38896 Federal Register / Vol. 74, No. 149 / Wednesday, August 5, 2009 / Rules and Regulations 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–0051; Directorate 

Identifier 2007–NE–37–AD; Amendment 39– 

15986; AD 2009–16–03] 

RIN 2120–AA64 

Airworthiness Directives; Teledyne 

Continental Motors (TCM) IO–520, 

TSIO–520, and IO–550 Series 

Reciprocating Engines With Superior 

Air Parts, Inc. (SAP) Cylinder 

Assemblies Installed 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

TCM IO–520, TSIO–520, and IO–550 

series reciprocating engines, with 

certain SAP investment cast cylinder 

assemblies installed. This AD requires 

initial and repetitive inspections and 

compression tests to detect cracks in 

those cylinders with more than 750 

flight hours (FH) time-in-service (TIS). 

This AD results from reports of cracks 

in the area of the exhaust valve and 

separation of cylinder heads from the 

barrels of SAP cylinder assemblies with 

certain part numbers. We are issuing 

this AD to prevent the separation of the 

cylinder head, which could result in 

immediate loss of engine power, 

possible structural damage to the 

engine, and possible fire in the engine 

compartment. 

DATES: This AD becomes effective 

September 9, 2009. The Director of the 

Federal Register approved the 

incorporation by reference of certain 

publications listed in the regulations as 

of September 9, 2009. 

ADDRESSES: You can get the service 

information identified in this AD from 

Teledyne Continental Motors, Inc., P.O. 

Box 90, Mobile, Alabama; telephone 

(251) 438–3411, or go to: http:// 

www.genuinecontinental.aero. 

The Docket Operations office is 

located at Docket Management Facility, 

U.S. Department of Transportation, 1200 

New Jersey Avenue, SE., West Building 

Ground Floor, Room W12–140, 

Washington, DC 20590–0001. 

FOR FURTHER INFORMATION CONTACT: 

Peter W. Hakala, Aerospace Engineer, 

Special Certification Office, FAA, 

Rotorcraft Directorate, 2601 Meacham 

Blvd., Fort Worth, TX 76137; e-mail: 

peter.w.hakala@faa.gov; telephone (817) 

222–5145; fax (817) 222–5785. 

SUPPLEMENTARY INFORMATION: The FAA 

proposed to amend 14 CFR part 39 with 

a proposed AD. The proposed AD 

applies to certain TCM IO–520, TSIO– 

520, and IO–550 reciprocating engines 

with SAP investment cast cylinder 

assemblies, part numbers (P/Ns) 

SA52000–A1, SA52000–A20P, 

SA52000–A21P, SA52000–A22P, 

SA52000–A23P, SA55000–A1, or 

SA55000–A20P, installed. We 

published the proposed AD in the 

Federal Register on April 11, 2008, (73 

FR 19772). That action proposed to 

require initial and repetitive inspections 

and compression tests to detect cracks 

in those cylinders with more than 750 

FH TIS. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Operations office (telephone 

(800) 647–5527) is provided in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comments received. 

Requests to Not Issue an AD Against the 

SAP Cylinders 

Four commenters suggest we not issue 

an AD against the SAP cylinders 

because the SAP cylinder assemblies 

have a lower failure rate than the OEM 

cylinder assemblies. One commenter 

suggests that SAP should issue a 

detailed service bulletin to address the 

service difficulty conditions. 

We don’t agree. We confirmed that 

nine SAP cylinder assemblies failed 

with a head separation condition, which 

could result in loss of control of the 

airplane. Superior Air Parts, Inc. 

investigated the cause for the failure of 

the cylinder assemblies. Because the 

cylinder assemblies failed with a 

separation condition from propagation 

of metal fatigue cracks, we determined 

that this failure condition is a direct 

safety hazard to the airplane. This 

proposed AD is necessary to ensure that 

these cylinder assemblies are 

periodically inspected, and removed 

from service at engine overhaul to 

prevent this unsafe condition. We did 

not change the AD. 

