[Federal Register Volume 60, Number 228 (Tuesday, November 28, 1995)]
[Proposed Rules]
[Pages 58580-58583]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-28956]



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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39

[Docket No. 94-ANE-44]


Airworthiness Directives; Textron Lycoming 235 Series, 290 
Series, and Certain 320 and 360 Series Reciprocating Engines

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This document proposes the adoption of a new airworthiness 
directive (AD) that is applicable to all Textron Lycoming 235 Series 
and 290 Series, and certain 320 and 360 series reciprocating engines. 
This proposal would require initial and repetitive inspections of the 
crankshaft inner diameter (ID) for corrosion and cracks, and 
replacement of cracked crankshafts with a serviceable part. This 
proposal permits operation of engines with crankshafts that are found 
to have corrosion pits but are free of cracks provided repetitive 
inspections are performed until the next engine overhaul or 5 years 
after the initial inspection, whichever occurs first, at which time 
crankshafts with corrosion pits but no cracks must be replaced with 
serviceable crankshafts. This proposal is prompted by reports of 
crankshaft breakage originating from corrosion pits on the inside wall. 
The actions specified by the proposed AD are intended to prevent 
crankshaft failure, which can result in engine failure, propeller 
separation, forced landing, and possible damage to the aircraft.

DATES: Comments must be received by January 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-44, 12 New England 
Executive Park, Burlington, MA 01803-5299. Comments may be inspected at 
this location between 8:00 a.m. and 4:30 p.m., Monday through Friday, 
except Federal holidays.
    The service information referenced in the proposed rule may be 
obtained from Textron Lycoming, 652 Oliver St., Williamsport, PA 17701; 
telephone (717) 327-7080, fax (717) 327-7100. This information may be 
examined at the FAA, New England Region, Office of the Assistant Chief 
Counsel, 12 New England Executive Park, Burlington, MA.

FOR FURTHER INFORMATION CONTACT: Raymond Reinhardt, Aerospace Engineer, 
New York Aircraft Certification Office, FAA, Engine and Propeller 
Directorate, 10 Fifth St., Valley Stream, NY 11581-1200; telephone 
(516) 256-7532, fax (516) 568-2716.

SUPPLEMENTARY INFORMATION:

Comments Invited

    Interested persons are invited to participate in the making of the 
proposed 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 above. All 
communications received on or before the closing date for comments, 
specified above, will be considered before taking action on the 
proposed rule. The proposals contained in this notice may be changed in 
light of the comments received.
    Comments are specifically invited on the overall regulatory, 
economic, environmental, and energy aspects of the proposed rule. All 
comments submitted will be available, both before and after the closing 
date for comments, in the Rules Docket for examination by 

[[Page 58581]]
interested persons. A report summarizing each FAA-public contact 
concerned with the substance of this proposal 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-44.'' The postcard will be date stamped and 
returned to the commenter.

Availability of NPRMs

    Any person may obtain a copy of this NPRM by submitting a request 
to the FAA, New England Region, Office of the Assistant Chief Counsel, 
Attention: Rules Docket No. 94-ANE-44, 12 New England Executive Park, 
Burlington, MA 01803-5299.

