[Federal Register Volume 60, Number 216 (Wednesday, November 8, 1995)]
[Rules and Regulations]
[Pages 56224-56229]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-27641]
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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39
[Docket No. 95-ANE-32; Amendment 39-9420; AD 95-22-12]
Airworthiness Directives; Hamilton Standard 14RF, 247F, 14SF, and
6/5500/F Series Propellers
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule; request for comments.
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SUMMARY: This amendment supersedes an existing airworthiness directive
(AD), applicable to Hamilton Standard 14RF, 247F, 14SF, and 6/5500/F
(formerly Hamilton Standard/British Aerospace 6/5500/F) series
propellers, that currently requires initial and repetitive inspections
of the propeller control unit (PCU) servo ballscrew internal spline
(BIS) teeth for wear, and replacement, if necessary, of PCU servo BIS
assemblies. This amendment increases the repetitive PCU servo BIS teeth
inspection interval from 1,500 to 2,500 hours time in service (TIS) for
propellers that have a ballscrew quill damper installed. In addition,
the FAA has reevaluated the optional installation of the Secondary
Drive Quill (SDQ), and has added a new compliance end-date of June 30,
1998, for the installation of the SDQ. This AD will also require
initial and repetitive torque check inspections of the primary
ballscrew quill once the SDQ is installed. This amendment is prompted
by field service and laboratory test data that indicate that the
repetitive inspection interval can be safely increased, and by the
development and availability of the SDQ. The actions specified by this
AD are intended to prevent inability to control the propeller
[[Page 56225]]
blade angle due to tooth wear in the PCU servo BIS assembly.
DATES: Effective November 24, 1995 as to all compliance paragraphs
except paragraph (b) of this AD.
Effective May 6, 1996 as to compliance paragraph (b) of this AD.
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of November 24, 1995.
Comments on the requirements of compliance paragraph (b) of this AD
for inclusion in the Rules Docket must be received on or before January
8, 1996.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), New England Region, Office of the Assistant Chief
Counsel, Attention: Rules Docket No. 95-ANE-32, 12 New England
Executive Park, Burlington, MA 01803-5299.
The service information referenced in this AD may be obtained from
Hamilton Standard, One Hamilton Road, Windsor Locks, CT 06096-1010.
This information may be examined at the FAA, New England Region, Office
of the Assistant Chief Counsel, Burlington, MA; or at the Office of the
Federal Register, 800 North Capitol Street, NW., suite 700, Washington,
DC.
FOR FURTHER INFORMATION CONTACT: Frank Walsh, Aerospace Engineer,
Boston Aircraft Certification Office, FAA, Engine and Propeller
Directorate, 12 New England Executive Park, Burlington, MA 01803-5299;
telephone (617) 238-7158, fax (617) 238-7199.
SUPPLEMENTARY INFORMATION: The FAA recently issued a proposal to amend
part 39 of the Federal Aviation Regulations (14 CFR part 39) by
superseding airworthiness directive (AD) 94-22-12, Amendment 39-9062
(59 FR 55199, November 4, 1994), which is applicable to Hamilton
Standard 14RF, 247F, 14SF, and 6/5500/F (formerly Hamilton Standard/
British Aerospace 6/5500/F) series propellers. This notice of proposed
rulemaking (NPRM) was published in the Federal Register on June 6, 1995
(60 FR 29797). That action proposed to require increasing the
repetitive propeller control unit (PCU) servo ballscrew internal spline
(BIS) teeth inspection interval from 1,500 to 2,500 hours time in
service (TIS) for propellers that have a ballscrew quill damper
installed. In addition, that action proposed to add an optional
terminating action to the repetitive PCU servo BIS teeth inspections by
installing a Secondary Drive Quill (SDQ). With the SDQ installed, that
action proposed to require an initial torque check inspection of the
primary ballscrew quill at 5,000 hours TIS since installation of the
SDQ, and thereafter repetitive torque check inspections at intervals
not to exceed 5,000 hours TIS since last inspection.