Absence of Data To Show Serial 

Number Distribution 

One commenter suggests we examine 

the distribution of the cracks across the 

range of serial numbers and perform a 

statistical analysis to try to identify a 

process change or a design change that 

may be a contributor to the failed SAP 

cylinder assemblies. 

We agree. We examined the 

distribution of the cracks, and collected 

and analyzed in service data of the 

cylinder assemblies. We found the 

failed cylinder assemblies were not in 

any specific serial number sequence. 

The failed serial numbers ranged from 

low to high within the serial number 

range, so the time to failure of the 

cylinder assemblies were unpredictable. 

We did not change the AD. 

Requests To Change 50-Hour 

Inspections to 100-Hour or Annual 

Inspections 

Twenty commenters suggest that 

requiring a 50-hour repetitive inspection 

for cylinder leaks is unnecessary and 

burdensome at 50-hour intervals. The 

commenters suggest that we change the 

repetitive inspection requirements to 

allow performing the inspections at the 

100-hour or annual inspections. 

We don’t agree. We selected a 50-hour 

inspection interval so we can detect 

leaks and replace the cylinder before a 

head separation occurs. By removing 

leaking cylinder heads discovered with 

the periodic 50-hour inspections, the 

probability of having an in-flight 

separation is greatly reduced. Also, the 

50-hour inspection coincides with the 

scheduled maintenance for normal 

engine oil and filter changes. The costs 

of compliance in the NPRM included 

costs for the additional cylinder 

assembly inspections. We did not 

change the AD. 

Suggestion To Replace All SAP 

Cylinders With Fewer Than 823 Hours 

Time-In-Service 

One commenter suggests that we 

require replacing all SAP cylinders with 

fewer than 823 hours TIS. The 

commenter states that because of a lack 

of engineering data to justify the 

proposed corrective action, we should 

require removing all the remaining 

cylinder assemblies now in service, at 

no later than 823 hours TIS. 

We don’t agree. The lowest TIS of a 

failed cylinder assembly is 823 hours 

TIS. Many of the cylinders have 

operated well past 823 hours TIS and 

some to the time-between-overhaul 

limit. The initial 25 hour TIS inspection 

and subsequent 50 hour inspections will 

provide satisfactory safety oversight to 


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Federal Register / Vol. 74, No. 149 / Wednesday, August 5, 2009 / Rules and Regulations 38897 

prevent future head separations without 

putting an unnecessary burden on the 

public by requiring replacing all 23,000 

of the SAP cylinders produced. We did 

not change the AD. 

Request To Increase the Fuel-Air Ratios 

on TCM Engines That Use SAP 

Cylinders 

One commenter states the corrective 

action should be an immediate FAA 

authorization to increase the full power 

fuel flows above the type certificate 

limits as necessary to return the fuel-air 

ratios to those of stock TCM engines. 

The commenter stated that the SAP 

cylinders are not direct replacements for 

TCM cylinders because of their 

increased volumetric efficiency (more 

air without more fuel). 

We don’t agree. Superior Air Parts, 

Inc. has not made any public claims of 

increased horsepower or increased 

volumetric efficiency for the cylinders. 

Testing during certification of the SAP 

cylinders did not reveal any appreciable 

power output difference, outside of 

normal variation. While it may be due 

to a slightly higher volumetric 

efficiency, as compared to the original 

equipment manufacturer’s (OEM) 

cylinders, the observed and resulting 

temperature differences were not of 

such a magnitude as to cause a safety of 

flight issue. The SAP cylinders are 

subject to the same FAA-approved 

cylinder head temperature limitation as 

the OEM cylinders. Both the SAP 

cylinders and the OEM cylinders were 

certified and approved to operate 

continuously at the maximum 

certificated temperature. We did not 

change the AD. 

Observation That a Large Number of 

SAP Cylinder Failures Occurred in 

Alaska 

Six commenters state that a large 

number of SAP cylinder assembly 

failures occurred in Alaska among 

commercial operators that had airplanes 

with high-usage rates. They state that 

the operators have high-thermal cycles 

per hour. The commenters define a 

thermal cycle as an engine start, an 

aircraft takeoff, an aircraft landing, and 

an engine shutdown. One of the 

commenters stated that shock heating is 

far more destructive than shock cooling. 

