29934 Federal Register / Vol. 61, No. 115 / Thursday, June 13, 1996 / Rules and Regulations

(b) For all LTS101–750B2 model engines,

remove and replace power turbine rotors, in

accordance with the accomplishment

procedures of Textron Lycoming SB No.

LT101–72–50–0145 dated November 27,

1991, within the next 100 hours TIS after the

effective date of this AD, or 800 hours TSN

on the power turbine rotor, whichever occurs

first.

(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

Certification Office. The request should be

forwarded through an appropriate FAA

Principal Maintenance Inspector, who may

add comments and then send it to the

Manager, Engine Certification Office.

Note: Information concerning the existence

of approved alternative methods of

compliance with this airworthiness directive,

if any, may be obtained from the Engine

Certification Office.

(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) The actions required by this AD shall

be done in accordance with the following

Textron Lycoming SB’s:

Document No. Pages Revision Date

LT101–72–50–0144 ............................................................................................................................................... 1–9 Original Jan. 15,

1993.

Total Pages: 9.

LT101–72–50–0145 ............................................................................................................................................... 1–3 Original Nov. 27,

1991.

Total Pages: 3.

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 AlliedSignal Engines, 111 South 34th

Street, Phoenix, AZ 85072; telephone (602)

365–2493, fax (602) 365–2210. 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.

(f) This amendment becomes effective on

August 12, 1996.

Issued in Burlington, Massachusetts, on

May 29, 1996.

Robert E. Guyotte,

Acting Manager, Engine and Propeller

Directorate, Aircraft Certification Service.

[FR Doc. 96–14868 Filed 6–12–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 93–ANE–07; Amendment 39–

9649; AD 96–12–07]

RIN 2120–AA64

Airworthiness Directives; Teledyne

Continental Motors (formerly Bendix)

S–20, S–1200, D–2000, and D–3000

Series Magnetos

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to Teledyne Continental

Motors (TCM) (formerly Bendix) S–20,

S–1200, D–2000, and D–3000 series

magnetos equipped with impulse

couplings, that currently requires

inspections for wear, and replacement,

if necessary, of the impulse coupling

assemblies. This amendment requires

replacement, if necessary, of worn

riveted impulse coupling assemblies

with serviceable riveted impulse

couplings or snap ring impulse

couplings. This amendment is prompted

by the availability of an improved

design for the impulse coupling

assembly. The actions specified by this

AD are intended to prevent magneto

failure and subsequent engine failure.

DATES: Effective July 18, 1996.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of July 18,

1996.

ADDRESSES: The service information

referenced in this AD may be obtained

from Teledyne Continental Motors, P.O.

Box 90, Mobile, AL 36601; telephone

(334) 438–3411. 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: Jerry

Robinette, Aerospace Engineer, Atlanta

Certification Office, FAA, Small

Airplane Directorate, Campus Building,

1701 Columbia Avenue, Suite 2–160,

College Park, GA, 30337–2748;

telephone (404) 305–7371, fax (404)

305–7348.

SUPPLEMENTARY INFORMATION: On

January 4, 1983, the Federal Aviation

Administration (FAA) issued

airworthiness directive (AD) 78–09–07

R3, Amendment 39–4538 (48 FR 1482,

January 13, 1983), to require inspections

for wear, and replacement, if necessary,

of the impulse coupling assemblies on

certain Teledyne Continental Motors

(TCM) (formerly Bendix) S–20, S–1200,

D–2000, and D–3000 series magnetos

equipped with impulse couplings. That

action was prompted by reports of

numerous magneto failures. That

condition, if not corrected, could result

in magneto failure and subsequent

engine failure.

A proposal to amend part 39 of the

Federal Aviation Regulations was

published as a notice of proposed

rulemaking (NPRM) in the Federal

Register on September 21, 1993 (58 FR

48987). That NPRM would have

retained the repetitive inspections for

wear required by the current AD, but

would have also required replacement,

if necessary, of the riveted impulse

coupling assembly with newly

designed, improved, snap ring impulse

coupling assemblies. In addition, the

proposed AD would have required

marking the magneto data plate to

indicate installation of a snap ring

impulse coupling assembly. Installation

of snap ring impulse coupling

assemblies would have constituted

terminating action to the inspection

requirements of this AD. That NPRM

was prompted by the manufacturer

redesigning the impulse coupling

assembly to include snap ring fastening

technology which strengthens the cam

axle and reduces wear. The snap ring

impulse coupling assembly was

believed not to have the failure mode of

the previous design.

Since the issuance of that NPRM, the

FAA received reports of snap ring

impulse coupling assemblies being

worn beyond limits. The FAA

determined that it was necessary to

reopen the proposal for public

comment, so a Supplemental NPRM was

published in the Federal Register on

November 17, 1994 (59 FR 59391). That

Supplemental NPRM proposed to retain

the 500 hour repetitive inspections for

wear required by the current AD, but

would require these inspections for
Federal Register / Vol. 61, No. 115 / Thursday, June 13, 1996 / Rules and Regulations 29935

magnetos equipped with snap ring

impulse coupling assemblies as well.

