95-19230. Airworthiness Directives; AlliedSignal, Inc. TPE331 Series Turboprop and TSE331 Series Turboshaft Engines  

  • [Federal Register Volume 60, Number 150 (Friday, August 4, 1995)]
    [Rules and Regulations]
    [Pages 39842-39846]
    From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
    [FR Doc No: 95-19230]
    
    
    
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    DEPARTMENT OF TRANSPORTATION
    
    Federal Aviation Administration
    
    14 CFR Part 39
    
    [Docket No. 94-ANE-10; Amendment 39-9328; AD 95-16-08]
    
    
    Airworthiness Directives; AlliedSignal, Inc. TPE331 Series 
    Turboprop and TSE331 Series Turboshaft Engines
    
    AGENCY: Federal Aviation Administration, DOT.
    
    ACTION: Final rule.
    
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    SUMMARY: This amendment adopts a new airworthiness directive (AD), 
    applicable to AlliedSignal, Inc. (formerly Allied-Signal, Inc., Garrett 
    Engine Division, Garrett Turbine Engine Company, and AiResearch 
    Manufacturing Co. of Arizona) TPE331 series turboprop and TSE331 series 
    turboshaft engines, that requires a record check of engine records to 
    determine if any repair, assembly, modification, or installation work 
    was performed by Fliteline Maintenance, formerly located in Wharton, 
    Texas, or Mr. Eugene E. Shanks, or Mr. Carl Ramirez (collectively 
    referred to as ``Fliteline''). In addition, for engines determined to 
    have repair, assembly, modification, or installation work 
    
    [[Page 39843]]
    performed by Fliteline, this action requires verification of all life 
    limited components, inspection of affected components, and verification 
    of compliance with all applicable AD's. This amendment is prompted by 
    the results of a Federal Aviation Administration (FAA) investigation 
    involving engines repaired, assembled, modified, or installed by 
    Fliteline. The actions specified by this AD are intended to prevent 
    uncontained failure of turbine rotors, fire, or loss of aircraft 
    control.
    
    Effective DATE; September 5, 1995.
    
    FOR FURTHER INFORMATION CONTACT: Joseph Costa, Aerospace Engineer, Los 
    Angeles Aircraft Certification Office, FAA, Transport Airplane 
    Directorate, 3960 Paramount Blvd., Lakewood, CA 90712; telephone (310) 
    627-5246, fax (310) 627-5210.
    
    SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal 
    Aviation Regulations (14 CFR part 39) to include an airworthiness 
    directive (AD) that is applicable to AlliedSignal, Inc. (formerly 
    Allied-Signal, Inc., Garrett Engine Division, Garrett Turbine Engine 
    Company, and AiResearch Manufacturing Co. of Arizona) TPE331 series 
    turboprop and TSE331 series turboshaft engines was published in the 
    Federal Register on August 5, 1994 (59 FR 39983). That action proposed 
    to require a record check of engine records to determine if any repair, 
    assembly, modification, or installation work was performed by Fliteline 
    Maintenance, formerly located in Wharton, Texas, or Mr. Eugene E. 
    Shanks, or Mr. Carl Ramirez (collectively referred to as 
    ``Fliteline''). In addition, for engines determined to have repair, 
    assembly, modification, or installation work performed by Fliteline, 
    this action requires verification of all life limited components, 
    inspection of affected components, and verification of compliance with 
    all applicable AD's.
        The Federal Aviation Administration (FAA) received a report of an 
    aircraft accident involving an Ayres S2R-600 aircraft, with a modified 
    AlliedSignal, Inc. (formerly Allied-Signal, Inc., Garrett Engine 
    Division, Garrett Turbine Engine Company, and AiResearch Manufacturing 
    Co. of Arizona) Model TPE331-1-151A turboprop engine installed. The FAA 
    has determined that the engine installed on the accident aircraft was a 
    configuration not approved for that aircraft and was improperly 
    modified. The unapproved configuration and improper modification on 
    that engine were performed by Mr. Eugene E. Shanks, the owner of 
    Fliteline Maintenance, a domestic repair station, formerly located in 
    Wharton, Texas. Since this accident, the FAA conducted further 
    investigation of other AlliedSignal, Inc. TPE331 series engines 
    repaired or maintained by Mr. Eugene E. Shanks under the name of 
    Fliteline Maintenance. On these engines, the FAA found that the 
    requirements of some applicable AD's had not been performed when the 
    engine records indicated that the work had been performed, the records 
    for life limited turbine components indicated more useful life than the 
    components actually had remaining, parts were installed that are not 
    approved for aircraft use, and modifications that had been performed 
    without approved data. In addition, the FAA has determined that the 
    records maintained by Fliteline Maintenance on the engines it repaired, 
    assembled, or modified do not identify all of the suspect engine models 
    and serial numbers. These conditions, if not corrected, could result in 
    uncontained failure of turbine rotors, fire, or loss of aircraft 
    control.
        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 concurs with the rule as proposed.
        Two commenters describe their service history of safe operation 
    with aircraft and engines maintained by Fliteline. Therefore the 
    commenters conclude that no AD is necessary. The FAA does not concur. 
    The FAA's investigation has revealed a substantial number of component 
    and AD discrepancies on many engines maintained by Fliteline. These 
    discrepancies constitute an unsafe condition that exists or is likely 
    to develop on engines of the same type design. This AD corrects that 
    unsafe condition.
        One commenter states that an AD is not necessary because every 
    operator that has maintenance performed by Fliteline should know 
    exactly the configuration and condition of their engine because that 
    operator pays the bills. The commenter believes that an Advisory 
    Circular (AC) might be in order, not an AD. The FAA does not concur. An 
    AC provides guidance and information for complying with a related 
    Federal Aviation Regulation(s). This AD identifies those products in 
    which the FAA has found an unsafe condition and prescribes the actions 
    each operator must take to correct that unsafe condition.
        Three commenters state that the FAA should attempt to identify the 
    engines and life limited components by engine serial number rather than 
    including every TPE331 engine in the applicability. The commenters 
    state that AD applicability is too broad and unnecessary. The FAA does 
    not concur. The FAA has determined that Fliteline performed maintenance 
    on a wide range of engine models and life limited turbine components. 
    In addition, Fliteline did not produce a reliable and comprehensive 
    list of suspect engines and models. Therefore, the applicability of the 
    AD encompasses a number of engine models and requires a records search 
    to determine which life limited components are affected by the AD.
        One commenter states that Mr. Ramirez's name should be removed from 
    the AD because he identified a list of TPE331 series engine on which he 
    performed maintenance, including serial numbers: P-06045, P-06460C, P-
    20050, P-20288, P-20411, P-34004, P-34010, P-34013, P-34015, P-40222, 
    P-40227, P-61041, P-90252C, P-91094C, P-92129, P-92159, and P-92190. 
    The FAA does not concur. The FAA was unable to verify that the list 
    provided by Mr. Ramirez represented a complete list of all the engines 
    maintained by him. Therefore the FAA could not justify removing his 
    name from the AD.
        One commenter states that 50% of the engines maintained by 
    Fliteline were single engine restricted category aircraft that were 
    certified under the predecessors to the Federal Aviation Regulations 
    and implied that these engines should not be affected by the AD. The 
    FAA does not concur. Airworthiness Directives issued under part 39 of 
    the Federal Aviation Regulations apply to all identified products when 
    an unsafe condition exists and when that condition is likely to exist 
    and develop in other products of the same type design, regardless of 
    the certification basis.
        Two commenters state that the compliance time in paragraph (a) in 
    the NPRM is unreasonably short for airlines with many suspect engines 
    or with high utilization. The FAA concurs in part. The FAA's 
    investigation has shown that it is very unlikely that a single owner 
    would operate a fleet of engines maintained by Fliteline. However, the 
    overall scope of the records review has increased. The records review 
    now encompasses aircraft maintenance records and purchase receipts 
    along with engine maintenance records. In addition, the FAA has 
    determined that the 20 hour compliance time to complete paragraph (a) 
    is not essential to maintain safety and therefore is not necessary. The 
    AD has, therefore, been changed to require accomplishing paragraphs (a) 
    and (b) within 400 cycles 
    