Another commenter stated that their 

facility has installed the affected 

investment cast cylinders on hundreds 

of aircraft and has operated in an 

environment that would be expected to 

be as adverse as any other identifiable 

operating environment as measured by 

three critical engineering parameters: 

(1) The average repetitive internal 

temperature experienced by the cylinder 

head, 

(2) The number of thermal cycles, and 

(3) The magnitude of the maximum 

cylinder head temperature during 

exposure to peak thermal cycles. 

That commenter goes on to state that 

they haven’t encountered any cracks in 

this population of SAP cylinders over 

the last decade. 

We accept these comments as possible 

metallurgical explanations for fatigue 

cracks starting and growing, however; 

other engine operating conditions could 

contribute to metal fatigue failures. We 

did not change the AD. 

Type of Cylinder Head Casting 

Questioned 

One commenter asks if the cylinder 

head casting is a sand casting or an 

investment casting. The commenter 

states that the AD should specify the 

type of casting. The commenter also 

asks that the proposed AD should state 

that most failures were due to a high 

number of thermal cycles for the total 

number of engine operating hours. The 

commenter states that a thermal cycle 

should be defined as ‘‘an engine start 

up, airplane takeoff, airplane landing, 

and an engine shutdown’’ and not as a 

‘‘high ratio of take offs and landings per 

flight hour.’’ 

We partially agree. The proposed AD 

does state that the cylinder assemblies 

have an investment cast aluminum 

head. After additional research, we 

agree that a high number of thermal 

cycles, for example engine start up, 

airplane takeoff, airplane landing, and 

engine shutdown can increase the 

thermal fatigue of the cylinder 

assemblies. However, the number of 

engine starts and thermal cycles are not 

recorded and cannot be correlated. We 

changed the AD for clarity to refer to the 

cylinder heads as ‘‘investment cast,’’ 

and provided a process in paragraph (f) 

for determining the cylinder P/N if it is 

not in the engine records. 

Conclusion 

We have carefully reviewed the 

available data, including the comments 

received, and determined that air safety 

and the public interest require adopting 

the AD with the changes described 

previously. We have determined that 

these changes will neither increase the 

economic burden on any operator nor 

increase the scope of the AD. 

Costs of Compliance 

We estimate that this AD will affect 

8,000 engines installed on airplanes of 

U.S. registry. We also estimate that it 

will take about 5 work-hours per 

cylinder to perform the actions, and that 

the average labor rate is $80 per workhour. Required parts will cost about 

$1,150 per cylinder. Based on these 

figures, we estimate the total cost of this 

AD to U.S. operators to be $12,400,000. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this AD will 

not have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect 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. 

For the reasons discussed above, I 

certify that this AD: 

(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. 

We prepared a summary of the costs 

to comply with this AD and placed it in 

the AD Docket. You may get a copy of 

this summary at the address listed 

under ADDRESSES. 

List of Subjects in 14 CFR part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 


srobinson on DSKHWCL6B1PROD with RULES
38898 Federal Register / Vol. 74, No. 149 / Wednesday, August 5, 2009 / Rules and Regulations 

the Federal Aviation Administration 

amends 14 CFR part 39 as follows: 

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. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive: 

2009–16–03 Superior Air Parts, Inc. (SAP): 

Amendment 39–15986. Docket No. 

FAA–2007–0051; Directorate Identifier 

2007–NE–37–AD. 

Effective Date 

(a) This airworthiness directive (AD) 

becomes effective September 9, 2009. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Teledyne 

Continental Motors (TCM) IO–520, TSIO– 

520, and IO–550 series reciprocating engines 

with SAP investment cast cylinder 

assemblies, part numbers (P/Ns) SA52000– 

A1, SA52000–A20P, SA52000–A21P, 

SA52000–A22P, SA52000–A23P, SA55000– 

A1, or SA55000–A20P, installed. These 

engines are installed on, but not limited to, 

the airplanes listed in Table 1 of this AD. 