Since issuance of the NPRM, the FAA has been advised by the
manufacturer that the logistics (parts, special tools, personnel, shop
capability, and aircraft availability), required for the installation
of the SDQ for all operators can support installation by June 30, 1998.
Based on this factor, the FAA has re-evaluated the installation of the
SDQ as an optional requirement, and has changed the compliance section
of the AD to provide a requirement that the SDQ must be installed by
June 30, 1998. The FAA determined that publication of this compliance
end-date in this rule, rather than in a separate rulemaking, will
benefit those operators who may wish to install the SDQ at an earlier,
more convenient maintenance opportunity than otherwise might have been
the case without the notice of the compliance end-date. The FAA
recognizes, however, that the compliance end-date is a new requirement,
and, therefore, has provided for a comment period and a separate
effective date for the compliance end-date provision of this AD.
Installation of an SDQ will constitute terminating action for the
initial and repetitive inspections required by paragraph (a) of this
AD.
The FAA did receive comments on the NPRM and addressees those
comments in this rule.
The actions would be required to be accomplished in accordance with
the following Hamilton Standard Alert Service Bulletins (ASB's), all
dated May 5, 1995: No. 14SF-61-A59, Revision 6; No. 14RF-9-61-A53,
Revision 7; No. 14RF-19-61-A25, Revision 6; No. 14RF-21-61-A38,
Revision 6; No. 247F-61-A3, Revision 5; and No. 6/5500/F-61-A11,
Revision 6. These ASB's enable affected propellers with a ballscrew
quill damper installed in production or in accordance with the
following Hamilton Standard Service Bulletins (SB's), all dated
September 27, 1994, to extend the repetitive PCU servo BIS teeth
inspection interval from 1,500 to 2,500 hours TIS since last
inspection: No. 14SF-61-67, Revision 2; No. 14RF-9-61-61, Revision 1;
No. 14RF-19-61-29, Revision 2; No. 14RF-21-61-48, Revision 2; No. 247F-
61-6, Revision 2; and No. 6/5500/F-61-19, Revision 2.
In addition, the FAA has reviewed and approved the technical
contents of the following Hamilton Standard SB's, all Revision 2, all
dated June 22, 1995: No. 14SF-61-82; No. 14RF-9-61-76; No. 14RF-19-61-
43; No. 14RF-21-61-62; No. 247F-61-13; and No. 6/5500/F-61-33. These
SB's describe procedures for installing the SDQ.
Also, the FAA has reviewed and approved the technical contents of
the following Hamilton Standard SB's, all Revision 1, dated May 17,
1995; No. 14SF-61-81; No. 14RF-9-61-75; No. 14RF-19-61-41; No. 14RF-21-
61-60; No. 247F-61-12; and No. 6/5500/F-61-32. These SB's describe
procedures for initial and repetitive torque check inspections of the
primary ballscrew quill if the SDQ is installed.
Interested persons have been afforded an opportunity to participate
in the making of this amendment. Due consideration has been given to
the comments received.
One commenter (the manufacturer) states that due to an arithmetic
error, the total cost impact of the current AD per year on US operators
should be estimated to be $138,000, and therefore the approximate
yearly savings to US operators would be $55,200 instead of $51,570, a
6.7% increase in savings. The FAA concurs and has revised the economic
analysis of this final rule accordingly.
The manufacturer states that the number of work hours required for
installation of the SDQ should be three, as stated in the SB's. The FAA
concurs and has revised the economic analysis of this final rule
accordingly.
The manufacturer states that the number of work hours required for
accomplishment of the torque check should be 0.25, assuming the spinner
and transfer tube are removed, as stated in the SB's. The FAA concurs
and has revised the economic analysis of this final rule accordingly.
The manufacturer states the approximate yearly inspection cost
should be $6 per propeller per year. The FAA concurs and has revised
the economic analysis of this final rule accordingly.
The manufacturer states that the correct SB number referenced in
the compliance section should be 6/5500/F-61-32. The FAA concurs and
has revised this final rule accordingly.
