[Federal Register Volume 64, Number 178 (Wednesday, September 15, 1999)]
[Rules and Regulations]
[Pages 49961-49964]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 99-23125]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 99-NE-28-AD; Amendment 39-11290, AD 99-19-01]
RIN 2120-AA64
Airworthiness Directives; Teledyne Continental Motors O-470, IO-
470, TSIO-470, IO-520, TSIO-520, LTSIO-520, GTSIO-520, IO-550, TSIO-
550, and TSIOL-550 Series Reciprocating Engines
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule; request for comments.
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SUMMARY: This amendment adopts a new airworthiness directive (AD) that
is applicable to Teledyne Continental Motors (TCM) O-470, IO-470, TSIO-
470, IO-520, TSIO-520, LTSIO-520, GTSIO-520, IO-550, TSIO-550, and
TSIOL-550 series reciprocating engines. This action supersedes priority
letter AD 99-09-17 that currently requires a one-time visual and
ultrasonic (UT) inspection of the No. 2 and No. 5 crankshaft cheeks for
cracks. All crankshafts found with a cracked cheek must be replaced
with a serviceable crankshaft prior to further flight. This action adds
to the applicability TCM GTSIO-520 series engines and additional
engines, identified by serial numbers (S/Ns), of currently affected
engine series; references a revised service bulletin that clarifies
snap ring installation; increases to 500 hours time-in-service (TIS)
the cutoff for engines that require a more immediate inspection; and
corrects the contact telephone number for TCM. This amendment is
prompted by inspection results from the current priority letter AD. The
actions specified by this AD are intended to prevent crankshaft failure
due to crankshaft cheek cracks, which could result in total engine
power loss, in-flight engine failure, and possible forced landing.
DATES: Effective September 30, 1999 .
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of September 30, 1999.
Comments for inclusion in the Rules Docket must be received on or
before November 15, 1999.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), New England Region, Office of the Regional
Counsel, Attention: Rules Docket No. 99-NE-28-AD, 12 New England
Executive Park, Burlington, MA 01803-5299. Comments may also be sent
via the Internet using the following address: ``adcomment@faa.gov''. Comments sent via the Internet must contain the
docket number in the subject line.
The service information referenced in this AD may be obtained from
Teledyne Continental Motors, PO Box 90, Mobile, AL 36601; telephone
toll free (888) 200-7565. This information may be examined at the FAA,
New England Region, Office of the Regional 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.
FOR FURTHER INFORMATION CONTACT: Jerry Robinette, Aerospace Engineer,
Atlanta Aircraft Certification Office, FAA, Small Airplane Directorate,
One Crown Center, 1895 Phoenix Blvd., Suite 450, Atlanta, GA 30349;
telephone (770) 703-6096, fax (770) 703-6097.
SUPPLEMENTARY INFORMATION: On April 22, 1999, the Federal Aviation
Administration (FAA) issued priority letter airworthiness directive
(AD) 99-09-17, applicable to Teledyne Continental Motors (TCM) O-470,
IO-470, TSIO-470, IO-520, TSIO-520,
[[Page 49962]]
LTSIO-520, IO-550, TSIO-550 and TSIOL-550 series new and rebuilt
reciprocating engines, manufactured between January 1, 1998, and
December 31, 1998, inclusive, listed by serial number (S/N) in TCM
Critical Service Bulletin (CSB) 99-3, dated April 19, 1999, and any
other engine from the above series that has had a crankshaft installed
that was newly manufactured or rebuilt between January 1, 1998, and
December 31, 1998, inclusive. That priority letter AD requires a one-
time visual and ultrasonic (UT) inspection of the No. 2 and No. 5
crankshaft cheeks for cracks. All crankshafts found with a cracked
cheek must be replaced with a serviceable crankshaft prior to further
flight. All inspections must be performed by TCM representatives, since
it is a new procedure that only TCM-trained personnel are currently
authorized to perform.
Background
Priority letter AD 99-09-17 was prompted by reports of crankshaft
failures. Since December 1998, the FAA obtained information regarding
seven crankshaft failures. The investigation revealed that the
crankshafts failed due to cracks through the No. 2 or No. 5 cheeks.