    [[Page 39844]]
    in service after the effective date of this AD.
        One commenter indicates that records of maintenance performed by 
    Fliteline are no longer available due to Original Equipment 
    Manufacturer (OEM) log book or life limited part log format changes or 
    due to one-year maintenance records retention requirements. The 
    commenter states that the records review requirements of paragraph (a) 
    should be limited only to the last 12 months. The FAA does not concur. 
    Life limited part logs must be kept for the life of the part regardless 
    of the life limited part log format. In addition, other records may be 
    required to be kept for a period longer than 12 months; therefore, the 
    FAA has determined not to limit the record search to 12 months.
        One commenter mentions that ``other pertinent data'' stated in 
    paragraph (a) of the NPRM needs a better definition. The FAA concurs 
    and has clarified this statement in this final rule by specifying the 
    review of engine life limited part logs, engine repair and maintenance 
    records, maintenance and purchase receipts, and aircraft records.
        One commenter asks whether a list of persons or facilities, which 
    performed maintenance on their engines, may be used for the records 
    review requirement in paragraph (a) of the NPRM. The FAA does not 
    concur that a list of persons or facilities constitutes a review of 
    engine records as specified in paragraph (a) of this final rule. 
    However, such a list, with additional assurances, may be adequate. 
    Operators may apply for an alternative method of compliance using the 
    procedures in paragraph (c) of this final rule.
        One commenter states that the words, ``any repair, assembly, 
    modification, or installation,'' as stated in paragraph (a) of the 
    NPRM, are over inclusive, because not all of Fliteline's maintenance 
    actions are related to the corrective actions required by this AD. The 
    FAA concurs in part. The FAA has deleted the word ``installation'' from 
    paragraph (a) of this final rule because installation includes engine 
    installation about which the FAA is not concerned. The FAA has 
    determined, however, to keep the words ``any engine repair, assembly, 
    and modification,'' because the discrepancies noted in engines repaired 
    by Fliteline are related to these actions.
        One commenter states that life limited part logs of spare turbine 
    wheels possibly received from Fliteline should be reviewed. The FAA 
    agrees that operators must validate all Fliteline life limited part log 
    entries for all life limited turbine components. This final rule has 
    been revised to also include life limited turbine components received 
    from Fliteline.
        One commenter questions the use of engine manufacturer and repair 
    station data to verify the life limited part logs. The commenter 
    suggests that the FAA lacks the authority to require operators to 
    verify the life limited part logs with data from the engine 
    manufacturer or repair stations when those parties are not required to 
    keep that data. The FAA does not concur. The data needed to accomplish 
    the requirements of paragraph (b)(1)(ii) of the AD may be available 
    from manufacturers or repair stations. However, paragraph (b)(1)(iii) 
    provides that if the data is not available the component must be 
    removed from service. The FAA has the authority to require operators to 
    take actions necessary to correct the unsafe condition identified in 
    this AD.
        One commenter requests that the AD clarify the method for 
    validating life limited part log entries. This commenter also questions 
    whether documentation was required for compliance. The commenter 
    suggests that paragraph (b)(1)(ii) requires a validation entry on each 
    life limited part log to reflect compliance with this AD. The FAA 
    concurs in part. Each registered owner or operator need only make a 
    single entry in the maintenance records indicating compliance with this 
    AD per Federal Aviation Regulation part 91.417 (a)(2)(v). However, the 
    FAA recommends that documentation validating all Fliteline life limited 
    part log entries be kept in the engine records or attached to the life 
    limited part log.
        Several commenters state that paragraph (b) does not have any 
    provisions for relief if another engine entry (i.e., beyond nut 
    removal) was accomplished by a different maintenance organization after 
    maintenance performed by Fliteline. A commenter suggests the AD provide 
    a credit, which will reduce unnecessary AD effort, which clearly 
    addresses the possibility of an earlier entry and validation by an FAA 
    approved maintenance facility or person after maintenance by Fliteline. 
    The FAA concurs. Paragraph (b)(1)(i) of this final rule has been 
    revised to allow credit for engine inspections and overhauls 
    accomplished subsequent to maintenance performed by Fliteline. 
    Paragraph (b)(2) of this final rule has also been revised to allow 
    credit for complete engine overhaul accomplished by the engine 
    manufacturer, FAA certified repair station, or FAA certified mechanic, 
    other than Fliteline.
        One commenter recommends that the phrase ``disassembled beyond 
    shaft nut removal'' referenced in paragraph (b)(1) in the NPRM should 
    be clarified to state ``disassembled beyond aft turbine mainshaft nut 
    removal.'' The FAA concurs and has revised this final rule accordingly.
        One commenter states that the FAA offers no comment on the cost of 
    doing the initial record check on each engine referenced by the NPRM's 
    applicability. The commenter recommends that the FAA address the time 
    expended and cost of reviewing records. The FAA concurs and has revised 
    the estimated number of engines, labor and cost involved in the initial 
    record search in accordance with paragraph (a) in this AD.
        One commenter questions the FAA's economic analysis stating that it 
    does not include the cost of expendable parts. The FAA concurs. The FAA 
    has re-evaluated the costs to correct improper maintenance as required 
    by paragraph (b) in the compliance section of this AD and has revised 
    the economic analysis section accordingly.
        One commenter suggests that the FAA include the business address 
    for Fliteline Maintenance in the AD. The FAA concurs in part. Fliteline 
    Maintenance is no longer doing business as a certified repair station 
    at its former location. The FAA has, however, decided to include the 
    former location of Fliteline in the AD in order to avoid confusion with 
    any other repair facility in the country using that name. The AD has 
    been revised accordingly.
        Several commenters take issue with the NPRM's discussion section. 
    Since those comments did not directly suggest that the FAA needed to 
    make changes to the rule as proposed, the FAA does not address them. To 
    the extent those comments could be read to suggest a change to the 
    rule, the FAA has addressed those comments in the preceding paragraphs.
        The FAA has changed the compliance time in paragraph (b) of this 
    final rule from 100 hours time in service to 400 cycles in service 
    after the effective date of this AD. This change is based on data 
    received from the engine manufacturer concerning replacement parts 
    availability and a determination that a compliance interval based on 
    engine cycles is more appropriate for the affected components.
        In addition, the FAA has clarified the aircraft applicability in 
    this final rule by adding the words ``models'' and ``series.'' Also, 
    since publication of the NPRM, the Los Angeles Aircraft Certification 
    Office has moved and the contact information has been revised 
    accordingly.
        After careful review of the available data, including the comments 
    noted 
    