One commenter presents comments similar to those previously
submitted to the FAA concerning AD 92-22-12, which increased the BIS
inspection interval from 500 to 1,500 hours TIS. The commenter states
that the specific cause of wear has not been identified by the
manufacturer and that the modifications proposed in the NPRM do not
correct the inherent wear characteristics associated with BIS tooth
wear. In addition, all causes for PCU wear should be positively
identified
[[Page 56226]]
before the inspection interval is increased.
The FAA does not concur. The FAA has reviewed data from numerous
tests and investigations and has determined the cause of extreme wear
when it occurs on a very small number of splines in service. These
tests and investigations have revealed that spline joint wear factors
include:
Magnitude and direction of vibratory environment.
How well the spline joint is lubricated.
Motion of elements within the joint due to stack up of clearances.
Thickness of chrome plating on spline teeth.
The FAA has therefore determined that there is no single factor for
wear of this complex joint. However, the major contributors to these
wear factors are lack of lubrication and axial motion. Laboratory tests
and controlled field service data have proven the damper reduces all of
these wear factors by over 20 times the rate that was experienced
before the damper installation.
The commenter also states that modifications to the PCU should be
made so that wear-induced failure cannot cause catastrophic
consequences. The FAA concurs and has determined that the addition of
the primary quill damper reduces the probability of wear occurring. In
addition, installation of the newly designed SDQ assembly hardware
provides a redundant load path.
The commenter also states that the field data used to justify the
increased inspection interval is being collected from only a small
percentage of units in operation. The FAA does not concur. The field
data includes a small controlled in-service usage program in addition
to many thousands of reports submitted to the FAA for each BIS
inspection, as required by AD 94-22-12.
This commenter also questions the criteria for determining the
2,500 hours TIS inspection interval for the BIS. In addition, the
commenter finds the 5,000 hours TIS torque check interval to be
arbitrary and unfounded, and believes that the torque check should be
conducted during routine maintenance actions. The FAA does not concur.
The FAA has phased in the inspection intervals for the BIS with the
damper installed by intervals of 500, 1,500, and 2,500 hours TIS based
on field service reports of a controlled population, continued fleet-
wide reports of many thousands of inspections required by AD 94-22-12,
and by certification test data that has revealed that installation of
the ballscrew damper resulted in a spline life improvement factor of 20
times the original 500 hours TIS inspection interval, thereby
justifying by test data at least a 10,000 hours TIS inspection interval
for the BIS with the damper installed.
The FAA established torque check intervals for the SDQ based on
test data on many test specimens for the equivalent of three times the
proposed 5,000 hours TIS torque check interval. The interval of 5,000
hours TIS also coincides with a number of other propeller maintenance
activities occurring at that time. The FAA is not mandating the SDQ
interval at earlier, opportune times coinciding with routine
maintenance, but believes that operators may be able to take advantage
of propeller disassembly and conduct the SDQ inspection at that time.
The commenter also states that if the positive torque transmitting
capability of the BIS fails and the SDQ becomes operational, the PCU
has reverted to a single load path and the redundant feature is no
longer available. The FAA concurs that reversion to a single load path
would make use of the stated redundancy only after the primary path had
failed. However, the torque check is designed to detect failure of the
primary path and therefore provides a positive indication that the PCU
is utilizing the secondary path and that replacement of the PCU is
necessary.
Several commenters state that the AD's required torque checks of
the primary ballscrew after an SDQ is installed, in paragraph (d) of
the AD, are repetitious of the same torque check requirements found in
the Airworthiness Limitations Section of the Manufacturer's Maintenance
Manual (MMM). The commenters suggest that the FAA should, therefore,
delete paragraph (d) from the AD because it represents a check
redundant to one already required. The FAA does not agree. While the
FAA views as mandatory the inspections contained in the Airworthiness
Section of the MMM, these particular inspections were not part of the
MMM at the time of type certification. In order to insure that all
operators have constructive notice of the inspections contained in
paragraph (d) of the AD, the FAA has determined that it is necessary to
publish those requirements in this AD. While changes to the
Airworthiness Limitations Section of an MMM normally follow an AD
making those changes, the fact that the MMM already contains the
inspections of paragraph (d) does not obviate the need to include those
requirements in an AD. The MMM, then, merely reflects the inspections
not present at the time of type certification and later made mandatory
by this AD. Operators do not, of course, have to perform two
inspections; one inspection would satisfy both requirements. Therefore,
the presence of the same inspection in an AD and in the MMM does not
increase the maintenance burden on any operator.
