[Federal Register Volume 61, Number 112 (Monday, June 10, 1996)]
[Rules and Regulations]
[Pages 29271-29274]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-14223]



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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39
[Docket No. 93-ANE-48; Amendment 39-9586; AD 96-09-10]
RIN 2120-AA64

Airworthiness Directives; Textron Lycoming Reciprocating Engines
AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment supersedes an existing airworthiness directive 
(AD), applicable to certain Textron Lycoming reciprocating engines, 
that currently requires replacement of sintered iron impellers in oil 
pumps. This amendment continues to require replacement of sintered iron 
impellers, but also requires replacement of aluminum impellers. This 
amendment 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 this AD are intended 
to prevent an oil pump failure due to impeller failure, which could 
result in an engine failure.

DATES: Effective July 15, 1996.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of July 15, 1996.

ADDRESSES: The service information referenced in this AD may be 
obtained from any Textron Lycoming Distributor or Textron Lycoming, 
Reciprocating Engine Division, 652 Oliver St., Williamsport, PA 17701; 
telephone (717) 327-7278, fax (717) 327-7022. This information may be 
examined at the Federal Aviation Administration (FAA), New England 
Region, Office of the Assistant Chief Counsel, 12 New England Executive 
Park, Burlington, MA 01803-5299; or at the Office of the Federal 
Register, 800 North Capitol Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: Richard Fiesel, Aerospace Engineer, 
New York Aircraft Certification Office, FAA, Engine and Propeller 
Directorate, 10 Fifth Street, Valley Stream, NY 11581; telephone (516) 
256-7504, fax (516) 568-2716.

SUPPLEMENTARY INFORMATION: On August 14, 1981, the Federal Aviation 
Administration (FAA) issued airworthiness directive (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.
    A proposal to amend part 39 of the Federal Aviation Regulations (14 
CFR part 39) by superseding AD 81-18-04R2 was published in the Federal 
Register on January 3, 1994 (59 FR 35). That action proposed to require 
replacing sintered iron and aluminum impellers and shafts with hardened 
steel impellers and shafts, in accordance with Avco Lycoming Division 
Service Bulletin (SB) No. 381C, dated November 7, 1975; Avco Lycoming 
Textron SB No. 385C, dated October 3, 1975; Avco Lycoming Textron SB 
No. 454 B, dated January 2, 1987; Avco Lycoming Textron SB No. 455 D, 
dated January 2, 1987; and Textron Lycoming SB No. 456 F, dated 
February 8, 1993.
    Interested persons have been afforded an opportunity to participate 
in the making of this amendment. Due consideration has been given to 
the comments received.
    Several commenters state that it is not necessary to replace the 
aluminum impeller with a steel impeller, as they consider the aluminum 
impeller's reliability to be adequate. The FAA does not concur. The 
FAA's analysis of seven years of Service Difficulty Reports indicates 
that the aluminum impeller does not have the reliability of the 
hardened steel impeller and is only slightly more reliable that the 
sintered iron impeller. Based on that analysis the FAA has issued 
Safety Recommendation 92.052 that recommends replacement of the 
aluminum impeller within 100 hours time in service (TIS).
    Several commenters state that the aluminum impeller should be 
replaced at overhaul rather than at 750 hours TIS because of the 
difficulty of accomplishing the modification without engine disassembly 
and thereby

[[Page 29272]]

