[Federal Register Volume 60, Number 59 (Tuesday, March 28, 1995)]
[Rules and Regulations]
[Pages 15864-15867]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-7683]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 95-ANE-14; Amendment 39-9183; AD 95-07-01]
Airworthiness Directives; Textron Lycoming O-360, LO-360, HO-360,
HIO-360, TIO-360, LIO-360, AEIO-360, O-540, IO-540, TIO-540, LTIO-540,
IVO-540, AEIO-540, TIO-541, and IO-720 Series Reciprocating Engines
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule, request for comments.
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SUMMARY: This document publishes in the Federal Register an amendment
adopting Airworthiness Directive (AD) 95-07-01 that was sent previously
to all known U.S. owners and operators of Textron Lycoming O-360, LO-
360, HO-360, HIO-360, TIO-360, LIO-360, AEIO-360, O-540, IO-540, TIO-
540, LTIO-540, IVO-540, AEIO-540, TIO-541, and IO-720 series
reciprocating engines by individual letters. This AD requires removal
prior to further flight of suspect unapproved connecting rod bolts and
replacement with serviceable connecting rod bolts. This amendment is
prompted by reports of connecting rod bolt failures. The actions
specified by this AD are intended to prevent engine failure due to
connecting rod bolt failure, which could result in damage to or loss of
the aircraft.
DATES: Effective April 12, 1995, to all persons except those persons to
whom it was made immediately effective by priority letter AD 95-07-01,
issued on March 17, 1995, which contained the requirements of this
amendment.
Comments for inclusion in the Rules Docket must be received on or
before May 30, 1995.
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-14, 12 New England
Executive Park, Burlington, MA 01803-5299.
FOR FURTHER INFORMATION CONTACT: Richard D. Karanian, Aerospace
Engineer, Special Certification Office, FAA, Rotorcraft Directorate,
2601 Meacham Blvd., Fort Worth, TX 76137-4298; telephone (817) 222-
5195, fax (817) 222-5959; or Locke Easton, Aerospace Engineer, Engine
and Propeller Standards Staff, FAA, Engine and Propeller Directorate,
12 New England Executive Park, Burlington, MA [[Page 15865]] 01803-
5299; telephone (617) 238-7113, fax (617) 238-7199.
SUPPLEMENTARY INFORMATION: On March 17, 1995, the Federal Aviation
Administration (FAA) issued priority letter airworthiness directive
(AD) 95-07-01, applicable to Textron Lycoming O-360, LO-360, HO-360,
HIO-360, TIO-360, LIO-360, AEIO-360, O-540, IO-540, TIO-540, LTIO-540,
IVO-540, AEIO-540, TIO-541, and IO-720 series reciprocating engines.
That priority letter AD was prompted by reports of connecting rod bolt
failures. These connecting rod bolts failed with no particular pattern.
The head of the bolt sheared off on some, while others failed at the
threads and some at the shank. Examination of test specimens indicate
that these connecting rod bolts were fabricated by machining bar stock
material, including the head region, thus exposing end-grains in the
head-to-shank radius. These connecting rod bolts exhibit extremely
small fillet radii, numerous deep machining grooves, and inadequate
material selection.
In a letter dated December 15, 1994, Superior Air Parts, Inc.,
advised the FAA that several connecting rod bolts had fractured in
service on a Cessna 177RG on December 9, 1994. The pilot completed a
power-off landing with no injuries. In a letter dated January 24, 1995,
Textron Lycoming advised the FAA that their laboratory analysis
indicated that the failed connecting rod bolts appeared to be suspected
unapproved parts. A Superior Air Parts, Inc., report of their own
laboratory analysis, dated January 3, 1995, was presented to the FAA in
mid-February. Another connecting rod bolt failure was identified during
maintenance on a Piper PA-60 on February 21, 1995. Superior Air Parts,
Inc. advised the FAA of the second failure on the following day. The
FAA had already initiated an independent laboratory analysis of a
sample of suspect unapproved connecting rod bolts and received a report
on February 23, 1995, which concluded that the connecting rod bolts did
not meet material or design specifications. That report corroborated
Superior Air Parts, Inc.'s and Textron Lycoming's earlier findings.