There are approximately 2,506 propellers of the affected design in
the worldwide fleet. The FAA estimates that 1,150 propellers installed
on aircraft of U.S. registry will be affected by this AD, that it will
take approximately 1.5 work hours per propeller to accomplish the PCU
servo BIS teeth inspections, and that the average labor rate is $60 per
work hour. Based on these figures, and on the average utilization rate
of 2,000 hours TIS per year equating to 1.33 inspections per year, the
total cost impact of the current AD per year on U.S. operators is
estimated to be $138,000. However, this superseding AD would require
only 0.8 inspections per year, resulting in an approximate yearly
inspection cost of $82,800, which would provide an approximate yearly
savings to U.S. operators of $55,200.
The terminating action will require 3 work hours to install the
SDQ, and required parts will cost approximately $5,500 per propeller.
With the SDQ installed, the AD will require initial and repetitive
torque check inspections of the primary ballscrew quill. The torque
check inspection will take 0.25 work hours to perform the required
actions, and with an average utilization rate of 2,000 hours TIS per
year equating to 0.4 inspections per year, resulting in an approximate
yearly inspection cost of $6 per propeller.
Comments Invited
Although this action is in the form of a final rule that involves
requirements affecting flight safety, the requirement to install a
Secondary Drive Quill (SDQ) was not preceded by notice and an
opportunity for public comment, therefore, comments are specifically
invited on the installation requirement described in compliance
paragraph (b) of this AD. Interested persons are invited to comment on
this requirement of this rule by submitting such written data, views,
or arguments as they may desire. Communications should identify the
Rules Docket number and be submitted in triplicate to the address
specified under the caption ADDRESSEES. All communications received on
or before the closing date for comments will be considered, and this
rule may be amended in light of the comments received. Factual
information that supports the commenter's ideas and suggestions is
extremely helpful in evaluating the effectiveness of the AD
[[Page 56227]]
action and determining whether additional rulemaking action would be
needed.
Comments are specifically invited on the overall regulatory,
economic, environmental, and energy aspects of the rule that need to
modify the rule. All comments submitted will be available, both before
and after the closing date for comments, in the Rules Docket for
examination by interested persons. A report that summarizes each FAA-
public contact concerned with the substance of this AD will be filed in
the Rules Docket.
Commenters wishing the FAA to acknowledge receipt of their comments
submitted in response to this rule must submit a self-addressed,
stamped postcard on which the following statement is made: ``Comments
to Docket No. 95-ANE-34.'' The postcard will be date stamped and
returned to the commenter.
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 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. A final evaluation has been prepared for this action
and it is contained in the Rules Docket. A copy of it may be obtained
from 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 USC 106(g), 40101, 40113, 44701.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by removing Amendment 39-9062 (59 FR
55199, November 4, 1994, and by adding a new airworthiness directive,
Amendment 39-9420, to read as follows:
95-22-12 Hamilton Standard: Amendment 39-9420. Docket 95-ANE-32.
Supersedes AD 94-22-12, Amendment 39-9062.
Applicability: Hamilton Standard Models 14RF-9, 14RF-19, 14RF-
21, and 14RF-23; 247F-1; 14SF-5, 14SF-7, 14SF-11, 14SFL11, 14SF-15,
14SF-17, 14SF-19, 14SF-23; and 6/5500/F propellers installed on but
not limited to Embraer EMB-120 and EMB-120RT; SAAB-SCANIA SF340B;
Aerospatiale ATR42-100, ATR42-300, ATR42-320, ATR72, ATR72-210;
DeHavilland DHC-8-100 series, DHC-8-300; Construcciones Aeronauticas
SA (CASA) CN-235 and CN-235-100; Canadair CL215T and CL415; and
British Aerospace ATP airplanes.
