[Federal Register Volume 62, Number 61 (Monday, March 31, 1997)]
[Proposed Rules]
[Pages 15133-15135]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 97-7978]
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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39
[Docket No. 93-ANE-08]
RIN 2120-AA64
Airworthiness Directives; Teledyne Continental Motors IO-360,
TSIO-360, LTSIO-360, IO-520, and TSIO-520 Series, and Rolls-Royce plc
IO-360 and TSIO-360 Series Reciprocating Engines
AGENCY: Federal Aviation Administration, DOT.
ACTION: Supplemental notice of proposed rulemaking.
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SUMMARY: This notice revises an earlier proposed airworthiness
directive (AD), applicable to certain Teledyne Continental Motors (TCM)
IO-360, TSIO-360, LTSIO-360, IO-520, and TSIO-520 series reciprocating
engines. Airworthiness directive 87-23-08 currently requires ultrasonic
inspection for subsurface fatigue cracks in crankshafts installed in
TCM IO-520 and TSIO-520 series engines and replacement of the
crankshaft if a crack is found. The proposed AD would have superseded
AD 87-23-08 by expanding the applicability of the AD to include IO-360,
TSIO-360 and LTSIO-360 series engines, requiring the removal of all
crankshafts manufactured using the airmelt process on all of the
affected engine models and replacement with crankshafts manufactured
using the vacuum arc remelt (VAR) process. That proposal was prompted
by reports of crankshaft failures due to subsurface fatigue cracking on
engines that had been inspected in accordance with the current AD. This
action revises the proposed rule by superseding AD 87-23-08, making the
new AD applicable to TCM IO-360, TSIO-360, LTSIO-360, IO-520, LIO-520,
TSIO-520, LTSIO-520 and Rolls-Royce, plc IO-360 and TSIO-360 series
engines, incorporating new ultrasonic inspection criteria in the AD and
revising the economic impact analysis. The proposed action would still
require removal of crankshafts manufactured using the airmelt process
and replacement with crankshafts manufactured using the VAR process.
The actions specified by this proposed AD are intended to prevent
crankshaft failure and subsequent engine failure.
DATES: Comments must be received by April 30, 1997.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), New England Region, Office of the Assistant Chief
Counsel, Attention: Rules Docket No. 93-ANE-08, 12 New England
Executive Park, Burlington, MA 01803-5299. Comments may also be sent
via the Internet using the following address: ``engineprop@dot.faa.gov''. Comments sent via the Internet must contain
the docket number in the subject line. Comments may be inspected at
this location between 8:00 a.m. and 4:30 p.m., Monday through Friday,
except Federal holidays.
The service information referenced in the proposed rule may be
obtained from Teledyne Continental Motors, P.O. Box 90, Mobile, AL
36601; telephone (334) 438-3411. This information may be examined at
the FAA, New England Region, Office of the Assistant Chief Counsel, 12
New England Executive Park, Burlington, MA.
FOR FURTHER INFORMATION CONTACT: Jerry Robinette, Aerospace Engineer,
Atlanta Aircraft Certification Office, FAA, Small Airplane Directorate,
Campus Building, 1701 Columbia Ave., Suite 2-160, College Park, GA
30337-2748; telephone (404) 305-7371, fax (404) 305-7348.
SUPPLEMENTARY INFORMATION:
Comments Invited
Interested persons are invited to participate in the making of the
proposed 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 above. All
communications received on or before the closing date for comments,
specified above, will be considered before taking action on the
proposed rule. The proposals contained in this notice may be changed in
light of the comments received.
Comments are specifically invited on the overall regulatory,
economic, environmental, and energy aspects of the proposed 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 summarizing each FAA-public contact concerned with
the substance of this proposal will be filed in the Rules Docket.
Commenters wishing the FAA to acknowledge receipt of their comments
submitted in response to this notice must submit a self-addressed,
stamped postcard on which the following statement is made: ``Comments
to Docket Number 93-ANE-08.'' The postcard will be date stamped and
returned to the commenter.
Availability of NPRMs
Any person may obtain a copy of this NPRM by submitting a request
to the FAA, New England Region, Office of the Assistant Chief Counsel,
Attention: Rules Docket No. 93-ANE-08, 12 New England Executive Park,
Burlington, MA 01803-5299.
Discussion
A proposal to amend part 39 of the Federal Aviation Regulations (14
CFR part 39) to add an airworthiness directive (AD), applicable to
certain Teledyne Continental Motors (TCM) IO-360, TSIO-360, LTSIO-360,
IO-520 and TSIO-520 series reciprocating engines was published as a
supplemental notice of proposed rulemaking (SNPRM) in the Federal
Register on August 24, 1995 (60 FR 43995). That proposal would have
superseded AD 87-23-08, Amendment 39-5735 (52 FR 41937, October 30,
1987), which currently requires ultrasonic inspection of TCM IO-520 and
TSIO-520 series engines for sub-surface fatigue cracks in the
crankshaft and replacement of the crankshaft, if a crack is found. The
proposed AD would have retained the ultrasonic inspection, but would
have required the removal of crankshafts manufactured using the airmelt
process and required replacement with crankshafts that were
manufactured using the vacuum arc remelt (VAR) process. The proposed AD
would have also expanded the affected population of engines to add the
TCM IO-360, TSIO-360 and LTSIO-360 series engines to the IO-520 and
TSIO-520 series engines affected by AD 87-23-08. That proposal was
prompted by reports of crankshaft failures due to subsurface fatigue
cracking on engines that had been inspected in accordance with AD 87-
23-08. That condition, if not corrected, could result in crankshaft
failure and subsequent engine failure.
