Federal Register / Vol. 61, No. 19 / Monday, January 29, 1996 / Rules and Regulations 2701

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

95–26–15 Allied Signal Commercial

Avionics Systems: Amendment 39–9495

Docket 95–NM–270–AD.

Applicability: All CAS–81 Traffic Alert and

Collision Avoidance Systems (TCAS) that are

installed in, but not limited to, the following

airplanes, certificated in any category:

Aerospatiale Models ATR42 and ATR72

series airplanes;

Airbus Industries Models A300, A310, and

A340 series airplanes;

Beech Models 1900 and BE–65 through -90

(inclusive) series airplanes;

Boeing Models 727–100, 727–200, 737–200,

737–300, 737–400, 737–500, 747–100, 747–

200, 747–300, 747–400, 747SP, 757–200,

767–200, and 767–300 series airplanes;

Convair Model CV–580 airplanes;

de Havilland Model DHC–7 series airplanes

and Model DHC–8–100 airplanes;

EMBRAER Model EMB–120 series airplanes;

Fairchild Model F227 airplanes;

Fokker Models F28 Mark 100, Mark 1000,

and Mark 4000 series airplanes;

General Dynamics Models Convair 340 and

440 airplanes;

Gulfstream Models G–159 and G-IV

airplanes;

Lockheed Model L–1011 series airplanes;

McDonnell Douglas Models DC–8–60, DC–9–

31, DC–9–51, DC–10–10, DC–10–30, DC–

10–30F, MD–11, and MD–80 series

airplanes;

Rockwell International NA–265–65 airplanes;

Saab Model 340 series airplanes; and

Shorts Model 360 series airplanes.

Note 1: This AD applies to, but is not

limited to, each airplane 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 airplanes 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 (b)

of this AD 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 affected

airplane from the applicability of this AD.

Compliance: Required as indicated, unless

accomplished previously.

To ensure that the flightcrew is advised of

the potential hazard associated with failure

of the audio output of the CAS–81 TCAS, and

of the procedures necessary to address it,

accomplish the following:

(a) Within 3 calendar days after receipt of

this AD, revise the Limitations Section of the

FAA-approved Airplane Flight Manual

(AFM) to include the following. This may be

accomplished by inserting a copy of this AD

in the AFM.

‘‘In order to ensure that the audio output

of the CAS–81 TCAS operates properly,

accomplish the following:

• Prior to the first flight of the day; prior

to the accumulation of 10 hours of

uninterrupted power; and at the mid-point of

any one flight scheduled to exceed 10 hours:

Cycle the power to the TCAS processor via

the circuit breaker or power bus.

• Prior to taxi before takeoff: Initiate the

TCAS functional test in accordance with

AFM procedures to verify operational

condition of the CAS–81 TCAS.’’

(b) 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, FAA,

Atlanta Aircraft Certification Office.

Operators shall submit their requests through

an appropriate FAA Principal Operations

Inspector, who may add comments and then

send it to the Manager, Atlanta ACO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Atlanta ACO.

(c) 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 requirements of this AD

can be accomplished.

(d) This amendment becomes effective on

February 5, 1996.

Issued in Renton, Washington, on January

22, 1996.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–1571 Filed 1–26–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 94–ANE–36; Amendment 39–

9471; AD 94–11–10]

Airworthiness Directives; CurtissWright R1820 Series Reciprocating

Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule, request for

comments.

SUMMARY: This document publishes in

the Federal Register an amendment

adopting Airworthiness Directive (AD)

94–11–10 that was sent previously to

certain U.S. owners and operators of

Curtiss-Wright R1820 series

reciprocating engines, installed on the

following U.S. registered aircraft:

N313WB, N7044L, N815SH, and

N83AW by individual letters. This AD

requires engines certified to operate on

91 octane or higher avgas to undergo a

teardown and analytical inspection for

detonation damage, and engines

certified to operate on 80 octane avgas

to undergo inspection for evidence of

possible internal engine damage. This

amendment is prompted by reports that

aircraft with certain Curtiss-Wright

engines installed were fueled with a

contaminated fuel mixture between May

22 and June 2, 1994, at Sacramento

Executive (SAC) airport, or between

May 18 and June 2, 1994, at Sacramento

Metro (SMF) airport. The actions

specified by this AD are intended to

prevent detonation due to low octane,

which can result in severe engine

damage and subsequent failure.

DATES: Effective February 13, 1996, to

all persons except those persons to

whom it was made immediately

effective by priority letter AD 94–11–10,

issued on June 23, 1994, which

contained the requirements of this

amendment.

Comments for inclusion in the Rules

Docket must be received on or before

March 29, 1996.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), New England

Region, Office of the Assistant Chief

Counsel, Attention: Rules Docket No.

94–ANE–36, 12 New England Executive

Park, Burlington, MA 01803–5299.

FOR FURTHER INFORMATION CONTACT:

Locke Easton, Aerospace Engineer,

Engine and Propeller Standards Staff,

FAA, Engine and Propeller Directorate,

12 New England Executive Park;

telephone (617) 238–7113, fax (617)

238–7199.

