[Federal Register Volume 61, Number 112 (Monday, June 10, 1996)]
[Rules and Regulations]
[Pages 29271-29274]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-14223]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
14 CFR Part 39
[Docket No. 93-ANE-48; Amendment 39-9586; AD 96-09-10]
RIN 2120-AA64
Airworthiness Directives; Textron Lycoming Reciprocating Engines
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: This amendment supersedes an existing airworthiness directive
(AD), applicable to certain Textron Lycoming reciprocating engines,
that currently requires replacement of sintered iron impellers in oil
pumps. This amendment continues to require replacement of sintered iron
impellers, but also requires replacement of aluminum impellers. This
amendment is prompted by reports of additional oil pump failures caused
by aluminum impellers, which do not have the reliability of the
hardened steel impellers. The actions specified by this AD are intended
to prevent an oil pump failure due to impeller failure, which could
result in an engine failure.
DATES: Effective July 15, 1996.
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of July 15, 1996.
ADDRESSES: The service information referenced in this AD may be
obtained from any Textron Lycoming Distributor or Textron Lycoming,
Reciprocating Engine Division, 652 Oliver St., Williamsport, PA 17701;
telephone (717) 327-7278, fax (717) 327-7022. This information may be
examined at the Federal Aviation Administration (FAA), New England
Region, Office of the Assistant Chief Counsel, 12 New England Executive
Park, Burlington, MA 01803-5299; or at the Office of the Federal
Register, 800 North Capitol Street, NW., suite 700, Washington, DC.
FOR FURTHER INFORMATION CONTACT: Richard Fiesel, Aerospace Engineer,
New York Aircraft Certification Office, FAA, Engine and Propeller
Directorate, 10 Fifth Street, Valley Stream, NY 11581; telephone (516)
256-7504, fax (516) 568-2716.
SUPPLEMENTARY INFORMATION: On August 14, 1981, the Federal Aviation
Administration (FAA) issued airworthiness directive (AD) 81-18-04,
Amendment 39-4199 (46 FR 43134, August 27, 1981), to require
replacement of sintered iron oil pump impellers and oil pump shafts
with impellers and shafts made of aluminum or hardened steel in certain
Textron Lycoming reciprocating engines. That action was prompted by
reports of oil pump failures. Subsequent to the publication of AD 81-
18-04, the FAA issued two revisions to AD 81-18-04; they are: 81-18-
04R1, Amendment 39-4258 (46 FR 56157, November 16, 1981), effective
November 19, 1981, and AD 81-18-04R2, Amendment 39-4395 (47 FR 23691,
June 1, 1982), effective June 7, 1982.
A proposal to amend part 39 of the Federal Aviation Regulations (14
CFR part 39) by superseding AD 81-18-04R2 was published in the Federal
Register on January 3, 1994 (59 FR 35). That action proposed to require
replacing sintered iron and aluminum impellers and shafts with hardened
steel impellers and shafts, in accordance with Avco Lycoming Division
Service Bulletin (SB) No. 381C, dated November 7, 1975; Avco Lycoming
Textron SB No. 385C, dated October 3, 1975; Avco Lycoming Textron SB
No. 454 B, dated January 2, 1987; Avco Lycoming Textron SB No. 455 D,
dated January 2, 1987; and Textron Lycoming SB No. 456 F, dated
February 8, 1993.
Interested persons have been afforded an opportunity to participate
in the making of this amendment. Due consideration has been given to
the comments received.
Several commenters state that it is not necessary to replace the
aluminum impeller with a steel impeller, as they consider the aluminum
impeller's reliability to be adequate. The FAA does not concur. The
FAA's analysis of seven years of Service Difficulty Reports indicates
that the aluminum impeller does not have the reliability of the
hardened steel impeller and is only slightly more reliable that the
sintered iron impeller. Based on that analysis the FAA has issued
Safety Recommendation 92.052 that recommends replacement of the
aluminum impeller within 100 hours time in service (TIS).
Several commenters state that the aluminum impeller should be
replaced at overhaul rather than at 750 hours TIS because of the
difficulty of accomplishing the modification without engine disassembly
and thereby
[[Page 29272]]
possibly introducing maintenance errors with resultant engine failure.