Subsequent investigation revealed that of the 3,382 connecting rod
bolts in the original Superior Air Parts, Inc. inventory, 2,473 had
been shipped. The FAA considered all possible actions and concluded
that the only prudent course of action was to issue priority letter AD
95-07-01.
These connecting rod bolts were shipped from Superior Air Parts,
Inc., between February 15, 1994, and December 20, 1994, as replacements
for Textron Lycoming connecting rod bolts, Part Number (P/N) 75060, or
Superior Air Parts, Inc., connecting rod bolts, P/N SL75060, or
Aircraft Technologies, Inc. P/N AL75060. However, the failed parts have
no markings to identify them. The traceability of these bolts is
extremely difficult, and the FAA has determined that the vast majority
of the bolts distributed cannot be recovered, nor can they be
identified by a routine records search of engines which have been
overhauled since February 15, 1994. The FAA has concluded that all
engines which may have been overhauled using these connecting rod bolts
must be visually inspected for the installation of unmarked connecting
rod bolts. Further, since it is impossible to analytically determine
how long these connecting rod bolts as installed may remain intact,
this AD must be complied with before further flight. Therefore, all
connecting rod bolts with no markings must be considered suspect
unapproved parts. This condition, if not corrected, could result in
engine failure due to connecting rod bolt failure, which could result
in damage to or loss of the aircraft.
Also, during the investigation the FAA determined that only
unmarked 75060 connecting rod bolts shipped from Superior Air Parts,
Inc., between February 15, 1994, and December 20, 1994, are considered
suspect unapproved parts. Approved serviceable parts can be readily
identified by raised letters SPS, S, C, or FC, identifying them as
Textron Lycoming parts, or SL75060 etched on the head, identifying them
as PMA parts manufactured by Superior Air Parts, Inc., or AL75060
forged into the head, identifying them as PMA parts manufactured by
Aircraft Technologies, Inc.
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 95-07-01 to prevent engine failure due to connecting rod bolt
failure, which could result in damage to or loss of the aircraft. The
AD requires removal prior to further flight of suspect unapproved
connecting rod bolts and replacement with serviceable connecting rod
bolts. Suspect unapproved connecting rod bolts may be identified as
those bolts that are not clearly marked on the head by raised letters
SPS, S, C, or FC, identifying them as Textron Lycoming parts, or not
clearly marked with SL75060 etched on the head, identifying them as PMA
parts manufactured by Superior Air Parts, Inc., or not clearly forged
into the head with AL75060, identifying them as PMA parts manufactured
by Aircraft Technologies, Inc.
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 March 17, 1995, to all known U.S. owners and operators of
Textron Lycoming O-360, LO-360, HO-360, HIO-360, TIO-360, LIO-360,
AEIO-360, O-540, IO-540, TIO-540, LTIO-540, IVO-540, AEIO-540, TIO-541,
and IO-720 series reciprocating engines. 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 95-ANE-14.'' The postcard will be date stamped and
returned to the commenter. [[Page 15866]]
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 U.S.C. App. 1354(a), 1421 and 1423; 49 U.S.C.
106(g); and 14 CFR 11.89.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by adding the following new
airworthiness directive:
95-07-01 Textron Lycoming: Amendment 39-XXXX. Docket 95-ANE-14.