SUPPLEMENTARY INFORMATION: On June

23, 1994, the Federal Aviation

Administration (FAA) issued priority

letter airworthiness directive (AD) 94–

11–10, applicable to Curtiss-Wright

R1820 series reciprocating engines,

installed on the following U.S.

registered aircraft: N313WB, N7044L,

N815SH, and N83AW, which requires

teardown and analytical inspection for

engines certified to operate on 91 or

higher octane aviation gasoline (avgas),

and differential compression test and

examination of the oil filter for engines

certified to operate on 80 octane avgas.

That action was prompted by reports of

reports of aviation gasoline (avgas) being

contaminated by Jet A fuel. After

investigation, the source of the

contamination has been determined to

be the refiner of the avgas. Through its

distribution system, the refiner

inadvertently caused Jet A fuel to be

loaded into distribution tanks intended

for avgas. Contaminated avgas from

these distribution tanks was then

shipped to local fuel distributors. The

FAA has determined that aircraft with

certain Franklin engines installed were

fueled with this contaminated mixture

between May 22 and June 2, 1994, at
2702 Federal Register / Vol. 61, No. 19 / Monday, January 29, 1996 / Rules and Regulations

Sacramento Executive (SAC) airport, or

between May 18 and June 2, 1994, at

Sacramento Metro (SMF) airport. The

list of U.S. registered aircraft specified

in the applicability paragraph of this AD

is based on investigation of fueling

records secured from the two affected

airports, which the FAA has determined

to represent the population of affected

engines. This condition, if not corrected,

could result in detonation due to low

octane, which can result in severe

engine damage and subsequent failure.

This AD requires engines certified to

operate on 91 octane or higher avgas to

undergo a teardown and analytical

inspection for detonation damage, and

engines certified to operate on 80 octane

avgas to undergo inspection for

evidence of possible internal engine

damage. Engineering analysis of

operating these engines with avgas

contaminated with Jet A fuel indicates

that actual damage to the engine may

range from unnoticeable to very severe,

according to the duration of run, engine

power level, and level of contamination.

Damage may be characterized by

increased operating temperatures

resulting in damaged intake valves and

burned pistons, and excessive loads

imposed by detonation. Since internal

damage may not be assessed by any

other method, engines certified to

operate on 91 octane or higher avgas

must undergo a teardown and analytical

inspection and any parts showing signs

of detonation damage must be replaced.

Investigation revealed the lowest octane

level of the contaminated fuel to be 83

octane, therefore engines certified to

operate on 80 octane avgas need not

undergo a teardown and analytical

inspection unless evidence of internal

engine damage is present by the

required differential compression test

and examination of the oil filter for

metal particles. The refiner has advised

the FAA that it may pay for any

reasonable expense associated with the

inspection and/or disassembly in

accordance with the mechanic’s and

manufacturer’s recommendations.

Since the unsafe condition described

is likely to exist or develop on other

engines of the same type design, the

FAA issued priority letter AD 94–11–10

to prevent detonation due to low octane.

The AD requires teardown and

analytical inspection for engines

certified to operate on 91 or higher

octane avgas, and differential

compression test and examination of the

oil filter for engines certified to operate

on 80 octane avgas.

Since it was found that immediate

corrective action was required, notice

and opportunity for prior public

comment thereon were impracticable

and contrary to the public interest, and

good cause existed to make the AD

effective immediately by individual

letters issued on June 23, 1994, to

certain U.S. owners and operators of

Curtiss-Wright R1820 series

reciprocating engines, installed on the

following U.S. registered aircraft:

N313WB, N7044L, N815SH, and

N83AW. These conditions still exist,

and the AD is hereby published in the

Federal Register as an amendment to

Section 39.13 of part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

make it effective to all persons.

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 94–ANE–36.’’ 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:

PART 39—AIRWORTHINESS

DIRECTIVES

1. The authority citation for part 39

continues to read as follows:

Authority: 49 USC 106(g), 40101, 40113,

44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

94–11–10 Curtiss-Wright: Amendment 39–

9471. Docket 94–ANE–36.

Applicability: Curtiss-Wright R1820 series

reciprocating engines, installed on the

following U.S. registered aircraft: N313WB,

N7044L, N815SH, and N83AW.

Note: This airworthiness directive (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 Federal Aviation

Administration (FAA). This approval may

address either no action, if the current

configuration eliminates the unsafe

condition, or different actions necessary to
Federal Register / Vol. 61, No. 19 / Monday, January 29, 1996 / Rules and Regulations 2703

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 detonation due to low octane,

which can result in severe engine damage

and subsequent failure, accomplish the

following:

(a) For engines that are certified to operate

on only 91 or higher octane aviation gasoline

(avgas) within the next 2 hours time in

service (TIS) after the effective date of this

airworthiness directive (AD) perform an

engine teardown and analytical inspection,

and replace with serviceable parts as

necessary in accordance with the applicable

overhaul manuals.