TABLE 1—TELEDYNE CONTINENTAL MOTORS-RELATED AIRCRAFT MODELS

Engine model Aircraft manufacturer Aircraft model designation 

IO–520–A ......................................................................... Cessna ............................................................................. 210 D, E, F, G, & H. 

IO–520–A ......................................................................... Cessna ............................................................................. 206. 

IO–520–A ......................................................................... Cessna ............................................................................. P206. 

IO–520–A ......................................................................... Rockwell ........................................................................... 200 D. 

IO–520–B ......................................................................... Beechcraft ........................................................................ 36 Bonanza. 

IO–520–B ......................................................................... Beechcraft ........................................................................ A36. 

IO–520–B ......................................................................... Navion .............................................................................. Range Master. 

IO–520–BA ....................................................................... Beechcraft ........................................................................ A36. 

IO–520–BA ....................................................................... Beechcraft ........................................................................ S & V35, V35A, V35B. 

IO–520–BA ....................................................................... Beechcraft ........................................................................ C33 A. 

IO–520–BA ....................................................................... Beechcraft ........................................................................ E33 A & C. 

IO–520–BA ....................................................................... Beechcraft ........................................................................ F33 A & C. 

IO–520–BA ....................................................................... Navion .............................................................................. Range Master. 

IO–520–BB ....................................................................... Beechcraft ........................................................................ A36. 

IO–520–BB ....................................................................... Beechcraft ........................................................................ V35B. 

IO–520–BB ....................................................................... Beechcraft ........................................................................ F33 A. 

IO–520–C & CB ............................................................... Beechcraft ........................................................................ C55–E55 Baron. 

IO–520–D ......................................................................... Bellanca ........................................................................... 17–30 Viking. 

IO–520–D ......................................................................... Cessna ............................................................................. A188–300 AG Truck. 

IO–520–D ......................................................................... Cessna ............................................................................. 185. 

IO–520–E ......................................................................... (Cessna 310) ................................................................... Exec 600. 

IO–520–E ......................................................................... (Beech Baron) .................................................................. Pres 600. 

IO–520–F .......................................................................... Cessna ............................................................................. 207. 

IO–520–F .......................................................................... Cessna ............................................................................. U206. 

IO–520–K ......................................................................... Bellanca ........................................................................... 17–30A. 

IO–520–L .......................................................................... Cessna ............................................................................. 210 K, L, M, N & R. 

IO–520–L .......................................................................... Cessna ............................................................................. 210N II. 

IO–520–L .......................................................................... Cessna ............................................................................. 210R. 

IO–520–M ......................................................................... Cessna ............................................................................. 310R. 

IO–520–MB ...................................................................... Cessna ............................................................................. 310R. 

IO–550–A ......................................................................... Cessna ............................................................................. 310 Conversion. 

IO–550–B ......................................................................... Beechcraft ........................................................................ A36. 

IO–550–B ......................................................................... (Beech Bonanza) ............................................................. Foxstar. 

IO–550–C ......................................................................... Beechcraft ........................................................................ 58 Baron. 

IO–550–D ......................................................................... Cessna ............................................................................. 185/188 Conversion. 

IO–550–E ......................................................................... Cessna ............................................................................. 310 Conversion. 

IO–550–F .......................................................................... Cessna ............................................................................. 206/207 Conversion. 

IO–550–L .......................................................................... Cessna ............................................................................. 210 Conversion. 

Unsafe Condition 

(d) This AD results from reports of cracks 

in the area of the exhaust valve and 

separation of cylinder heads from the barrels 

of SAP cylinder assemblies with certain part 

numbers. We are issuing this AD to prevent 

the separation of the cylinder head, which 

could result in immediate loss of engine 

power, possible structural damage to the 

engine, and possible fire in the engine 

compartment. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified unless the 

actions have already been done. 

Inspecting SAP Cylinder Assemblies 

(f) If the engine records don’t contain the 

P/N of the cylinder heads, do the following: 

(1) Remove the valve cover from the 

cylinder assembly. 