Since the issuance of that

Supplemental NPRM, the FAA received

comments that serviceable riveted

impulse couplings should be permitted

as replacement units as well as the snap

ring design. The FAA concurred, since

there has been no production of riveted

impulse couplings since January 1992,

distributors still have some left as this

was a common, relatively high use item.

The FAA determined that it was

necessary to reopen the proposal for

public comment, so a Supplemental

NPRM was published in the Federal

Register on October 16, 1995 (60 FR

53558). That Supplemental NPRM

proposed to require replacement of

worn impulse couplings with

serviceable impulse couplings of either

riveted or snap ring design.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. No

comments were received since

publication of the last Supplemental

NPRM.

Since the issuance of that

Supplemental NPRM, the manufacturer

has advised the FAA that the cost for

replacement of the impulse coupling

assembly has increased from $125 to

$140. The economic analysis of this

final rule has been revised accordingly.

After careful review of the available

data, 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.

The FAA estimates that 130,000

magnetos installed on aircraft of U.S.

registry will be affected by this AD, that

it will take approximately 1 work hour,

plus 1 work hour to change the impulse

coupling, and that the average labor rate

is $60 per work hour. The average

utilization of the fleet of these airplanes

is estimated to be evenly divided

between commercial/commuter service

and private owners. The commercial/

commuter service population is

estimated to operate 500 hours time in

service (TIS) per year; therefore the cost

to perform the inspections required by

the AD will be approximately

$3,900,000 per year. The FAA estimates

that private owners operate their aircraft

between 50 and 100 hours TIS per year;

therefore it will take approximately 5 to

10 years to reach 500 hours time in

service. The estimated cost for these

owners will also be $3,900,000 spread

over a time period of 5 to 10 years or

780,000 per year for 5 years or $390,000

for 10 years. The cost to replace the

impulse coupling assembly is $140 per

magneto plus one work hour at $60 per

work hour for a total of $200 per

magneto. While all the riveted impulse

coupling assemblies will eventually

have to be replaced, it is not possible to

estimate the cost per year. The total cost

for replacement for U.S. operators is

estimated to be $26,000,000.

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 U.S.C. 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

removing Amendment 39–4538 (48 FR

1482, January 13, 1983) and by adding

a new airworthiness directive,

Amendment 39–9649, to read as

follows:

96–12–07 Teledyne Continental Motors:

Amendment 39–9649. Docket 93–ANE–

07. Supersedes AD 78–09–07 R3,

Amendment 39–4538.

Applicability: Teledyne Continental

Motors (TCM) (formerly Bendix) S–20, S–

1200, D–2000, and D–3000 series magnetos

equipped with impulse couplings, installed

on but not limited to reciprocating engine

powered aircraft manufactured by Beech,

Cessna, Mooney, and Piper.

Note 1: This airworthiness directive (AD)

applies to each magneto 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 magnetos 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

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 magneto from the

applicability of this AD.

Note 2: The FAA has received reports of

some confusion as to what is meant by S–20,

S–1200, D–2000, and D–3000 series magnetos

as referenced in TCM Mandatory Service

Bulletin (MSB) No. MSB645, dated April 4,

1994, and this airworthiness directive (AD).

A typical example is S6RN–25, where the S

designates single type ignition unit (a D

designates a dual ignition unit), the 6

designates the number of cylinders, the R

designates right hand rotation, the N is the

manufacturer designation (this did not

change when TCM purchased the Bendix

magneto product line), and the number after

the dash indicates the series (a –25 is a S–

20 series magneto while a –3200 is a D–3000

series magneto, etc.).

Compliance: Required as indicated, unless

accomplished previously.

To prevent magneto failure and subsequent

engine failure, accomplish the following:

(a) For magnetos with riveted or snap ring

impulse coupling assemblies, having less

than 450 hours time in service (TIS) since

new, or overhaul, or since last inspection, on

the effective date of this AD, accomplish the

following:

(1) Prior to the accumulation of 500 hours

TIS since new, or overhaul, or since last

inspection, inspect riveted or snap ring

impulse coupling assemblies for wear, and

replace, if necessary, prior to further flight,

with serviceable riveted or snap ring impulse

coupling assemblies, in accordance with the

Detailed Instructions of TCM MSB No.

MSB645, dated April 4, 1994, and TCM SB

No. 639, dated March 1993.

(2) Thereafter, at intervals not to exceed

500 hours TIS since the last inspection,
29936 Federal Register / Vol. 61, No. 115 / Thursday, June 13, 1996 / Rules and Regulations

inspect riveted or snap ring impulse

coupling assemblies for wear, and

replace, if necessary, prior to further

flight, with serviceable riveted or snap

ring impulse coupling assemblies, in

accordance with the Detailed

Instructions of TCM MSB No. MSB645,

dated April 4, 1994, and TCM SB No.