(b) For engines that are certified to operate

on 80 octane avgas, within the next 2 hours

TIS after the effective date of this AD conduct

a differential compression test on all

cylinders in accordance with the applicable

maintenance manuals, and examine the oil

filter by cutting the oil filter apart and

spreading the filter paper out to look for

metal particles. If metal particles are present,

or if one or more cylinders shows

unacceptable compression as specified in the

applicable maintenance manuals, perform an

engine teardown and analytical inspection,

and replace with serviceable parts as

necessary in accordance with the applicable

overhaul manuals.

Note: Additional guidance for conducting

differential compression tests is contained in

paragraph 692 of Advisory Circular (AC) No.

43.13–1A, dated 1988.

(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, Engine and

Propeller Standards Staff. The request should

be forwarded through an appropriate FAA

Maintenance Inspector, who may add

comments and then send it to the Manager,

Engine and Propeller Standards Staff.

Note: Information concerning the existence

of approved alternative methods of

compliance with this airworthiness directive,

if any, may be obtained from the Engine and

Propeller Standards Staff.

(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

February 13, 1996, to all persons except those

persons to whom it was made immediately

effective by priority letter AD 94–11–10,

issued June 23, 1994, which contained the

requirements of this amendment.

Issued in Burlington, Massachusetts, on

January 11, 1996.

Jay J. Pardee,

Manager, Engine and Propeller Directorate,

Aircraft Certification Service.

[FR Doc. 96–1411 Filed 1–26–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–ANE–70; Amendment 39–

9489, AD 96–02–04]

Airworthiness Directives; Franklin

Model 6A4–150–B3 and 6A4–165–B3

Reciprocating Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to Franklin Model 6A4–150–

B3 and 6A4–165–B3 reciprocating

engines, installed on the following U.S.

registered aircraft: N6209M, N74231,

and N752C. This action supersedes

priority letter AD 94–14–11 that

currently requires engines certified to

operate on 91 octane or higher avgas to

undergo a teardown and analytical

inspection for detonation damage, and

engines certified to operate on 80 octane

avgas to undergo inspection for

evidence of possible internal engine

damage. This action revises incorrect

engine model numbers listed in the

priority letter AD. This amendment is

prompted by updated information that

has identified the correct engine model

numbers. The actions specified by this

AD are intended to prevent detonation

due to low octane, which can result in

severe engine damage and subsequent

failure.

DATES: Effective February 13, 1996.

Comments for inclusion in the Rules

Docket must be received on or before

March 29, 1996.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), New England

Region, Office of the Assistant Chief

Counsel, Attention: Rules Docket No.

95–ANE–70, 12 New England Executive

Park, Burlington, MA 01803–5299.

FOR FURTHER INFORMATION CONTACT:

Locke Easton, Aerospace Engineer,

Engine and Propeller Standards Staff,

FAA, Engine and Propeller Directorate,

12 New England Executive Park;

telephone (617) 238–7113, fax (617)

238–7199.

SUPPLEMENTARY INFORMATION: On June

23, 1994, the Federal Aviation

Administration (FAA) issued priority

letter airworthiness directive (AD) 94–

14–11, applicable to Franklin Model

6A4–150–B3 and 6A4–165–B3

reciprocating engines, installed on the

following U.S. registered aircraft:

N6209M, N74231, and N752C. That

action requires teardown and analytical

inspection for engines certified to

operate on 91 or higher octane aviation

gasoline (avgas), and differential

compression test and examination of the

oil filter for engines certified to operate

on 80 octane avgas. That action was

prompted by reports of reports of

aviation gasoline (avgas) being

contaminated by Jet A fuel. After

investigation, the source of the

contamination has been determined to

be the refiner of the avgas. Through its

distribution system, the refiner

inadvertently caused Jet A fuel to be

loaded into distribution tanks intended

for avgas. Contaminated avgas from

these distribution tanks was then

shipped to local fuel distributors. The

FAA has determined that aircraft with

certain Franklin engines installed were

fueled with this contaminated mixture

between May 22 and June 2, 1994, at

Sacramento Executive (SAC) airport, or

between May 18 and June 2, 1994, at

Sacramento Metro (SMF) airport. The

list of U.S. registered aircraft specified

in the applicability paragraph of this AD

is based on investigation of fueling

records secured from the two affected

airports, which the FAA has determined

to represent the population of affected

engines. That condition, if not

corrected, could result in detonation

due to low octane, which can result in

severe engine damage and subsequent

failure.

This AD requires engines certified to

operate on 91 octane or higher avgas to

undergo a teardown and analytical

inspection for detonation damage, and

engines certified to operate on 80 octane

avgas to undergo inspection for

evidence of possible internal engine

damage. Engineering analysis of

operating these engines with avgas

contaminated with Jet A fuel indicates

that actual damage to the engine may

range from unnoticeable to very severe,

according to the duration of run, engine

power level, and level of contamination.

Damage may be characterized by

increased operating temperatures

resulting in damaged intake valves and

burned pistons, and excessive loads

imposed by detonation. Since internal

damage may not be assessed by any

other method, engines certified to

operate on 91 octane or higher avgas

must undergo a teardown and analytical

inspection and any parts showing signs

of detonation damage must be replaced.