Analysis indicated that the crankshaft failures occurred early in the
life of a new or rebuilt crankshaft, from 80 to 175 hours time-in-
service (TIS). In addition, one crankshaft was found which had not
failed but which had a crack initiation. TCM advised the FAA that all
of the fractures were due to a discrepancy in the counterweight bushing
installation process, involving a tool that can damage the nitride
surface of the cheek sufficient to create a crack which will propagate
through the nitride layer. The tool has been repaired. Such a crack
will always result in failure of the crankshaft. All of the fractures
were grouped around certain crankshaft manufacturing dates between
January 1998 and December 1998, inclusive. Review of the manufacturing
processes, basic metallurgy, nitride characteristics, dimensional
characteristics, and supplier practices did not identify any other
contributing causes. That condition, if not corrected, could result in
crankshaft failure due to crankshaft cheek cracks, which could result
in total engine power loss, in-flight engine failure, and possible
forced landing.
Events Since the Priority Letter AD
Since the issuance of that priority letter AD, the FAA received
results from the inspections mandated by priority letter AD 99-09-17.
One crankshaft was found with a significant crack. This crankshaft had
340 hours TIS, which is outside the range of the previous known cracks.
Since this crack was found outside the hours TIS range of the previous
known cracks, the cutoff for engines that require a more immediate
inspection has been raised to 500 hours TIS. This additional TIS range
should not introduce a significant hardship as approximately 3,000 of
the original 3,200 crankshafts have already been inspected.
In addition, the FAA received a report of a TCM GTSIO-520
crankshaft failure. The crack initiated on cheek No. 2, occurring
within 45 hours TIS since the crankshaft was rebuilt. Based upon this
report, the FAA determined the need to add the TCM GTSIO-520 series
engines to the AD's applicability. The GTSIO-520 crankshaft is of a
different design, with three cheeks that have counterweights;
therefore, three cylinders, three connecting rods, and six
counterweights must be removed versus two cylinders, two connecting
rods, and four counterweights for the other engines affected. This AD
requires inspecting crankshaft cheeks No. 2, 5, and 8 on the geared
engines in accordance with TCM CSB 99-6A, dated July 21, 1999.
Also, TCM has published Mandatory Service Bulletin (MSB) 99-3C
dated July 27, 1999, that adds additional engines, identified by serial
numbers (S/Ns), of currently affected engine series and clarifies snap
ring installation.
Finally, this AD corrects the contact telephone number for TCM.
Since a situation exists that requires the immediate adoption of
this regulation, it is found that notice and opportunity for prior
public comment hereon are impracticable, and that good cause exists for
making this amendment effective in less than 30 days.
Comments Invited
Although this action is in the form of a final rule that involves
requirements affecting flight safety and, thus, was not preceded by
notice and an opportunity for public comment, comments are invited on
this rule. Interested persons are invited to comment on 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 ADDRESSES. 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 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 might
suggest a 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 notice must submit a self-addressed,
stamped postcard on which the following statement is made: ``Comments
to Docket Number 99-NE-28-AD.'' The postcard will be date stamped and
returned to the commenter.
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.
The FAA has determined that this regulation is an emergency
regulation that must be issued immediately to correct an unsafe
condition in aircraft, and is not a ``significant regulatory action''
under Executive Order 12866. It has been determined further that this
action involves an emergency regulation under DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979). If it is determined
that this emergency regulation otherwise would be significant under DOT
Regulatory Policies and Procedures, a final regulatory evaluation will
be prepared and placed in the Rules Docket. A copy of it, if filed, 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:
[[Page 49963]]
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:
99-19-01 Teledyne Continental Motors: Amendment 39-11290. Docket
No. 99-NE-28-AD. Supersedes AD 99-09-17.