(2) Look at the cylinder head for the P/N 

SAC 52001 I or SAC 55001 I and the word 

‘‘AMCAST.’’ 

(g) For TCM IO–520, TSIO–520, and IO– 

550 series reciprocating engines with SAP 

investment cast cylinder assemblies, P/Ns 

SA52000–A1, SA52000–A20P, SA52000– 

A21P, SA52000–A22P, SA52000–A23P, 

SA55000–A1, or SA55000–A20P, installed, 

with over 750 flight hours (FH) time-inservice (TIS), do the following within 25 FH 

TIS after the effective date of this AD: 

(1) Inspect each cylinder head around the 

exhaust valve side for visual cracks or any 

signs of black combustion leakage. 

(2) Replace any cracked or leaking 

cylinders before further flight. 

(3) Perform a standard cylinder 

compression test. Guidance on standard 

cylinder compression tests can be found in 

Teledyne Continental Aircraft Engine Service 

Bulletin SB03–3, Differential Pressure Test 

and Borescope Inspection Procedures for 

Cylinders, dated March 28, 2003. 


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Federal Register / Vol. 74, No. 149 / Wednesday, August 5, 2009 / Rules and Regulations 38899 

(i) If the cylinder pressure gauge reads 

below 60 pounds per-square inch, determine 

if the unacceptable pressure is due to a 

cracked cylinder. 

(ii) To check the cylinder, apply a 2 

percent soapy water solution to the side of 

the leaking cylinder. 

(iii) If you see air bubbles, indicating air 

leakage, on the side of the cylinder head, or 

near the head-to-cylinder interface, replace 

the cylinder assembly before further flight. 

(h) Thereafter, repeat the cylinder visual 

inspections and compression tests within 50 

FH time-since-last inspection (TSLI) until the 

cylinders reach their time-between-overhaul 

(TBO) limits specified in Teledyne 

Continental Aircraft Engine Service 

Information Letter SIL98–9A, Revision A, 

dated March 28, 2003. 

Replacing SAP Cylinder Assemblies 

(i) For TCM IO–520, TSIO–520, and IO– 

550 series reciprocating engines with SAP 

investment cast cylinder assemblies, P/Ns 

SA52000–A1, SA52000–A20P, SA52000– 

A21P, SA52000–A22P, SA52000–A23P, 

SA55000–A1, or SA55000–A20P, replace the 

SAP cylinder head assembly at the first TBO 

after the effective date of this AD. Engines 

that were already overhauled may continue 

in service until the first TBO after the 

effective date of this AD. 

Prohibition Against Installing Certain P/N 

SAP Cylinder Assemblies 

(j) After the effective date of this AD, do 

not install any SAP investment cast cylinder 

assembly, P/Ns SA52000–A1, SA52000– 

A20P, SA52000–A21P, SA52000–A22P, 

SA52000–A23P, SA55000–A1, or SA55000– 

A20P, in any engine. 

Alternative Methods of Compliance 

(k) The Manager, Special Certification 

Office, has the authority to approve 

alternative methods of compliance for this 

AD if requested using the procedures found 

in 14 CFR 39.19. 

Special Flight Permits 

(l) Under 14 CFR part 39.23, we will not 

approve special flight permits for this AD for 

engines that have failed the visual inspection 

or the 50 hour periodic cylinder assembly 

compression test required by this AD. 

Related Information 

(m) Teledyne Continental Service Bulletin 

No. SB03–3 ‘‘Differential Pressure Test and 

Borescope Inspection Procedures for 

Cylinders’’, dated March 28, 2003. 

(n) Contact Peter W. Hakala, Aerospace 

Engineer, Special Certification Office, FAA, 

Rotorcraft Directorate, 2601 Meacham Blvd., 

Fort Worth, TX 76137; e-mail: 

peter.w.hakala@faa.gov; telephone (817) 

222–5145; fax (817) 222–5785, for more 

information about this AD. 