Discussion

    On October 18, 1993, the Civil Aviation Authority (CAA), which is 
the airworthiness authority of the United Kingdom, received a report 
that a Piper PA-28-161 aircraft, with a Textron Lycoming O-320-D3G 
reciprocating engine executed a forced landing due to an engine 
crankshaft failure which caused the propeller to separate from the 
aircraft. The cause of the crankshaft failure was determined to be due 
to a high cycle reverse torsional fatigue mechanism that had initiated 
from a number of corrosion pits in the crankshaft bore. After the 
cracks had progressed through a substantial proportion of the 
crankshaft section, the rate of advance had increased until the 
remaining unseparated portion had failed as a result of overload. The 
cracking occurred in high cycle fatigue and it had progressed over an 
extended period of service. At the time of the accident the engine had 
operated for 1,950 hours time in service (TIS) since overhaul and had 
accumulated 4,429 hours TIS since new over a period of 16 years. In 
addition, the Federal Aviation Administration (FAA) has received 
reports of ten additional instances of cracks or failures of the 
crankshaft behind the propeller flange on various Textron Lycoming 
reciprocating engines due to cracks initiating from corrosion pits in 
the crankshaft bore. This condition, if not corrected, could result in 
crankshaft failure, which can result in engine failure, propeller 
separation, forced landing, and possible damage to the aircraft.
    The FAA has reviewed and approved the procedures for initial and 
repetitive inspections of the crankshaft inner diameter (ID) for 
corrosion and cracks contained in Textron Lycoming Mandatory Service 
Bulletin (MSB) No. 505A, dated October 18, 1994, but has determined 
that additional inspections via Fluorescent Penetrant Inspection (FPI) 
are warranted if corrosion pits are found. The FPI inspection was 
developed due to reports from Lycoming and other approved repair 
stations that most of the crankshafts that are pitted do not contain 
cracks. The FPI inspection was based on crack propagation data 
developed by the FAA in conjunction with Textron Lycoming and the 
technical base in the U.S. for performing Non-Destructive Inspections. 
The FPI process has been shown to be reliable to detect cracks down to 
0.050 inches deep and 0.100 inches long. The FPI inspection interval 
was based on the crack propagation data and the detection of a crack 
before the crankshaft failed. If a crankshaft is found to be pitted on-
wing, it is not recommended that removal of metal be permitted to 
remove the corrosion pits due to possible contamination of the engine 
oil supply with metal filings and also to ensure the concentricity of 
the crankshaft is not compromised.
    Since an unsafe condition has been identified that is likely to 
exist or develop on other products of this same type design, the 
proposed AD would require initial and repetitive inspections of the 
crankshaft ID for corrosion and cracks, and replacement of cracked 
crankshafts with a serviceable part. The actions would be required to 
be accomplished in accordance with the MSB described previously and the 
FPI procedure detailed in paragraph (e) of this AD.
    There are approximately 77,100 engines of the affected design in 
the worldwide fleet. The FAA estimates that 46,260 engines installed on 
aircraft of U.S. registry would be affected by this proposed AD, that 
it would take approximately 4 work hours per engine to accomplish the 
proposed inspection, and that the average labor rate is $60 per work 
hour. The estimated cost impact for the proposed inspections would be 
$11,102,400. The FAA estimates 10% of the crankshafts will require 
replacement at engine overhaul due to corrosion pits, and that it would 
take 32 work hours per engine to replace pitted crankshafts. Required 
parts would cost approximately $4,742 per engine. The estimated cost 
for replacement of 10% of the crankshafts annually would be $3,081,841.
    The regulations proposed herein would 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 
proposal would not have sufficient federalism implications to warrant 
the preparation of a Federalism Assessment.
    For the reasons discussed above, I certify that this proposed 
regulation (1) is not a ``significant regulatory action'' under 
Executive Order 12866; (2) is not a ``significant rule'' under the DOT 
Regulatory Policies and Procedures (44 FR 11034, February 26, 1979); 
and (3) if promulgated, 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 copy of the draft 
regulatory evaluation prepared for this action is contained in the 
Rules Docket. A copy of it may be obtained by contacting the Rules 
Docket at the location provided under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Safety.

The Proposed Amendment

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration proposes to amend 
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.


Sec. 39.13  [Amended]

    2. Section 39.13 is amended by adding the following new 
airworthiness directive:

Textron Lycoming: Docket No. 94-ANE-44

    Applicability: Textron Lycoming 235 series, 290 series, 320 
series except model O-320-B2C installed in helicopters, and 360 
series except models O-360-A4G, -A4J, A4K, -A4M, -C4F, -AEIO-360-
B4A, HO-360 series, HIO-360 series, LHIO-360 series, VO-360 series, 
and IVO-360 series, four-cylinder reciprocating engines with fixed 
pitch propellers. These engines are installed on but not limited to 
reciprocating engine powered aircraft manufactured by Cessna, Piper, 
Beech, American Aircraft Corporation, Grumman American Aviation, 
Mooney, Augustair Inc., Maule Aerospace Technology Corporation, 
Great Lakes Aircraft Co., and Commander Aircraft Co.

    Note: This airworthiness directive (AD) applies to each engine 
identified in the preceding applicability provision, regardless of 
whether it has been modified, altered, or 

[[Page 58582]]
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 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 engine from the applicability of this AD.