The FAA concurs. The FAA has revised the compliance time for
replacement of the aluminum impeller from within 750 hours after the
effective date of the AD to the next overhaul. However, the FAA has
included a calendar end-date of five years after the effective date of
this AD. Considering the low time accumulation rate for the types of
aircraft involved, a large percentage will reach 500-750 hours TIS
within five years.
Some commenters question the accuracy of 4,000 as the number of
affected engines. The FAA concurs. The 4,000 number was carried over
from AD 81-18-04 and represented the number of engines that
incorporated the sintered iron impeller. The number of aluminum
impellers, Part Number LW-13775, installed in engines is much greater.
The FAA estimates 45,000 aluminum impellers in service. The FAA has
therefore revised the economic analysis to account for this greater
number.
One commenter states that the AD omits a required modification of
older pump housings, as referenced in SB's 1164 and 1341. The FAA does
not concur. The earlier configuration incorporates a fixed shaft and
cotter pin with a different aluminum impeller. That configuration is
not affected by this AD. The FAA has clarified the applicability of
this AD to state that only aluminum impellers, P/N LW 13775, are
affected.
Some commenters state that only aluminum impellers, P/N LW 13775,
should be affected by this AD. The FAA concurs and has revised this AD
accordingly.
One commenter states that the AD addresses three different
categories of engines as indicated in SB's 454, 455, and 456, and
therefore should address each engine type separately. The FAA does not
concur. The NPRM combined the engines that are affected by SB 454 and
SB 455 because these engines have a similar design, are affected by the
same unsafe condition, and have the same compliance requirements. The
FAA has determined that combining the engine types eliminates
redundancy and makes for easier reading. Textron Lycoming is in the
process of issuing a new SB to replace SB's 454, 455, and 456.
One commenter states that the AD should address only Textron
Lycoming impellers, P/N LW 13775, because impellers manufactured by
other companies under a FAA Parts Manufacturer Approval (PMA) have
excellent reliability. The FAA does not concur. The FAA's analysis of
the Service Difficulty Reports and Accident/Incident reports does not
support distinguishing between impellers manufactured by Textron and
impellers manufactured by other companies. The Service Difficulty
Reports do not always list the P/N, or manufacturer, of the failed
impeller. Some are simply referred to as ``aluminum impeller.'' Also,
the format of the Accident/Incident Reports does not include P/N.
Therefore, unless it can be shown by reliability data that a PMA part
has a significantly better failure rate than does Textron P/N LW 13775,
the FAA must include all similar aluminum impellers in the AD.
One commenter states that all sintered iron impellers should be
removed within 25 hours TIS. The FAA does not concur. This AD reduces
the compliance time from 2,000 hours TIS to 100 hours TIS for engines
affected by SB 456. The FAA has determined that a further reduction to
25 hours TIS is not justified, and would cause an undue hardship to
operators.
Since publication of the NPRM, the FAA has reviewed and approved
the technical contents of Textron Lycoming SB No. 524, dated September
1, 1995, that combines the requirements of, and supersedes Service
Bulletin 381, 385, 454, 455, and 456; and SI No. 1009AJ, dated July 1,
1992, that describes established time between overhaul (TBO) for
Textron Lycoming reciprocating engines.
In addition, this final rule reduces the original time of
compliance of certain engines from 2,000 hours, required by paragraph
(c) of AD 81-18-04 to 100 hours TIS after the effective date of this
AD.
After careful review of the available data, including the comments
noted above, the FAA has determined that air safety and the public
interest require the adoption of the rule with the changes described
previously. The FAA has determined that these changes will not increase
the scope of the AD.
There are approximately 45,000 oil pumps of the affected design
installed in Textron Lycoming reciprocating engines in the worldwide
fleet. The FAA estimates that 29,000 oil pumps installed on aircraft of
U.S. registry will be affected by this AD, that it will take
approximately 4.5 work hours per oil pump to accomplish the required
actions, and that the average labor rate is $60 per work hour. Required
parts will cost approximately $270. Based on these figures, the total
cost impact of the AD on U.S. operators is estimated to be $15,660,000.