    [[Page 39845]]
    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 estimates that 7,000 engines installed on aircraft of U.S. 
    registry will be affected by the initial records search described in 
    paragraph (a) of the compliance section. The FAA has estimated that the 
    initial records search will take approximately two hours per engine and 
    that the average labor rate is $60. per work hour. Furthermore, the FAA 
    estimates that 350 engines installed on aircraft of U.S. registry will 
    be affected by paragraph (b) of this AD, that it will take 
    approximately 120 work hours per engine to accomplish the actions 
    required by paragraph (b), and that the average labor rate is $60 per 
    work hour. It will also take an estimated three work hours per engine 
    to accomplish an additional records review, and the FAA estimates that 
    parts will cost approximately $16,000 per engine. Based on these 
    figures, the FAA estimates that total cost impact of the AD on U.S. 
    operators is estimated to be $9,023,000.
        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), 40101, 40113, 44701.
    
    
    Sec. 39.13  [Amended]
    
        2. Section 39.13 is amended by adding the following new 
    airworthiness directive:
    
    95-16-08  AlliedSignal, Inc.: Amendment 39-9328. Docket 94-ANE-10.
    
        Applicability: AlliedSignal, Inc. (formerly Allied-Signal, Inc., 
    Garrett Engine Division, Garrett Turbine Engine Company, and 
    AiResearch Manufacturing Co. of Arizona), TPE331-25, -43, -1, -2, -
    3, -5, -6, -8, -10, -11, and -12 series, and -55B and -61A Model 
    turboprop engines; and TSE331-3U Model turboshaft engines. These 
    engines are installed on but not limited to Mitsubishi MU-2B series 
    (MU-2 series); Construcciones Aeronauticas, S.A. (CASA) C-212 
    series; Jetstream 3101 and 3201 series; Fairchild SA226 and SA227 
    series; Prop-Jets, Inc. Model 400; Cessna Model 441; Twin Commander 
    Aircraft Corp. 680, 690, and 695 series, and Model 681; Rockwell 
    Commander or Ayres Corp. S-2R series; Short Brothers and Harland, 
    Ltd. SC7; Dornier 228 Series; Beech Aircraft Corp. 18 and 45 series 
    and Models JRB-6, 3N, 3NM, 3TM, and B100; Pilatus PC-6 series; 
    DeHavilland DH 104 Dove series; Grumman Model TS-2A; Grumman 
    American Model G-164C; and Schweitzer Aircraft Corp. Model G-164 
    series aircraft.
    