Since the issuance of that SNPRM, the Federal Aviation
Administration (FAA) has determined that TCM LIO-520 and LTSIO-520 and
Rolls-Royce, plc IO-360 and TSIO-360 series engines are also affected
and should be included in this proposal as they are identical in design
and manufacturing process. The number
[[Page 15134]]
of engines to be added is small, estimated to be 500 worldwide. In
addition, TCM has revised and improved the ultrasonic test procedure
and the proposed AD should reference this new procedure. The FAA
received numerous unfavorable comments centering on the FAA's data and
the economic impact of the proposed AD on small entities. Additional
data was presented in the SNPRM and will not be repeated here. Since
the issuance of the SNPRM, there have been additional crankshaft
failures due to subsurface fatigue cracking. The following table
presents crankshaft failure data available to date for each of the last
eleven years, showing the number of airmelt failures versus the number
of VAR failures (airmelt/VAR):
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Airmelt VAR
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Engine Engine Engine Engine
model 360 model 520 Total model 360 model 520 Total
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Year:
1986...................................... 0 7 7 0 2 2
1987...................................... 2 6 8 0 1 1
1988...................................... 0 2 2 0 0 0
1989...................................... 3 6 9 0 0 0
1990...................................... 3 9 12 0 0 0
1991...................................... 0 5 5 1 0 1
1992...................................... 0 5 5 0 0 0
1993...................................... 0 6 6 0 0 0
1994...................................... 0 2 2 0 0 0
1995...................................... 1 1 2 0 0 0
1996...................................... 0 2 2 0 0 0
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Total................................. 9 51 60 1 3 4
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In addition, the exchange price of the VAR crankshaft has increased
since the regulatory process was initiated. The current price range is
$2,143 to $2,599.
The number of crankshafts affected, even with the Rolls-Royce plc
crankshafts added, has decreased, primarily because TCM has been
replacing airmelt crankshafts with VAR crankshafts in rebuilt engines
for some time. The FAA estimates that 10,100 engines are installed on
aircraft of U.S. registry and would need to have the crankshaft
replaced, that it would take approximately 1 work hour per engine to
determine the type of crankshaft installed and that the average labor
rate is $60 per work hour. Required parts will cost approximately
$2,599 and shipping will cost approximately $100. Based on these
figures, the cost impact of replacing crankshafts on U.S. operators is
estimated to be $27,865,900 over a 10-year period or $2,786,590
annually.
The FAA further estimates that 59,300 engines with VAR crankshafts
installed would require ultrasonic inspections and the estimated cost
of performing an ultrasonic inspection is $200. The FAA estimates that
approximately 10%, or 5,930 engines, would need to be overhauled
annually, so the estimated total cost impact for ultrasonic inspections
is $1,186,000 annually.
Therefore, the FAA estimates the total cost impact of the AD to be
$27,865,900 over a 10-year period, plus an additional $1,186,000
annually for the repetitive ultrasonic inspections.
Since this change expands the scope of the originally proposed
rule, the FAA has determined that it is necessary to reopen the comment
period to provide additional opportunity for public comment.
The regulations proposed herein would not have substantial direct
effects 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. Therefore, in
accordance with Executive Order 12612, it is determined that this
proposal would not have sufficient federalism implications to warrant
the preparation of a Federalism Assessment.
For the reasons discussed above, I certify that this proposed
regulation (1) is not a ``significant regulatory action'' under
Executive Order 12866; (2) is not a ``significant rule'' under the DOT
Regulatory Policies andProcedures (44 FR 11034, February 26, 1979); and
(3) if promulgated, will not have a significant economic impact,
positive or negative, on a substantial number of small entities under
the criteria of the Regulatory Flexibility Act. A copy of the draft
regulatory evaluation prepared for this action is contained in the
Rules Docket. A copy of it may be obtained by contacting the Rules
Docket at the location provided under the caption ADDRESSES.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
The Proposed Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration proposes to amend
part 39 of the Federal Aviation Regulations (14 CFR part 39) as
follows:
PART 39--AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [AMENDED]
2. Section 39.13 is amended by adding the following new
airworthiness directive:
Teledyne Continental Motors and Rolls-Royce, plc: Docket No. 93-ANE-
08.