The regulations adopted herein will 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 final
rule does not have sufficient federalism implications to warrant the
preparation of a Federalism Assessment.
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), 40113, 44701.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by removing Amendment 39-4199 (46 FR
43134, August 27, 1981) and by adding a new airworthiness directive,
Amendment 39-9586, to read as follows:
96-09-10 Textron Lycoming: Amendment 39-9586. Docket 93-ANE-48.
Supersedes AD 81-18-04 R2, Amendment 39-4395.
Applicability: Textron Lycoming O-235, O-290, O-320, IO-320,
AIO-320, AEIO-320, LIO-320, O-340, O-360, IO-360, LIO-360, AIO-360,
HO-360, HIO-360, LO-360, LIO-360, TIO-360, TO-360, LTO-360, VO-360,
IVO-360, O-540, and IO-540 series reciprocating engines, except for
the following models: O-320-H2AD, O-360-E1A6D, LO-360-E1A6D, TO-360-
E1A6D, LTO-360-E1A6D, IO-540-P1A5, IO-540-R1A5, IO-540-S1A5, and O-
540 and IO-540 series engines built with large capacity oil pumps
and dual magnetos designated with
[[Page 29273]]
``5D'' in the model suffix; for example, IO-540-K1A5D. These engines
are installed on but not limited to the following aircraft: various
models of single and twin engine powered Cessna, Piper, Mooney,
Beech, Gulfstream American, Maule, and Socata.
Note 1: This AD may not contain an exhaustive list of aircraft
that utilize the affected engines because other aircraft may have an
affected engine installed through, for example, approvals made by
Supplemental Type Certificate, or FAA Form 337, ``Major Repair and
Alteration.'' It is the responsibility of each aircraft owner,
operator, and person returning that aircraft to service to determine
if that aircraft has an affected engine.
Note 2: This 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 use the authority
provided in paragraph (f) to request approval from the 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 engine from the applicability of this AD.
Compliance: Required as indicated, unless accomplished
previously.
To prevent oil pump failure due to impeller failure, which could
result in an engine failure, accomplish the following:
(a) For Textron Lycoming Model HIO-360-D1A, -E1AD, -E1BD, and -
F1AD engines with serial numbers (S/N) of L-22579-51A or prior,
except for the following: S/N L-22311-51A through L-22313-51A, L-
22396-51A, L-22397-51A, L-22416-51A, L-22546-51A through L-22549-
51A, L-22563-51A, L-22568-51A through L-22571-51A; for Textron
Lycoming Model HIO-360-D1A, -E1AD, -E1BD, and -F1AD engines that
were overhauled in the field or remanufactured prior to April 1,
1981, regardless of S/N; and for engines listed by S/N in Textron
Lycoming Service Bulletin (SB) No. 455D, dated January 2, 1987;
accomplish the following:
(1) Replace the sintered iron oil pump impeller and shaft with a
hardened steel impeller and shaft in accordance with Avco Lycoming
Textron SB No. 454B, dated January 2, 1987, or Avco Lycoming Textron
SB No. 455D, dated January 2, 1987, as applicable, or Textron
Lycoming SB No. 524, dated September 1, 1995, within 25 hours time
in service (TIS) after the effective date of this AD.
(2) No action is required if engines have complied with AD 81-
18-04, 81-18-04 R1, or 81-18-04 R2, and have incorporated oil pumps
with a hardened steel impeller and shaft. Engines that incorporate
oil pumps fitted with an aluminum impeller and shaft must comply
with paragraph (c) of this AD.
(b) For engines listed by S/N in Textron Lycoming SB No. 456F,
dated February 8, 1993, or Textron Lycoming SB No. 524, dated
September 1, 1995, that incorporate a sintered iron impeller,
accomplish the following:
(1) Replace any sintered iron oil pump impeller and shaft with a
hardened steel impeller and shaft in accordance with Textron
Lycoming SB No. 456F, dated February 8, 1993, or Textron Lycoming SB
No. 524, dated September 1, 1995, within 100 hours TIS after the
effective date of this AD, or one year after the effective date of
this AD, whichever occurs first. Total time on the sintered iron
impeller must not exceed 2,000 hours TIS since new or overhaul,
whichever occurs later
(2) No action is required if engines have complied with AD 81-
18-04, 81-18-04 R1, or 81-18-04 R2, and have incorporated oil pumps
with a hardened steel impeller and shaft. Engines that incorporate
oil pumps fitted with an aluminum impeller and shaft must comply
with paragraph (c) of this AD.