Material Incorporated by Reference 

(o) You must use Teledyne Continental 

Aircraft Engine Service Information Letter 

SIL98–9A, Revision A, dated March 28, 2003 

to determine the times-between-overhaul 

required by this AD. The Director of the 

Federal Register approved the incorporation 

by reference of this service information in 

accordance with 5 U.S.C. 552(a) and 1 CFR 

part 51. Contact Teledyne Continental 

Motors, Inc., P.O. Box 90, Mobile, Alabama; 

telephone (251) 438–3411, or go to: http:// 

www.genuinecontinental.aero, for a copy of 

this service information. You may review 

copies at the FAA, New England Region, 12 

New England Executive Park, Burlington, 

MA; or at the National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http:// 

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Burlington, Massachusetts, on 

July 23, 2009. 

Peter A. White, 

Assistant Manager, Engine and Propeller 

Directorate, Aircraft Certification Service. 

[FR Doc. E9–18220 Filed 8–4–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0168; Directorate 

Identifier 2007–SW–33–AD; Amendment 39– 

15977; AD 2009–15–14] 

RIN 2120–AA64 

Airworthiness Directives; Agusta 

S.p.A. Model AB139 and AW139 

Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

specified Agusta S.p.A. (Agusta) Model 

AB139 and AW139 helicopters. This AD 

results from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The aviation authority of Italy, 

with which we have a bilateral 

agreement, states in the MCAI that 

during the installation of a fire 

extinguisher bottle on a new helicopter, 

it was found that the electrical 

receptacle/connectors on the bottle 

which commands the firing of the 

extinguishing agent were swapped 

between engines No. 1 and No. 2. This 

condition could affect helicopters 

already in service and fire extinguisher 

bottles of the same part number in stock 

as spare parts. If not corrected, an 

improperly wired fire extinguishing 

bottle might cause the extinguishing 

agent to be discharged toward the 

unselected engine when the system is 

activated, rather than toward the engine 

with the fire. This AD requires 

determining if each engine has the 

proper outlet end on the electrical 

receptacle/connector that attaches the 

firing cartridge to the fire extinguisher 

bottle, and if not, replacing the fire 

extinguisher bottle. This AD is intended 

to prevent the fire extinguishing agent 

from not discharging toward the engine 

with the fire, which could result in loss 

of the helicopter due to an engine fire. 

DATES: This AD becomes effective on 

September 9, 2009. 

The incorporation by reference of 

certain publications is approved by the 

Director of the Federal Register as of 

September 9, 2009. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

regulations.gov or in person at the 

Docket Operations office, U.S. 

Department of Transportation, M–30, 

West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC between 9 a.m. and 5 

p.m. Monday through Friday, except 

Federal holidays. 

You may get the service information 

identified in this AD from Agusta, Via 

Giovanni Agusta, 520 21017 Cascina 

Costa di Samarate (VA), Italy, telephone 

39 0331–229111, fax 39 0331–229605/ 

222595, or at http:// 

customersupport.agusta.com/ 

technical_advice.php. 

Examining The AD Docket: The AD 

docket contains the Notice of proposed 

rulemaking (NPRM), the economic 

evaluation, any comments received, and 

other information. The street address 

and operating hours for the Docket 

Operations office (telephone (800) 647– 

5527) are in the ADDRESSES section of 

this AD. Comments will be available in 

the AD docket shortly after they are 

received. 

FOR FURTHER INFORMATION CONTACT: John 

Strasburger, Aviation Safety Engineer 

FAA, Rotorcraft Directorate, Regulations 

and Policy Group, 2601 Meacham Blvd., 

Fort Worth, Texas 76137; telephone 

(817) 222–5167; fax (817) 222–5961. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued an NPRM to amend 14 CFR 

part 39 to include an AD that would 

apply to Agusta Model AB139 and 

AW139 helicopters on February 19, 

2009. That NPRM was published in the 

Federal Register on March 9, 2009 (74 

FR 9971). That NPRM proposed to 

require determining if each engine has 

the proper outlet end on the electrical 

receptacle/connector that attaches the 

firing cartridge to the fire extinguisher 

bottle, and if not, replacing the fire 

extinguisher bottle. The proposed AD 


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