Airworthiness Directives; Textron Lycoming Reciprocating Engines

DEPARTMENT OF TRANSPORTATION

14 CFR Part 39

[Docket No. 93-ANE-48]

Airworthiness Directives; Textron Lycoming Reciprocating Engines

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This document proposes to supersede an existing airworthiness

directive (AD), applicable to certain Textron Lycoming reciprocating

engines, that currently requires replacement of sintered iron impellers

in oil pumps. This action would continue to require replacement of

sintered iron impellers, but would also require replacement of aluminum

impellers. This proposal 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

the proposed AD are intended to prevent an oil pump failure due to

impeller failure, which could result in an engine failure.

DATES: Comments must be received by March 4, 1994.

ADDRESSES: Submit comments in triplicate to the Federal Aviation

Administration (FAA), New England Region, Office of the Assistant Chief

Counsel, Attention: Rules Docket No. 93-ANE-48, 12 New England

Executive Park, Burlington, MA 01803-5299. Comments may be inspected at

this location between 8 a.m. and 4:30 p.m., Monday through Friday,

except Federal holidays.

The service information referenced in the proposed rule may be

obtained from Textron Lycoming, Reciprocating Engine Division, 652

Oliver St., Williamsport, PA 17701. This information may be examined at

the FAA, New England Region, Office of the Assistant Chief Counsel, 12

New England Executive Park, Burlington, MA.

FOR FURTHER INFORMATION CONTACT: Nicholas Minniti, Aerospace Engineer,

New York Aircraft Certification Office, FAA, Engine and Propeller

Directorate, 181 South Franklin Ave., Room 202, Valley Stream, NY

11581; telephone (516) 791-7421, fax (516) 791-9024.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested persons are invited to participate in the making of the

proposed rule by submitting such written data, views, or arguments as

they may desire. Communications should identify the Rules Docket number

and be submitted in triplicate to the address specified above. All

communications received on or before the closing date for comments,

specified above, will be considered before taking action on the

proposed rule. The proposals contained in this notice may be changed in

light of the comments received.

Comments are specifically invited on the overall regulatory,

economic, environmental, and energy aspects of the proposed rule. All

comments submitted will be available, both before and after the closing

date for comments, in the Rules Docket for examination by interested

persons. A report summarizing each FAA-public contact concerned with

the substance of this proposal will be filed in the Rules Docket.

Commenters wishing the FAA to acknowledge receipt of their comments

submitted in response to this notice must submit a self-addressed,

stamped postcard on which the following statement is made: ``Comments

to Docket Number 93-ANE-48.'' The postcard will be date stamped and

returned to the commenter.

Availability of NPRMs

Any person may obtain a copy of this NPRM by submitting a request

to the FAA, New England Region, Office of the Assistant Chief Counsel,

Attention: Rules Docket No. 93-ANE-48, 12 New England Executive Park,

Burlington, MA 01803-5299.

Discussion:

On August 14, 1981, the Federal Aviation Administration (FAA)

issued 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. That condition, if not

corrected, could result in an oil pump failure due to impeller failure,

which could result in an engine failure.

Since the issuance of AD 81-18-04R2, the FAA has received reports

of additional oil pump failures. The FAA has determined that some

sintered iron impellers and shafts are still in service, as some

engines have not reached the replacement time specified in that AD. The

FAA has also determined that the aluminum impellers and shafts do not

have the reliability of the hardened steel impellers and shafts.

Therefore, aluminum impellers and shafts must be replaced with hardened

steel impellers and shafts after no more than 750 hours time in

service.

The FAA has reviewed and approved the technical contents of the

following service bulletins (SB): Avco Lycoming SB No. 381, Revision C,

dated November 7, 1975; Avco Lycoming SB No. 385, Revision C, dated

October 3, 1975; Avco Lycoming Textron SB No. 454, Revision B, dated

January 2, 1987; Avco Lycoming Textron SB No. 455, Revision D, dated

January 2, 1987; and Textron Lycoming SB No. 456, Revision F, dated

February 8, 1993. These SB's describe procedures for replacing sintered

iron and aluminum impellers and shafts with hardened steel impellers

and shafts.

Since an unsafe condition has been identified that is likely to

exist or develop on other products of this same type design, the

proposed AD would supersede AD 81-18-04 R2 to require replacing

sintered iron and aluminum impellers and shafts with hardened steel

impellers and shafts. Engines affected by Textron Lycoming SB No. 456,

Revision F, dated February 8, 1993, must have their sintered iron

impellers replaced with hardened steel impellers and shafts within 100

hours time in service, or no later than one year after the effective

date of this AD, whichever occurs first. This calendar end-date has

been determined based on Textron Lycoming's analysis that the sintered

iron impellers suffer from rust, and consequently a loss in strength,

after an extended period of time in service. Some of these impellers

have been in service for up to 20 years.