(c) For all other affected engines, replace any aluminum oil
pump impeller and shaft assembly with a hardened steel impeller and
shaft assembly in accordance with Avco Lycoming Textron SB No. 455D,
dated January 2, 1987, or Textron Lycoming SB No. 456F, dated
February 8, 1993, or Textron Lycoming SB No. 524, dated September 1,
1995, as applicable, as follows:
(1) Replace at next engine overhaul (not to exceed the hours
specified, for the particular engine model, in Textron Lycoming
Service Instruction 1009AJ, dated July 1, 1992), at next oil pump
removal, or 5 years after the effective date of this AD, whichever
occurs first.
(2) No action is required if engines have complied with AD 81-
18-04, 81-18-04 R1, or 81-18-04 R2, and have incorporated oil pumps
with a hardened steel impeller and shaft.
Note: Engines originally manufactured prior to 1970 did not
incorporate sintered iron impellers. For further information, refer
to engine maintenance/overhaul logbook records, Lycoming build
records, and the following SB's provide additional guidance: Avco
Lycoming Division SB No. 381C, dated November 7, 1975, and Avco
Lycoming Textron SB No. 385C, dated October 3, 1975, describe a
method for determining if the early design oil pump with aluminum/
steel impellers are installed. Avco Lycoming SB No. 455A, dated
August 18, 1981, and Textron Lycoming SB No. 455B, dated January 2,
1987, and Avco Lycoming SB No. 456, dated August 21, 1981,
introduced steel driving impeller, P/N 60746, and aluminum driven
impeller, P/N LW13775. Textron Lycoming SB No. 524 includes
information regarding engines which may incorporate aluminum
impellers
(d) Engines that are subject to AD 75-08-09 must have
incorporated AD 75-08-09 before this AD can be accomplished.
(e) Sintered iron and aluminum impellers approved under FAA
Parts Manufacturer Approval (PMA) are replacements for affected part
numbers of Lycoming impellers and must also be replaced in
accordance with paragraphs (a), (b), or (c), as applicable, of this
AD.
(f) 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, New York 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, New York Aircraft Certification Office.
Note: Information concerning the existence of approved
alternative method of compliance with this AD, if any, may be
obtained from the New York Aircraft Certification Office.
(g) 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.
(h) The actions required by this AD shall be done in accordance
with the following service bulletins:
------------------------------------------------------------------------
Document No. Pages Date
------------------------------------------------------------------------
Avco Lycoming Division SB No. 1-4 November 7, 1975.
381C.
Total pages: 4.
Avco Lycoming Textron SB No. 1-4 October 3, 1975.
385C.
Supplement No. 1............. 1 March 18, 1977.
Total pages: 5.
Avco Lycoming Textron SB No. 1-3 January 2, 1987.
454B.
Total pages: 3.
Avco Lycoming Textron SB No. 1-3 January 2, 1987.
455D.
Total pages: 3.
Textron Lycoming SB No. 456F. 1-3 February 8, 1993.
Total pages: 3.
Textron Lycoming SB No. 524.. 1-3 September 1, 1995.
Attachment................... 1-4
[[Page 29274]]
Total pages: 9.
Textron Lycoming SI No. 1-3 July 1, 1992.
1009AJ.
Total pages: 3.
------------------------------------------------------------------------
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 Textron Lycoming, Reciprocating
Engine Division, 652 Oliver St., Williamsport, PA 17701; telephone
(717) 327-7278, fax (717) 327-7022. 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.
(i) This amendment becomes effective on July 15, 1996.
Issued in Burlington, Massachusetts, on May 22, 1996.
Robert E. Guyotte,
Acting Manager, Engine and Propeller Directorate, Aircraft
Certification Service.
[FR Doc. 96-14223 Filed 6-7-96; 8:45 am]
BILLING CODE 4910-13-U
