[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