Note: 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 use
the authority provided in paragraph (e) to request approval from the
Federal Aviation Administration (FAA). This approval may address
either no action, if the current configuration eliminates the unsafe
condition, or different actions necessary to address the unsafe
condition described in this AD. Such a request should include an
assessment of the effect of the changed configuration on the unsafe
condition addressed by this AD. In no case does the presence of any
modification, alteration, or repair remove any propeller from the
applicability of this AD.
Compliance: Required as indicated, unless accomplished
previously.
To prevent the inability to control the propeller blade angle
due to tooth wear in the propeller control unit (PCU) servo
ballscrew internal spline (BIS) assembly, accomplish the following:
(a) Inspect the PCU servo BIS assembly for tooth wear in
accordance with the Accomplishment Instructions of the following
Hamilton Standard Alert Service Bulletins (ASB), all dated May 5,
1995, as applicable: No. 14RF-9-61-A53, Revision 7; No. 14RF-19-61-
A25, Revision 6; No. 14RF-21-61-A38, Revision 6; No. 247F-61-A3,
Revision 5; No. 14SF-61-A59, Revision 6; and No. 6/5500/F-61-A11,
Revision 6; as follows:
(1) For a PCU with unknown time in service (TIS), and unknown
TIS since the last inspection, on the effective date of this AD, and
that does not have a ballscrew quill damper installed, inspect
within 200 hours TIS after the effective date of this AD.
(2) For a PCU with 1,800 or more hours TIS or unknown TIS on the
effective date of this AD, and either has not been inspected, or has
been inspected more than 500 hours prior to the effective date of
this AD, in accordance with the applicable Hamilton Standard ASB
listed in paragraph (a) of this AD; and that does not have a
ballscrew quill damper installed; inspect within 200 hours TIS after
the effective date of this AD.
(3) For a PCU with 1,800 or more hours TIS or unknown TIS on the
effective date of this AD, and that has been inspected within the
previous 500 hours TIS in accordance with the applicable Hamilton
Standard ASB listed in paragraph (a) of this AD, and that does not
have a ballscrew quill damper installed, inspect within 500 hours
TIS since the last inspection in accordance with the applicable
Hamilton Standard ASB listed in paragraph (a) of this AD.
(4) For a PCU with less than 1,800 hours TIS on the effective
date of this AD, and that does not have a ballscrew quill damper
installed, inspect prior to accumulating 1,800 hours TIS, or within
300 hours TIS after the effective date of this AD, whichever occurs
later.
(5) For a PCU that has a ballscrew quill damper installed in
production or in accordance with the following applicable Hamilton
Standard Service Bulletins (SB), all dated September 27, 1994, or
previous revisions: No. 14SF-61-67, Revision 2; No. 14RF-9-61-61,
Revision 1; No. 14RF-19-61-29, Revision 2; No. 14RF-21-61-48,
Revision 2; No. 247F-61-6, Revision 2; and No. 6/5500/F-61-19,
Revision 2; inspect within 2,500 hours TIS since installation of the
ballscrew quill damper.
(6) Thereafter, inspect at intervals described as follows:
(i) For propellers that have a ballscrew quill damper installed
in production or in accordance with the applicable Hamilton Standard
SB listed in paragraph (a)(5) of this AD, or previous revisions,
inspect at intervals not to exceed 2,500 hours TIS since the last
inspection required by this AD.
(ii) For propellers that do not have a ballscrew quill damper
installed in production or in accordance with the applicable
Hamilton Standard SB listed in paragraph (a)(5) of this AD, inspect
at intervals not to exceed 500 hours TIS since the last inspection
required by this AD.
(7) If PCU servo BIS teeth are worn beyond the limits specified
in the Accomplishment Instructions of the applicable ASB's listed in
paragraph (a) of this AD, prior to further flight, replace the PCU
with a serviceable assembly in accordance with the Accomplishment
Instructions of the applicable ASB's listed in paragraph (a) of this
AD, and thereafter inspect in accordance with paragraphs (a)(5) and
(a)(6) of this AD.