Applicability: The following Textron Lycoming reciprocating
engine models, assembled on or after February 15, 1994, and that
contain connecting rod bolts shipped directly or indirectly from
Superior Air Parts, Inc., on or after February 15, 1994:
O-360-A1A, -A1AD, -A1C, -A1D, -A1F6, -A1F6D, -A1G6, - A1G6D, -
A1LD, -A2A, -A2D, -A2E, -A2F, -A2G, -A3A, -A3AD, - A4A, -A4G, -A4J,
-A4K, -A4M, -A4N, -A5AD, -B2A, -C1A, -C1C, -C1E, -C1F, -C1G, -C2A, -
C2C, -C2D, -C2E, -D2A, -D2B, -F1A6; IO-360-A1A, -A1B, -A1B6, -A1B6D,
-A1C, -A1D, -A1D6, -A2A, - A2B, -A3B6D, -B1A, -B1B, -B1D, -B1E, -
B1F, -B2F, -B2F6, - B4A, -C1A, -C1B, -C1C6, -C1D6, -C1E6, -C1F, -
J1A6D; AIO-360- A1A, -A1B, -B1B; LO-360-A1G6D; HO-360-B1A, -B1B;
HIO-360- A1A, -B1A, -C1A, -C1B, -E1AD, -E1BD; LIO-360-C1E6; TIO-360-
A1B; AEIO-360-A1E, -B1G6, -H1A; O-540-A1A, -A1A5, -A1B5, - A1C5, -
A1D, -A1D5, -A2B, -A3D5, -B1A5, -B1B5, -B2B5, -B2C5, -B4B5, -E4A5, -
E4B5, -E4C5, -F1A5, -F1B5, -G1A5, -G2A5, - H1B5D, -H2B5D, -J1A5D, -
J3A5D, -J3C5D, -L3C5D; IO-540-A1A5, -B1A5, -B1C5, -C1B5, -C4B5, -
C4C5, -C4D5D, -D4A5, -E1A5, - E1B5, -G1A5, -G1B5, -G1C5, -G1D5, -
G1E5, -G1F5, -J4A5, - K1A5, -K1A5D, -K1B5, -K1C5, -K1D5, -K1E5,
K1K5, -M1A5, - N1A5, -P1A5, -R1A5, -T4C5D -K1F5, -K1F5D, -K1G5, -
K1G5D, - K1J5D, -K1K5, -M1QA5, -M1B5D, -N1A5, -P1A5, -R1A5, -S1A5, -
T4A5D, -T4B5D, -T4CTD, -V4A5D, -W1A5D, -W3A5D, -AA1A5; TIO-540-A1A,
-A1B, -A2A, -A2B, -A2C, -C1A, -E1A, -G1A, -H1A, -J2B, -F2BD, -J2BD,
-N2BD, -R2AD, -S1AD, -AA1AD, -AB1AD; LTIO-540-J2B, -F2BD, -J2BD. -
N2BD, -R2AD; IVO-540-A1A; AEIO- 540-D4B5; TIO-541-A1A, -E1A4, -E1B4,
-E1C4; IO-720-A1A, - A1B, -B1B, -B1BD, -C1B, and -D1B.
These engines are installed on but not limited to the following
aircraft: Beech series 95, 23, 76, 60; Piper series PA-24, PA-44,
PA- 28, PA-34, PA-23, PA-25, PA-32, PA-60, PA-31; Aero Commander
(Intermountain, Callair, Aeronautical Agricola Mexicana, Twin
Commander Aircraft Corp.) series A-6, A-9, 100, 500; Lake Aircraft
Corporation (Consolidated Aero., Inc., REVO) series C-2, LA-4;
Mooney Aircraft Corp. series M-20, M-22; Sud Aviation GY-180;
Partenavia series P-68; Siai-Marchetti (Agusta S.p.A) series S.205,
S.210, F.260, S.208; Procaer series F 15; SOCATA series TB10, MS-
893, 235, TB20, TB21; Cessna series 172, 177, 177RG, 182, TR182,
182RG; Teal Aircraft Corporation (Bohica) TWC-1; Avions Mudry et Cie
CAP 10; Augustair (Montanair, Inc.) 2150; Grumman American (American
General Aircraft Holding Co., Inc.) AA-5 series; Fuji Heavy
Industries, Ltd. FA-200 series; Bellanca (American Champion Aircraft
Corp.) Aircraft 8GCBC, 8KCAB; Maule Aerospace Technology Corp.