Applicability: Teledyne Continental Motors (TCM) O-470, IO-470,
TSIO-470, IO-520, TSIO-520, LTSIO-520, IO-550, TSIO-550, TSIOL-550,
series new and rebuilt engines manufactured between January 1, 1998,
and December 31, 1998, listed by serial number (S/N) in TCM
Mandatory Service Bulletin (MSB) 99-3C, dated July 27, 1999. Also,
GTSIO-520 series engines, listed by S/N in TCM Critical Service
Bulletin (CSB) 99-6A dated July 21, 1999. This airworthiness
directive (AD) is also applicable to any other TCM O-470, IO-470,
TSIO-470, IO-520, TSIO-520, LTSIO-520, IO-550, TSIO-550, TSIOL-550,
and GTSIO-520 series engines that were overhauled by facilities
other than TCM, and that have had replacement crankshafts installed
that were sold individually by TCM and were manufactured or rebuilt
between January 1, 1998, and December 31, 1998.
Note 1: Engine S/Ns can be found in logbooks or other
maintenance records. For those engines that were overhauled in the
field with factory new crankshafts, crankshaft S/Ns should be shown
in work orders, log books or other maintenance records.
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 request approval for an
alternative method of compliance in accordance with paragraph (f) 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 due to crankshaft cheek cracks,
which could result in total engine power loss, in-flight engine
failure, and possible forced landing, accomplish the following:
(a) For those engines listed by S/N on pages 3 through 12 of TCM
MSB 99-3C, dated July 27, 1999, or on pages 2 and 3 of TCM CSB 99-
6A, dated July 21, 1999, with 500 hours or less time-in-service
(TIS) on the effective date of this AD, perform visual and
ultrasonic (UT) inspections of the crankshaft for cracks within 10
hours TIS after the effective date of this AD, in accordance with
sections A and B of TCM 99-3C, dated July 27, 1999, or for the
GTSIO-520 series engines, in accordance with sections A and B of TCM
CSB 99-6A dated July 21, 1999. These inspections must be performed
by TCM representatives. Disposition the crankshaft as follows:
Note 3: The engines and crankshafts that are the subject of this
AD were manufactured or rebuilt by TCM during 1998. The dates that
engines and crankshafts were delivered, however, may not coincide
with their dates of manufacture. For the engines identified in
paragraphs (a) and (b) of this AD, TCM has already determined which
engines have either a new or rebuilt suspect crankshaft installed,
and identified those engines by engine S/N. Only for those engines
identified in paragraphs (c) and (d) of this AD does crankshaft
serial number play a role in determining the need for visual and UT
inspections.
Note 4: The engine S/Ns listed in TCM MSB 99-3C and TCM CSB 99-
6A contain only the numerical portion of the S/N. Rebuilt engines
will have the letter ``R'' at the end of the six digit numerical
portion. This letter ``R'' should be disregarded and only the six
digit numerical sequence should be used for determination of
applicability. Only TCM is authorized to rebuild TCM engines and
they have not approved any other agency to perform that function.
(1) If a crack is found, replace the crankshaft with a
serviceable crankshaft of the same part number (P/N) prior to
further flight.
(2) If no crack is found, reassemble the engine and return it to
service.
(3) If inspections have been previously accomplished in
accordance with earlier revision levels of TCM MSB 99-3 (previously
CSB 99-3) or CSB 99-6, no further action is required.
(b) For those engines listed by S/N on pages 3 through 12 of MSB
99-3C, dated July 27, 1999, or on pages 2 and 3 of TCM CSB 99-6A
dated July 21, 1999, with more than 500 hours TIS on the effective
date of this AD, perform visual and UT inspections of the crankshaft
for cracks at the next maintenance event, or within 50 hours TIS
after the effective date of this AD, whichever comes first, in
accordance with sections A and B of TCM MSB 99-3C, dated July 27,
1999, or for the GTSIO-520 series engines, in accordance with
sections A and B of TCM CSB 99-6A, dated July 21, 1999. These
inspections must be performed by TCM representatives. Disposition
the crankshaft as follows:
(1) If a crack is found, replace the crankshaft with a
serviceable crankshaft of the same P/N prior to further flight.
(2) If no crack is found, reassemble the engine and return it to
service.
(3) If inspections have been previously accomplished in
accordance with earlier revision levels of TCM MSB 99-3 (previously
CSB 99-3) or CSB 99-6, no further action is required.