There are approximately 4,000 engines of the affected design in the

worldwide fleet. The FAA estimates that 2,400 engines installed on

aircraft of U.S. registry would be affected by this proposed AD, that

it would take approximately 9 work hours per engine to accomplish the

proposed actions, and that the average labor rate is $55 per work hour.

Required parts would cost approximately $740 per engine. Based on these

figures, the total cost impact of the proposed AD on U.S. operators is

estimated to be $2,964,000. This figure is based on the assumption that

none of the affected engines installed on U.S. Registry, have hardened

steel impellers installed.

The regulations proposed herein would not have substantial direct

effects on the States, on the relationship between the national

government and the States, or on the distribution of power and

responsibilities among the various levels of government. Therefore, in

accordance with Executive Order 12612, it is determined that this

proposal would not have sufficient federalism implications to warrant

the preparation of a Federalism Assessment.

For the reasons discussed above, I certify that this proposed

regulation (1) is not a ``significant regulatory action'' under

Executive Order 12866; (2) is not a ``significant rule'' under the DOT

Regulatory Policies and Procedures (44 FR 11034, February 26, 1979);

and (3) if promulgated, will not have a significant economic impact,

positive or negative, on a substantial number of small entities under

the criteria of the Regulatory Flexibility Act. A copy of the draft

regulatory evaluation prepared for this action is contained in the

Rules Docket. A copy of it may be obtained by contacting the Rules

Docket at the location provided under the caption ``ADDRESSES.''

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation safety, Safety.

The Proposed Amendment

Accordingly, pursuant to the authority delegated to me by the

Administrator, the Federal Aviation Administration proposes to amend 14

CFR part 39 of the Federal Aviation Regulations as follows:

PART 39--AIRWORTHINESS DIRECTIVES

1. The authority citation for part 39 continues to read as follows:

Authority: 49 U.S.C. App. 1354(a), 1421 and 1423; 49 U.S.C.

106(g); and 14 CFR 11.89.

Sec. 39.13 [Amended]

2. Section 39.13 is amended by removing amendment 39-4395, and by

adding a new airworthiness directive to read as follows:

Textron Lycoming: Docket No. 93-ANE-48. Supersedes AD 81-18-04 R2,

Amendment 39-4395.

Applicability: Textron Lycoming O-235, O-290-D, O-290-D2, O-320,

IO-320, AIO-320, AEIO-320, LIO-320, O-340, O-360, IO-360, AIO-360,

AEIO-360, AEIO-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

``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: 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.

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. 455, Revision D, 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. 454, Revision B, dated January 2, 1987, or Avco

Lycoming Textron SB No. 455, Revision D, dated January 2, 1987, as

applicable, 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. 456,

Revision F, dated February 8, 1993, 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. 456, Revision F, dated February 8, 1993, within 100

hours TIS after the effective date of this AD, or one year 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. 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 with a hardened steel impeller and shaft in

accordance with Avco Lycoming Textron SB No. 455, Revision D, dated

January 2, 1987, or Textron Lycoming SB No. 456, Revision F, dated

February 8, 1993, as applicable, as follows:

(1) For oil pumps that have accumulated 650 hours or more TIS on

the effective date of this AD, replace within 100 hours TIS after

the effective date of this AD.

(2) For oil pumps that accumulated less than 650 hours TIS on

the effective date of this AD, replace prior to accumulating 750

hours TIS.

(3) 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 SB No. 381, Revision C, dated November 7, 1975, and Avco

Lycoming SB No. 385, Revision C, 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. 455, Revision A,

dated August 18, 1981, and Avco Lycoming SB No. 455, Revision B,

dated January 2, 1987, and Avco Lycoming SB No. 456, dated August

21, 1981, and Avco Lycoming SB No. 456, Revision A, dated September

25, 1981, introduced steel driving impeller, P/N 60746, and aluminum

driven impeller, P/N LW13775.

(d) 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.

(e) 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 methods of compliance with this airworthiness directive,

if any, may be obtained from the New York Aircraft Certification

Office.

(f) Special flight permits may be issued in accordance with FAR

21.197 and 21.199 to operate the airplane to a location where the

requirements of this AD can be accomplished.

Issued in Burlington, Massachusetts, on December 21, 1993.

Jay J. Pardee,

Acting Manager, Engine and Propeller Directorate, Aircraft

Certification Service.

[FR Doc. 93-32026 Filed 12-30-93; 8:45 am]

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