639, dated March 1993.

(b) For magnetos with riveted or snap ring

impulse coupling assemblies, having 450 or

more hours TIS since new, or overhaul, or

since last inspection, on the effective date of

this AD, or an unknown TIS on the effective

date of this AD, accomplish the following:

(1) Within the next 50 hours TIS after the

effective date of this AD, inspect riveted or

snap ring impulse coupling assemblies for

wear, and replace, if necessary, prior to

further flight, with serviceable riveted or

snap ring impulse coupling assemblies in

accordance with the Detailed Instructions of

TCM MSB No. MSB645, dated April 4, 1994,

and TCM SB No. 639, dated March 1993.

(2) Thereafter, at intervals not to exceed

500 hours TIS since the last inspection,

inspect riveted or snap ring impulse coupling

assemblies for wear, and replace, if

necessary, prior to further flight, with

serviceable riveted or snap ring impulse

coupling assemblies, in accordance with the

Detailed Instruction of TCM MSB No.

MSB645, dated April 4, 1994, and TCM SB

No. 639, dated March 1993.

(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, Atlanta

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,

Atlanta 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 Atlanta

Aircraft Certification Office.

(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) The actions required by this AD shall

be done in accordance with the following

TCM service documents:

Document No. Pages Revision Date

MSB No. MSB645 ................................................................................................................................................ 1–6 Original .... Apr. 4,

1994.

Total Pages: 6

SB No. 639 ........................................................................................................................................................... 1–2 Original .... Mar. 1993.

Total Pages: 2

This incorporation by reference was

approved by the Director of the Federal

Register in accordance with 5 U.S.C. 552(a)

and 1 CFR part 51. Copies may be obtained

from Teledyne Continental Motors, P.O. Box

90, Mobile, AL 36601; telephone (334) 438–

3411. 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.

(f) This amendment becomes effective on

July 18, 1996.

Issued in Burlington, Massachusetts, on

May 29, 1996.

Robert E. Guyotte,

Acting Manager, Engine and Propeller

Directorate, Aircraft Certification Service.

[FR Doc. 96–14869 Filed 6–12–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 71

[Airspace Docket No. 95–ASW–31]

Revision of Class E Airspace; Las

Vegas, NM

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This action revises the Class

E airspace extending upward from 700

feet above ground level (AGL) at Las

Vegas, NM. The development of a

Global Positioning System (GPS)

standard instrument approach

procedure (SIAP) to Runway (RWY) 02

at Las Vegas Municipal Airport has

made this action necessary. This action

is intended to provide adequate Class E

airspace to contain instrument flight

rule (IFR) operations for aircraft

executing the GPS SIAP to RWY 02 at

Las Vegas Municipal Airport, Las Vegas,

NM.

EFFECTIVE DATE: 0901 UTC, August 15,

1996.

FOR FURTHER INFORMATION CONTACT:

Donald J. Day, Operations Branch, Air

Traffic Division, Southwest Region,

Federal Aviation Administration, Fort

Worth, TX 76193–0530, telephone 817–

222–5593.

SUPPLEMENTARY INFORMATION:

History

On January 31, 1996, a proposal to

amend part 71 of the Federal Aviation

Regulations (14 CFR part 71) to revise

the Class E airspace at Las Vegas, NM,

was published in the Federal Register

(61 FR 3349). A GPS SIAP to RWY 02

developed for Las Vegas Municipal

Airport, Las Vegas, NM, requires the

revision of Class E airspace at this

airport. The proposal was to establish

controlled airspace extending upward

from 700 feet AGL to contain IFR

operations in controlled airspace during

portions of the terminal operation and

while transitioning between the enroute

and terminal environments.

Interested parties were invited to

participate in this rulemaking

proceeding by submitting written

comments on the proposal to the FAA.

No comments to the proposal were

received. The rule is adopted as

proposed.

The coordinates for this airspace

docket are based on North American

Datum 83. Class E airspace designations

for airspace areas extending upward

from 700 feet or more AGL are

published in Paragraph 6005 of FAA

Order 7400.9C dated August 17, 1995,

and effective September 16, 1995, which

is incorporated by reference in 14 CFR

71.1. The Class E airspace designation

listed in this document will be

published subsequently in the Order.

The Rule

This amendment to part 71 of the

Federal Aviation Regulations (14 CFR

part 71) revises the Class E airspace

located at Las Vegas, NM, to provide

controlled airspace extending upward

from 700 feet AGL for aircraft executing

the GPS SIAP to RWY 02 at Las Vegas

Municipal Airport.

The FAA has determined that this

regulation only involves an established

body of technical regulations that need

frequent and routine amendments to

keep them operationally current. It,

therefore—(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) does not warrant

preparation of a regulatory evaluation as

the anticipated impact is so minimal.

Since this is a routine matter that will

only affect air traffic procedures and air

navigation, it is certified that this rule

will not have a significant economic

impact on a substantial number of small

entities under the criteria of the

Regulatory Flexibility Act.