        Note: 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 (c) 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 uncontained failure of turbine rotors, fire, or loss 
    of aircraft control, accomplish the following:
        (a) Within 400 cycles in service (CIS) after the effective date 
    of this AD, review engine life limited part logs, engine repair and 
    maintenance records, maintenance purchase receipts, and aircraft 
    maintenance records (collectively referred to as ``records'') to 
    identify any engine repair, assembly, or modification that was 
    performed by, or any life limited turbine components received from 
    Fliteline Maintenance, located in Wharton, Texas, domestic repair 
    station certificate number GR2R856K; or Mr. Eugene E. Shanks, 
    mechanic certificate number 1914482; or Mr. Carl Ramirez, mechanic 
    certificate number 466432551 (collectively referred to as 
    ``Fliteline'').
        (b) Within 400 CIS after the effective date of this AD, for 
    engines or components identified in accordance with paragraph (a) of 
    this AD, accomplish the following:
        (1) If records or other pertinent information indicate that the 
    engine was disassembled beyond aft turbine mainshaft nut removal 
    from the tie bolt by Fliteline, verify life limited turbine 
    components and take appropriate action by the following methods:
        (i) Remove, disassemble the engine, compare, and match each 
    component's part number (P/N) and serial number (S/N) against that 
    engine's issued life limited part logs. Engine hot section 
    inspection or overhaul normally requires comparing and matching of 
    turbine components with the life limited part logs. An engine hot 
    section inspection or overhaul, subsequent to maintenance by 
    Fliteline, and performed by the engine manufacturer, an FAA 
    certified repair station, or an FAA certified mechanic, other than 
    Fliteline, constitutes compliance with paragraph (b)(1)(i) of this 
    AD.
        (ii) Validate all Fliteline life limited part log entries by 
    utilizing the component's hourly and cyclic life immediately before 
    the Fliteline entry, as determined by records of the engine 
    manufacturer or FAA certified repair stations other than Fliteline. 
    A life limited part log entry is defined as a removal or 
    installation record. Photocopied life limited part logs may be used 
    provided component history can be established.
    
        Note: Engine manufacturer record and service information 
    referred to in the AD can be attained by calling AlliedSignal 
    Engines Customer Information Center, telephone (800) 338-3378 or 
    (602) 231-5287.
    
        (iii) If the P/N, S/N, hourly and cyclic lives or the life 
    limited part log of each life limited turbine component do not match 
    or can not be validated, remove the component from service prior to 
    further flight and replace with a serviceable component.
        (2) Verify that any requirements of AD's signed off by Fliteline 
    were actually accomplished by visual examination or reinspection of 
    the affected components in accordance with the applicable AD. A 
    complete engine overhaul or other maintenance necessary to 
    accomplish applicable AD requirements, subsequent to maintenance by 
    Fliteline, and performed by the engine manufacturer, an FAA 
    certified repair station, or an FAA certified mechanic, other than 
    Fliteline, constitutes compliance with paragraph (b)(2) of this AD.
        (c) 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, Los Angeles Aircraft Certification 
    Office. The request should be forwarded through an appropriate FAA 
    Principal Maintenance Inspector, who may add comments and then 
    
    [[Page 39846]]
    send it to the Manager, Los Angeles Aircraft Certification Office.
    
        Note: Information concerning the existence of approved 
    alternative methods of compliance with this airworthiness directive, 
    if any, may be obtained from the Los Angeles Aircraft Certification 
    Office.
    
        (d) 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.
        (e) This amendment becomes effective on September 5, 1995.
    
        Issued in Burlington, Massachusetts, on July 26, 1995.
    James C. Jones,
    Acting Manager, Engine and Propeller Directorate, Aircraft 
    Certification Service.
    [FR Doc. 95-19230 Filed 8-1-95; 2:30 pm]
    BILLING CODE 4910-13-U
    
    

Document Information

Published:
08/04/1995
Department:
Federal Aviation Administration
Entry Type:
Rule
Action:
Final rule.
Document Number:
95-19230
Pages:
39842-39846 (5 pages)
Docket Numbers:
Docket No. 94-ANE-10, Amendment 39-9328, AD 95-16-08
PDF File:
95-19230.pdf
CFR: (1)
14 CFR 39.13