(c) For any other engine that was overhauled at a facility other
than TCM, and that has a crankshaft installed that was manufactured
or rebuilt between January 1, 1998, and December 31, 1998, with 500
hours or less TIS on the effective date of this AD, perform visual
and UT inspections of the crankshaft for cracks within 10 hours TIS
after the effective date of this AD, in accordance with sections A
and B of TCM MSB 99-3C, dated July 27, 1999, or for the GTSIO-520
series engines, in accordance with sections A and B of TCM CSB 99-
6A, dated July 21, 1999. These inspections must be performed by TCM
representatives. Disposition the crankshaft as follows:
(1) If a crack is found, replace the crankshaft with a
serviceable crankshaft of the same P/N prior to further flight.
(2) If no crack is found, reassemble the engine and return it to
service.
(3) If inspections have been previously accomplished in
accordance with earlier revision levels of TCM MSB 99-3 (previously
CSB 99-3) or CSB 99-6, no further action is required.
Note 5: The crankshaft manufacture date may be determined from
the crankshaft serial number, which consists of eight characters,
arranged as follows:
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Position
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1 2,3 4,5 6,7 8
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Content............................ Letter A-L represent- Day of month Year of manufacture.. Sequence number of Always ``N''
ing month of manufactured. crankshaft
manufacture. manufactured on that
day.
Example............................ C 22 98 05 N
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The example crankshaft, with a serial number of ``C229805N'',
indicates a date of manufacture of March 22, 1998.
(d) For any other engine that was overhauled at a facility other
than TCM, and that has a crankshaft installed that was manufactured
or rebuilt between January 1, 1998, and December 31, 1998, with more
than 500 hours TIS on the effective date of this AD, perform visual
and UT inspections of the crankshaft for cracks at the next
[[Page 49964]]
maintenance event, or within 50 hours TIS after the effective date
of this AD, whichever comes first, in accordance with sections A and
B of TCM MSB 99-3C, dated July 27, 1999, or for the GTSIO-520 series
engines, in accordance with sections A and B of TCM CSB 99-6A dated
July 21, 1999. These inspections must be performed by TCM
representatives. Disposition the crankshaft as follows:
(1) If a crack is found, replace the crankshaft with a
serviceable crankshaft of the same P/N prior to further flight.
(2) If no crack is found, reassemble the engine and return it to
service.
(3) If inspections have been previously accomplished in
accordance with earlier revision levels of TCM MSB 99-3 (previously
CSB 99-3) or CSB 99-6, no further action is required.
(e) After the effective date of this AD, installation of a
crankshaft that was manufactured or rebuilt between January 1, 1998,
and December 31, 1998, is prohibited, unless it has been inspected
and reidentified in accordance with section C of TCM MSB 99-3C,
dated July 27, 1999, or, for the GTSIO-520 series engines, in
accordance with section C of TCM CSB 99-6A, dated July 21, 1999.
These inspections must be performed by TCM.
(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, Atlanta Aircraft Certification
Office (ACO). Operators shall submit their requests through an
appropriate FAA Principal Maintenance Inspector, who may add
comments and then send it to the Manager, Atlanta ACO.
Note 6: Information concerning the existence of approved
alternative methods of compliance with this airworthiness directive,
if any, may be obtained from the Atlanta ACO.
(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 airplane to a location where
the inspection requirements of this AD can be accomplished.
(h) The actions required by this AD shall be accomplished in
accordance with the following TCM SBs:
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Document No. Page Date
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MSB 99-3C............................ 1-26 July 27, 1999.
Total pages: 26.
CSB 99-6A............................ 1-13 July 21, 1999.
Total pages: 13.
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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 Teledyne Continental Motors, PO
Box 90, Mobile, AL 36601; telephone toll free (888) 200-7565. Copies
may be inspected at the FAA, New England Region, Office of the
Regional 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 supersedes priority letter AD 99-09-17,
issued April 22, 1999.
(j) This amendment becomes effective on September 30, 1999.
Issued in Burlington, Massachusetts, on August 30, 1999.
David A. Downey,
Assistant Manager, Engine and Propeller Directorate, Aircraft
Certification Service.
[FR Doc. 99-23125 Filed 9-14-99; 8:45 am]
BILLING CODE 4910-13-P