possibly introducing maintenance errors with resultant engine failure. 
The FAA concurs. The FAA has revised the compliance time for 
replacement of the aluminum impeller from within 750 hours after the 
effective date of the AD to the next overhaul. However, the FAA has 
included a calendar end-date of five years after the effective date of 
this AD. Considering the low time accumulation rate for the types of 
aircraft involved, a large percentage will reach 500-750 hours TIS 
within five years.
    Some commenters question the accuracy of 4,000 as the number of 
affected engines. The FAA concurs. The 4,000 number was carried over 
from AD 81-18-04 and represented the number of engines that 
incorporated the sintered iron impeller. The number of aluminum 
impellers, Part Number LW-13775, installed in engines is much greater. 
The FAA estimates 45,000 aluminum impellers in service. The FAA has 
therefore revised the economic analysis to account for this greater 
number.
    One commenter states that the AD omits a required modification of 
older pump housings, as referenced in SB's 1164 and 1341. The FAA does 
not concur. The earlier configuration incorporates a fixed shaft and 
cotter pin with a different aluminum impeller. That configuration is 
not affected by this AD. The FAA has clarified the applicability of 
this AD to state that only aluminum impellers, P/N LW 13775, are 
affected.
    Some commenters state that only aluminum impellers, P/N LW 13775, 
should be affected by this AD. The FAA concurs and has revised this AD 
accordingly.
    One commenter states that the AD addresses three different 
categories of engines as indicated in SB's 454, 455, and 456, and 
therefore should address each engine type separately. The FAA does not 
concur. The NPRM combined the engines that are affected by SB 454 and 
SB 455 because these engines have a similar design, are affected by the 
same unsafe condition, and have the same compliance requirements. The 
FAA has determined that combining the engine types eliminates 
redundancy and makes for easier reading. Textron Lycoming is in the 
process of issuing a new SB to replace SB's 454, 455, and 456.
    One commenter states that the AD should address only Textron 
Lycoming impellers, P/N LW 13775, because impellers manufactured by 
other companies under a FAA Parts Manufacturer Approval (PMA) have 
excellent reliability. The FAA does not concur. The FAA's analysis of 
the Service Difficulty Reports and Accident/Incident reports does not 
support distinguishing between impellers manufactured by Textron and 
impellers manufactured by other companies. The Service Difficulty 
Reports do not always list the P/N, or manufacturer, of the failed 
impeller. Some are simply referred to as ``aluminum impeller.'' Also, 
the format of the Accident/Incident Reports does not include P/N. 
Therefore, unless it can be shown by reliability data that a PMA part 
has a significantly better failure rate than does Textron P/N LW 13775, 
the FAA must include all similar aluminum impellers in the AD.
    One commenter states that all sintered iron impellers should be 
removed within 25 hours TIS. The FAA does not concur. This AD reduces 
the compliance time from 2,000 hours TIS to 100 hours TIS for engines 
affected by SB 456. The FAA has determined that a further reduction to 
25 hours TIS is not justified, and would cause an undue hardship to 
operators.
    Since publication of the NPRM, the FAA has reviewed and approved 
the technical contents of Textron Lycoming SB No. 524, dated September 
1, 1995, that combines the requirements of, and supersedes Service 
Bulletin 381, 385, 454, 455, and 456; and SI No. 1009AJ, dated July 1, 
1992, that describes established time between overhaul (TBO) for 
Textron Lycoming reciprocating engines.
    In addition, this final rule reduces the original time of 
compliance of certain engines from 2,000 hours, required by paragraph 
(c) of AD 81-18-04 to 100 hours TIS after the effective date of this 
AD.
    After careful review of the available data, including the comments 
noted 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 has determined that these changes will not increase 
the scope of the AD.
    There are approximately 45,000 oil pumps of the affected design 
installed in Textron Lycoming reciprocating engines in the worldwide 
fleet. The FAA estimates that 29,000 oil pumps installed on aircraft of 
U.S. registry will be affected by this AD, that it will take 
approximately 4.5 work hours per oil pump to accomplish the required 
actions, and that the average labor rate is $60 per work hour. Required 
parts will cost approximately $270. Based on these figures, the total 
cost impact of the AD on U.S. operators is estimated to be $15,660,000.
    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), 40113, 44701.


Sec. 39.13  [Amended]

    2. Section 39.13 is amended by removing Amendment 39-4199 (46 FR 
43134, August 27, 1981) and by adding a new airworthiness directive, 
Amendment 39-9586, to read as follows:

96-09-10  Textron Lycoming: Amendment 39-9586. Docket 93-ANE-48. 
Supersedes AD 81-18-04 R2, Amendment 39-4395.

