to be $20,000, or $40 per product.
In addition, we estimate that any necessary follow-on actions (the
replacements required by the limitations changes) will take about 3.5
work-hours and require parts costing $11,960, for a cost of $12,240 per
product.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. ``Subtitle VII: Aviation
Programs,'' describes in more detail the scope of the Agency's
authority.
We are issuing this rulemaking under the authority described in
``Subtitle VII, Part A, Subpart III, Section 44701: General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We 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 this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866;
(2) Is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979); 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 regulatory evaluation of the estimated costs to
comply with this AD and placed it in the AD Docket.
Examining the AD Docket
You may examine the AD docket on the Internet at http://
www.regulations.gov; or in person at the Docket Management Facility
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains the NPRM, the regulatory evaluation,
any comments received, and other information. The street address for
the Docket Office (telephone (800) 647-5527) is in the ADDRESSES
section. Comments will be available in the AD docket shortly after
receipt.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
Adoption of the Amendment
0
Accordingly, under the authority delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by adding the following new AD:
2008-07-11 Pilatus Aircraft Ltd.: Amendment 39-15452; Docket No.
FAA-2008-0070; Directorate Identifier 2007-CE-098-AD.
Effective Date
(a) This airworthiness directive (AD) becomes effective May 9,
2008.
Affected ADs
(b) None.
[[Page 18436]]
Applicability
(c) This AD applies to Models PC-12, PC-12/45, and PC-12/47
airplanes, all serial numbers, certificated in any category.
Subject
(d) Air Transport Association of America (ATA) Code 27: Flight
Controls.
Reason
(e) This AD results from mandatory continuing airworthiness
information (MCAI) originated by an aviation authority of another
country to identify and correct an unsafe condition on an aviation
product. We are issuing this AD to mandate new life limits for the
pitch trim actuator and pitch trim actuator attachment parts. If
these new limitations are not mandated, the pitch trim actuator and
the pitch trim actuator components could fail. This failure could
lead to an unsafe flying configuration.
Actions and Compliance
Note 1: Pilatus has implemented a new software publication
system. During the implementation of this new system, the airplane
maintenance manual revision number was reset to 0. For the purposes
of this AD, the date of issue takes prescedence over the revision
level.
(f) Unless already done, do the following within the next 30
days after May 9, 2008 (the effective date of this AD).
(1) Insert unclassified document 12-A/AMP-04, Structural,
Component and Miscellaneous--Airworthiness Limitations, 12-A-04-00-
00-00A-000A-A, dated October 26, 2007 (Pilatus PC-12 Airplane
Maintenance Manual, Chapter 4, Report No. 02049, Issue 1, Revision
0, dated November 20, 2007), into the airworthiness limitations
section of the FAA-approved maintenance program (e.g., maintenance
manual) or use the CD version that incorporates the November 20,
2007, version of chapter 4 and the corresponding version of chapter
5. You may use any future amendment to this Airworthiness
Limitations section provided it does not change the inspection
intervals, requirements, or the life limits for the pitch trim
actuator and pitch trim actuator attachment parts of the document
referenced above. The owner/operator holding at least a private
pilot certificate as authorized by 14 CFR 43.7 may do this action.
Make an entry in the aircraft records showing compliance with this
portion of the AD following 14 CFR 43.9.
(2) In order to avoid confusion with the new pitch trim actuator
limitations now contained in chapter 4 (previously contained in
chapter 5), make pen and ink changes in chapter 5 and line through
references to limitations for the pitch trim actuator. You do not
have to make these pen and ink changes if you are using the CD
version that incorporates the November 20, 2007, version of chapter
4 and the corresponding version of chapter 5.
FAA AD Differences
Note 2: This AD differs from the MCAI and/or service information
as follows: No differences.
Other FAA AD Provisions
(g) The following provisions also apply to this AD:
(1) Alternative Methods of Compliance (AMOCs): The Manager,
Standards Office, FAA, has the authority to approve AMOCs for this
AD, if requested using the procedures found in 14 CFR 39.19. Send
information to ATTN: Doug Rudolph, Aerospace Engineer, FAA, Small
Airplane Directorate, 901 Locust, Room 301, Kansas City, Missouri
64106; telephone: (816) 329-4059; fax: (816) 329-4090. 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.
(2) Airworthy Product: For any requirement in this AD to obtain
corrective actions from a manufacturer or other source, use these
actions if they are FAA-approved. Corrective actions are considered
FAA-approved if they are approved by the State of Design Authority
(or their delegated agent). You are required to assure the product
is airworthy before it is returned to service.
(3) Reporting Requirements: For any reporting requirement in
this AD, under the provisions of the Paperwork Reduction Act (44
U.S.C. 3501 et seq.), the Office of Management and Budget (OMB) has
approved the information collection requirements and has assigned
OMB Control Number 2120-0056.
Issued in Kansas City, Missouri, on March 27, 2008.
John Colomy,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E8-6958 Filed 4-3-08; 8:45 am]
BILLING CODE 4910-13-P