(b) Prior to June 30, 1998, install a Secondary Drive Quill
(SDQ) in accordance with the Accomplishment Instructions of the
following applicable Hamilton Standard SB's, all Revision 1, all
dated May 17, 1995: No. 14SF-61-82; No. 14RF-9-61-76; No. 14RF-19-
61-43; No. 14RF-21-61-62; No. 247F-61-13; and No. 6/5500/F-61-33.
(c) Installation of an SDQ in accordance with applicable SB's
listed in paragraph (b) of this AD constitutes terminating action to
the repetitive inspections required by paragraph (a) of this AD.
(d) With an SDQ installed, perform an initial torque check
inspection of the primary ballscrew quill at 5,000 hours TIS since
installation of the SDQ, and thereafter at intervals not to exceed
5,000 hours TIS since
[[Page 56228]]
last inspection, and remove from service and replace with a serviceable
part, if necessary, in accordance with the following applicable
Hamilton Standard SB's, all Revision 2, dated June 22, 1995: No.
14SF-61-81; No. 14RF-9-61-75; No. 14RF-19-61-41; No. 14RF-21-61-60;
No. 247F-61-12; and No. 6/5500/F-61-32.
(e) 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, Boston Aircraft Certification
Office. The request should be forwarded through an appropriate FAA
Principal Maintenance Inspector, who may add comments and then send
it to the Manager, Boston Aircraft Certification Office.
Note: Information concerning the existence of approved
alternative method of compliance with this AD, if any, may be
obtained from the Boston Aircraft Certification Office.
(f) 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 requirements of this AD can be accomplished.
(g) The actions required by this AD shall be done in accordance
with the following Hamilton Standard service documents:
----------------------------------------------------------------------------------------------------------------
Document No. Pages Revision Date
----------------------------------------------------------------------------------------------------------------
ASB No. 14SF-61-A59............... 1.................... 6................... May 5, 1995.
2.................... 5................... December 30, 1994.
3-6.................. 6................... May 5, 1995.
7.................... 3................... March 1, 1994.
8.................... 2................... July 28, 1993.
9-10................. 4................... April 7, 1994.
11-20................ 3................... March 1, 1994.
21................... 4................... April 7, 1994.
Total pages: 21
ASB No. 14RF-9-61-A53............. 1-6.................. 7................... May 5, 1995.
7.................... 6................... December 30, 1994.
8.................... 3................... July 28, 1993.
9-10................. 6................... December 30, 1994.
11-12................ 4................... March 1, 1994.
13................... 5................... April 7, 1994.
14-20................ 4................... March 1, 1994.
21................... 5................... April 7, 1994.
Total pages: 21
ASB No. 14RF-19-61-A25............ 1-6.................. 6................... May 5, 1995.
7.................... 5................... December 30, 1994.
8.................... 2................... July 28, 1993.
9.................... 4................... April 7, 1994.
10................... 3................... March 1, 1994.
11................... 4................... April 7, 1994.
12-20................ 3................... March 1, 1994.
21................... 4................... April 7, 1994.
Total pages: 21
ASB No. 14RF-21-61-A38............ 1.................... 6................... May 5, 1995.
2.................... 5................... December 30, 1994.
3-6.................. 6................... May 5, 1995.
7.................... 5................... December 30, 1994.
8.................... 2................... July 28, 1993.
9-10................. 4................... April 7, 1994.
11-20................ 3................... March 1, 1994.
21................... 4................... April 7, 1994.
Total pages: 21
ASB No. 247F-61-A3................ 1.................... 5................... May 5, 1995.
2.................... 4................... December 30, 1994.
3-6.................. 5................... May 5, 1995.
7.................... 4................... March 1, 1994.
8.................... 1................... July 28, 1993.
9-10................. 3................... April 7, 1994.
11-19................ 2................... March 1, 1994.
20................... 3................... April 7, 1994.
Total pages: 20
ASB No. 6/5500/F-61-A11........... 1.................... 6................... May 5, 1995.
2.................... 5................... December 30, 1994.
3-6.................. 6................... May 5, 1995.
7.................... 5................... December 30, 1994.
8.................... 3................... March 1, 1994.
9.................... 5................... December 30, 1994.
10-11................ 4................... April 7, 1994.