series MX-7, M5, M-6; Christen A-1, (Pitts) S1T; Schweizer Aircraft
Corp.(Hughes, McDonnell Douglas) 269A series; Rockwell (Commander
Aircraft Company) series112, 114; Moravan ZLIN Z 242L; Slingsby
Aviation Limited T67M; Enstrom F-28 series; Found Brothers Aviation
Ltd. FBA-2C, FBA Centennial ``100''; Dornier Luftfahrt GmbH DO-28
series; Spinks Industries, M.H. Spinks, Sr. Rawdon T-1; Pilatus
Britten-Norman BN-2 series; Omega Aircraft Corporation BS-12D1;
Robinson R-44 series; Aerostar Aircraft Corp. (Piper, Ted Smith);
Brantly Helicopters Industries U.S.A. Co., Ltd.305; Pacific
Aerospace Corp., Ltd. FU-24-954 series.
Note: 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 (g) to
requiest approval from the FAA. This approval may address either no
action, if the current configuration eliminates the unsafe
condition, or different action 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 engine failure due to connecting rod bolt failure,
which could result in damage to or loss of the aircraft, accomplish
the following:
(a) Prior to further flight, determine if the engine has been
assembled on or after February 15, 1994. This AD does not apply to
engines assembled prior to February 15, 1994.
(b) For the purpose of this AD, assembled is defined as the
construction of an engine from its component parts for any purpose,
such as, but not limited, overhaul and inspection.
(c) For engines assembled on or after February 15, 1994, prior
to further flight, determine if any connecting rod bolts were
replaced during assembly. This AD applies only to engines that had
connecting rod bolts replaced on or after February 15, 1994.
(d) For engines that contain replacement connecting rod bolts
installed on or after February 15, 1994, prior to further flight,
determine if any of those replacement connecting rod bolts were
purchased directly from Textron Lycoming or Aircraft Technologies,
Inc. This AD does not apply to engines with replacement connecting
rod bolts purchased directly from Textron Lycoming or Aircraft
Technologies, Inc. In addition, this AD does not apply to engines
that were manufactured or remanufactured at Textron Lycoming.
(e) For engines that contain replacement connecting rod bolts
installed on or after February 15, 1994, that were not purchased
directly from Textron Lycoming or Aircraft Technologies, Inc., prior
to further flight, visually inspect to determine if the connecting
rod bolts are clearly identified by raised letters SPS, S, C, or FC,
identifying them as Textron Lycoming parts, or SL75060 etched on the
head, identifying them as PMA parts manufactured by Superior Air
Parts, Inc., or AL75060 forged into the head, identifying them as
PMA parts manufactured by Aircraft Technologies, Inc. If the
connecting rod bolts can be positively identified as provided in
this paragraph, no further action is required.
(f) If the connecting rod bolts can not be positively identified
in accordance with paragraph (e) of this AD, prior to further flight
remove unapproved connecting rod bolts and replace with serviceable
parts. [[Page 15867]] NOTE: Further information may be found in
Superior Air Parts Service Bulletin No. 95-002, dated March 3, 1995,
or by contacting Superior Air Parts, Inc., 14280 Gillis Rd., Dallas,
TX 75244-3792; telephone (800) 487-4884.
(g) An alternative method of compliance that provides an
acceptable level of safety may be used if approved by the Manager,
Special Certification Office. The request should be forwarded
through an appropriate FAA Maintenance Inspector, who may add
comments and then send it to the Manager, Special Certification
Office.
Note: Information concerning the existence of approved
alternative methods of compliance with this airworthiness directive,
if any, may be obtained from the Special Certification Office.
(h) Special flight permits shall not be issued.
(i) This amendment becomes effective April 12, 1995, to all
persons except those persons to whom it was made immediately
effective by priority letter AD 95-07-01, issued March 17, 1995,
which contained the requirements of this amendment.
Issued in Burlington, Massachusetts, on March 23, 1995.
James C. Jones,
Acting Manager, Engine and Propeller Directorate, Aircraft
Certification Service.
[FR Doc. 95-7683 Filed 3-24-95; 3:14 pm]
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