Applicability: Teledyne Continental Motors (TCM) IO-360, LTSIO-
360, TSIO-360, IO-520, LIO-520, LTSIO-520 and TSIO-520 series
engines built on or prior to December 31, 1980; rebuilt TCM IO-360,
LTSIO-360, TSIO-360, IO-520, LIO-520, LTSIO-520 and TSIO-520 series
engines with serial numbers lower than those listed in TCM Critical
Service Bulletin (SB) No. CSB96-8, dated June 25, 1996; TCM factory
overhauled IO-360, LTSIO-360, TSIO-360, IO-520, LIO-520, LTSIO-520
and TSIO-520 series engines with serial number of 901203H and lower;
and Rolls-Royce, plc IO-360 and TSIO-360 series engines with any
serial number. These engines are installed on but not limited to the
following aircraft: Raytheon (formerly Beech) models 95-C55, 95-
C55A, D55, D55A, E55, E55A, 58, 58A, 58P, 58PA, 58TC, 58TCA, S35,
V35, V35A, V35B, E33A, E33C, 35-C33A, 36, A36, F33A,
[[Page 15135]]
F33C and A36TC; Bellanca model 17-30A; Cessna models 172XP, A185,
188, A188, 206, T206, 207, T207, 210, T210, P210, 310R, T310P,
T310Q, T310R, 320D, 320E, 320F, 336, 337, T337, P337, 340, 401, 402,
414 and T41B/C; Colemill conversion of Commander 500A; Goodyear
Airship Blimp 22; Maule model M-4; Mooney model M20-K; Navion model
H; Pierre Robin HR 100; The New Piper Aircraft, Inc. (formerly Piper
Aircraft Company) models PA28-201T, PA28R-201T, PA28RT-201T, PA34-
200T and PA34-220T; Prinair Dehavilland Heron; Reims models FR172,
F337 and FT337; and Swift Museum Foundation, Inc. models GC-1A and
GC-1B equipped with the IO-360 engine.
Note 1: This airworthiness directive (AD) applies to each engine
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 engines that have been
modified, altered, or repaired so that the performance of the
requirements of this AD is affected, the owner/operator must request
approval for an alternative method of compliance in accordance with
paragraph (d) of this AD. The request should include an assessment
of the effect of the modification, alteration, or repair on the
unsafe condition addressed by this AD; and, if the unsafe condition
has not been eliminated, the request should include specific
proposed actions to address it.
Compliance: Required as indicated, unless accomplished
previously.
To prevent crankshaft failure and subsequent engine failure,
accomplish the following:
(a) At the next engine overhaul, or whenever the crankshaft is
next removed from the engine, after the effective date of this AD,
whichever occurs first, determine if the crankshaft was manufactured
using the airmelt or vacuum arc remelt (VAR) process in accordance
with the identification procedure described in TCM Critical SB No.
CSB96-8, dated June 25, 1996. If the crankshaft was manufactured
using the airmelt process or if the manufacturing process is
unknown, remove the crankshaft from service and replace with a
serviceable crankshaft manufactured using the VAR process.
(b) For all TCM IO-360, LTSIO-360, TSIO-360, IO-520, LIO-520,
LTSIO-520 and TSIO-520 and Rolls-Royce, plc IO-360 and TSIO-360
engine models that have VAR crankshafts installed, regardless of
serial number; at the next and every subsequent crankshaft removal
from the engine case or installation of a replacement crankshaft,
prior to crankshaft installation in the engine, conduct an
ultrasonic inspection of the crankshaft in accordance with the
procedures specified in TCM Mandatory SB No. MSB96-10, dated August
15, 1996, and, if necessary, replace with a serviceable part.
Note 2: Accomplishment of the ultrasonic inspection required by
this AD does not fulfill any requirements for magnaflux or any other
inspections specified in TCM or Rolls-Royce, plc overhaul manuals.
(c) The ultrasonic inspection of the crankshaft must be
performed by a non-destructive test (NDT) ultrasonic (UT) Level II
inspector who is qualified under the guidelines established by the
American Society of Nondestructive Testing or MIL-STD-410 or FAA-
approved equivalent, or must be trained by TCM personnel or their
designated representative on how to accomplish and conduct this
inspection procedure. The person approving the engine for return to
service is required to verify that the UT inspection was
accomplished in accordance with the requirements of this paragraph.
(d) 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, Atlanta Aircraft Certification
Office. The request should be forwarded through an appropriate FAA
Maintenance Inspector, who may add comments and then send it to the
Manager, Atlanta Aircraft Certification Office.
Note 3: Information concerning the existence of approved
alternative methods of compliance with this airworthiness directive,
if any, may be obtained from the Atlanta Aircraft Certification
Office.
(e) 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.
Issued in Burlington, Massachusetts, on March 12, 1997.
James C. Jones,
Acting Manager, Engine and Propeller Directorate, Aircraft
Certification Service.
[FR Doc. 97-7978 Filed 3-28-97; 8:45 am]
BILLING CODE 4910-13-U