12................... 2................... July 28, 1993.
13................... 3................... March 1, 1994.
14................... 2................... July 28, 1993.
15-20................ 3................... March 1, 1994.
21................... 4................... April 7, 1994.
Total pages: 21
SB No. 14SF-61-67................. 1.................... 2................... September 27, 1994.
2.................... 1................... May 6, 1994.
3-9.................. Original............ December 9, 1993.
10................... 1................... May 6, 1994.
[[Page 56229]]
11................... Original............ December 9, 1993.
12................... 2................... September 27, 1994.
13-15................ Original............ December 9, 1993.
16................... 1................... May 6, 1994.
Total pages: 16
SB No. 14RF-9-61-61............... 1-2.................. 1................... September 27, 1994.
3-10................. Original............ December 9, 1993.
11................... 1................... September 27, 1994.
12-14................ Original............ December 9, 1993.
Total pages: 14
SB No. 14RF-19-61-29.............. 1.................... 2................... September 27, 1994.
2.................... 1................... May 6, 1994.
3-10................. Original............ December 9, 1993.
11................... 2................... September 27, 1994.
12-13................ Original............ December 9, 1993.
14................... 1................... May 6, 1994.
Total pages: 14
SB No. 14RF-21-61-48.............. 1-4.................. 2................... September 27, 1994.
5-10................. Original............ December 9, 1993.
11................... 2................... September 27, 1994.
12-13................ Original............ December 9, 1993.
14................... 1................... May 6, 1994.
Total pages: 14
SB No. 247F-61-6.................. 1-4.................. 2................... September 27, 1994.
5-10................. Original............ December 9, 1993.
11................... 2................... September 27, 1994.
12-13................ Original............ December 9, 1993.
14................... 1................... May 6, 1994.
Total pages: 14
SB No. 6/5500/F-61-19............. 1.................... 2................... September 27, 1994.
2.................... 1................... May 6, 1994.
3-10................. Original............ December 6, 1993.
11................... 2................... September 27, 1994.
12................... Original............ December 6, 1993.
13-14................ 1................... May 6, 1994.
Total pages: 14
SB No. 14SF-61-82................. 1-36................. 1................... May 17, 1995.
Total pages: 36
SB No. 14RF-9-61-76............... 1-33................. 1................... May 17, 1995.
Total pages: 33.
SB No. 14RF-19-61-43.............. 1-34................. 1................... May 17, 1995.
Total pages: 34
SB No. 14RF-21-61-62.............. 1-33................. 1................... May 17, 1995.
Total pages: 33
SB No. 247F-61-13................. 1-34................. 1................... May 17, 1995.
Total pages: 34
SB No. 6/5500/F-61-33............. 1-33................. 1................... May 17, 1995.
Total pages: 33
SB No. 14SF-61-81................. 1-12................. 2................... June 22, 1995.
Total pages: 12
SB No. 14RF-9-61-75............... 1-10................. 2................... June 22, 1995.
Total pages: 10
SB No. 14RF-19-61-41.............. 1-10................. 2................... June 22, 1995.
Total pages: 10
SB No. 14RF-21-61-60.............. 1-10................. 2................... June 22, 1995.
Total pages: 10
SB No. 247F-61-12................. 1-10................. 2................... June 22, 1995.
Total pages: 10
SB No. 6/5500/F-61-32............. 1-11................. 2................... June 22, 1995.
Total pages: 11
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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 Hamilton Standard, One Hamilton
Road, Windsor Locks, CT 06096-1010. Copies may be inspected at the
FAA, New England Region, Office of the Assistant Chief 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.
(h) This amendment becomes effective on November 24, 1995 as to
all compliance paragraphs except paragraph (b) of this AD.
(i) This amendment becomes effective on May 6, 1996 as to
compliance paragraph (b) of this AD.
Issued in Burlington, Massachusetts, on October 30, 1995.
James C. Jones,
Acting Manager, Engine and Propeller Directorate, Aircraft
Certification Service.
[FR Doc. 95-27641 Filed 11-6-95; 10:42 am]
BILLING CODE 4910-13-U