    Applicability: Textron Lycoming O-235, O-290, O-320, IO-320, 
AIO-320, AEIO-320, LIO-320, O-340, O-360, IO-360, LIO-360, AIO-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

[[Page 29273]]

``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 1: 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.
    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 use the authority 
provided in paragraph (f) 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 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. 455D, 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. 454B, dated January 2, 1987, or Avco Lycoming Textron 
SB No. 455D, dated January 2, 1987, as applicable, or Textron 
Lycoming SB No. 524, dated September 1, 1995, 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. 456F, 
dated February 8, 1993, or Textron Lycoming SB No. 524, dated 
September 1, 1995, 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. 456F, dated February 8, 1993, or Textron Lycoming SB 
No. 524, dated September 1, 1995, within 100 hours TIS after the 
effective date of this AD, or one year after the effective date of 
this AD, whichever occurs first. Total time on the sintered iron 
impeller must not exceed 2,000 hours TIS since new or overhaul, 
whichever occurs later
    (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 assembly with a hardened steel impeller and 
shaft assembly in accordance with Avco Lycoming Textron SB No. 455D, 
dated January 2, 1987, or Textron Lycoming SB No. 456F, dated 
February 8, 1993, or Textron Lycoming SB No. 524, dated September 1, 
1995, as applicable, as follows:
    (1) Replace at next engine overhaul (not to exceed the hours 
specified, for the particular engine model, in Textron Lycoming 
Service Instruction 1009AJ, dated July 1, 1992), at next oil pump 
removal, or 5 years 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.

    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 Division SB No. 381C, dated November 7, 1975, and Avco 
Lycoming Textron SB No. 385C, 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. 455A, dated 
August 18, 1981, and Textron Lycoming SB No. 455B, dated January 2, 
1987, and Avco Lycoming SB No. 456, dated August 21, 1981, 
introduced steel driving impeller, P/N 60746, and aluminum driven 
impeller, P/N LW13775. Textron Lycoming SB No. 524 includes 
information regarding engines which may incorporate aluminum 
impellers
    (d) Engines that are subject to AD 75-08-09 must have 
incorporated AD 75-08-09 before this AD can be accomplished.
    (e) 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.
    (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, 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 method of compliance with this AD, if any, may be 
obtained from the New York Aircraft Certification Office.

    (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 aircraft to a location where 
the requirements of this AD can be accomplished.
    (h) The actions required by this AD shall be done in accordance 
with the following service bulletins:

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         Document No.              Pages                 Date           
------------------------------------------------------------------------
Avco Lycoming Division SB No.         1-4    November 7, 1975.          
 381C.                                                                  
    Total pages: 4.                                                     
Avco Lycoming Textron SB No.          1-4    October 3, 1975.           
 385C.                                                                  
Supplement No. 1.............           1    March 18, 1977.            
    Total pages: 5.                                                     
Avco Lycoming Textron SB No.          1-3    January 2, 1987.           
 454B.                                                                  
    Total pages: 3.                                                     
Avco Lycoming Textron SB No.          1-3    January 2, 1987.           
 455D.                                                                  
    Total pages: 3.                                                     
Textron Lycoming SB No. 456F.         1-3    February 8, 1993.          
    Total pages: 3.                                                     
Textron Lycoming SB No. 524..         1-3    September 1, 1995.         
Attachment...................         1-4                               

[[Page 29274]]

                                                                        
    Total pages: 9.                                                     
Textron Lycoming SI No.               1-3    July 1, 1992.              
 1009AJ.                                                                
    Total pages: 3.                                                     
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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 Textron Lycoming, Reciprocating 
Engine Division, 652 Oliver St., Williamsport, PA 17701; telephone 
(717) 327-7278, fax (717) 327-7022. Copies may be inspected at the 
FAA, New England Region, Office of the Assistant Chief 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 becomes effective on July 15, 1996.

    Issued in Burlington, Massachusetts, on May 22, 1996.
Robert E. Guyotte,
Acting Manager, Engine and Propeller Directorate, Aircraft 
Certification Service.
[FR Doc. 96-14223 Filed 6-7-96; 8:45 am]
BILLING CODE 4910-13-U