    Compliance: Required as indicated, unless accomplished 
previously.
    To prevent crankshaft failure, which can result in engine 
failure, propeller separation, forced landing, and possible damage 
to the aircraft, accomplish the following:
    (a) For new engines shipped from Textron Lycoming prior to and 
including December 31, 1984, that have never been overhauled, or any 
remanufactured or overhauled engines that have accumulated 1,000 
hours or more time in service (TIS) since remanufacture or overhaul, 
initially inspect the inner diameter (ID) of the crankshaft for 
corrosion pits within the next 100 hours TIS after the effective 
date of this AD, or 6 months after the effective date of this AD, 
whichever occurs first, in accordance with Textron Lycoming 
Mandatory Service Bulletin (MSB) No. 505A, dated October 18, 1994. 
The propeller, if installed, must be removed in accordance with the 
aircraft manufacturer's procedures to perform this inspection. If 
corrosion pits are found during this inspection, perform a 
Fluorescent Penetrant Inspection (FPI) in accordance with paragraph 
(e) of this AD.
    (b) For new engines shipped from Textron Lycoming after December 
31, 1984, that have never been overhauled, or any remanufactured or 
overhauled engines that have accumulated less than 1,000 hours TIS 
since remanufacture or overhaul, initially inspect the ID of the 
crankshaft for corrosion pits, at intervals specified in 
subparagraphs (1) through (3) of this paragraph, whichever occurs 
first, in accordance with Textron Lycoming MSB No. 505A, dated 
October 18, 1994. The propeller, if installed, must be removed in 
accordance with the aircraft manufacturer's procedures to perform 
this inspection. If corrosion pits are found during this inspection, 
perform an FPI in accordance with paragraph (e) of this AD.
    (1) At the next engine overhaul or disassembly.
    (2) Within 10 years of the original ship date or 6 months from 
the effective date of this AD whichever occurs later.
    (3) At 1,000 hours TIS since remanufacture or overhaul, or 6 
months from the effective date of this AD, whichever occurs later.
    (c) Thereafter, if no corrosion pits are found on the ID of the 
crankshaft during the initial inspection, perform an inspection at 
intervals not to exceed 5 years since last inspection or at the next 
engine overhaul or disassembly, whichever occurs first, in 
accordance with Textron Lycoming MSB No. 505A, dated October 18, 
1994. If corrosion pits but no cracks are found on the ID of the 
crankshaft during the initial inspection, repeat the FPI at 
intervals not to exceed 100 hours TIS since last FPI inspection, 5 
years from the initial inspection that detected the corrosion pits, 
or next engine overhaul, whichever occurs first.
    (d) Prior to further flight, remove from service and replace 
with a serviceable part the following:
    (1) Crankshafts found cracked during FPI outlined in paragraph 
(e) of this AD.
    (2) Crankshafts that have corrosion pits but no cracks, which 
are on a repetitive inspection cycle and have attained 5 years from 
the initial inspection that detected the corrosion pits, in 
accordance with Textron Lycoming MSB No. 505A, dated October 18, 
1994.
    (3) Crankshafts that have corrosion pits but no cracks, which 
are being overhauled.
    (e) An engine as installed in the aircraft having a corroded 
crankshaft may be returned to service without disassembly provided 
an FPI confirms the bore to be crack free. The process and materials 
utilized for the FPI are in accordance with the classification 
contained in MIL-I-25135. The FPI must be fluorescent solvent 
removable (Method C) utilizing a Type 1 penetrant system with a 
penetrant sensitivity Level 3 or higher and a Form D-Nonaqueous 
Developer. Spray containers of the materials are acceptable for this 
inspection. Personnel performing the FPI that are making accept/
reject decisions shall be qualified to at least Level II in liquid 
penetrant inspection in accordance with MIL-STD-410E, dated January 
25, 1991 or a similar certification system assuring the competence 
of the inspector. This FPI process involves the removal of penetrant 
material from the inspection surface. Caution must be used to ensure 
that contaminants from the cleaning process and the FPI do not enter 
the engine oil supply by blocking off the area of the crankshaft 
bore that is aft of the area being inspected by using a clean, dry, 
lint-free cloth. The FPI must be performed using the following 
steps:
    (1) Cleaning--The crankshaft bore surface must be cleaned of 
visible corrosion prior to the FPI process using Scotchbrite or an 
equivalent material. Metal-removing processes must not be used for 
visible corrosion cleaning. In addition, clean all surfaces to be 
inspected utilizing a cleaner, such as Magnaflux Spot Check Cleaner/
Remover SKC-NF or equivalent, on the ID of the crankshaft bore. Let 
the cleaner/remover dry for 5 minutes minimum. Wipe clean with a 
lint- free cloth.
    (2) Penetrant Application--Spray penetrant, such as ZYGLO ZL-22A 
Magnaflux Corp. or equivalent Type 1 with a penetrant sensitivity 
Level 3 or higher, on the ID bore.
    (3) Penetrant Dwell--Allow a minimum of 10 minutes dwell. For 
dwell times exceeding 60 minutes the penetrant shall be reapplied to 
prevent drying.
    (4) Penetrant Removal--Remove all bulk surface penetrant by 
wiping with a clean, dry lint-free cloth. Make a single wipe and 
then fold the cloth to provide a clean surface for succeeding wipes.
    (i) Solvent Wipe--After the bulk of the surface penetrant has 
been removed, lightly moisten a fresh lint-free cloth with cleaner/
remover and again wipe the surface. The cloth must not be saturated 
and the inspection surface must not be flooded with solvent. 
Excessive solvent will wash penetrant from defects.
    (ii) During wiping, the inspection surface shall be illuminated 
with black light. Repeat the solvent wipe as necessary until no 
residual trace of penetrant remains on the inspection surface.
    (5) Nonaqueous Developer (solvent suspended)--Following the 
cleaner/remover wipe apply nonaqueous developer by spraying a 
developer, such as Magnaflux Spot Check Developer SKD-NF or Form D-
Nonaqueous equivalent, on the ID bore. Apply a thin uniform layer to 
the bore surface. The optimum coating thickness is indicated by the 
visibility of the part surface. If the metallic luster cannot be 
seen the developer is too thick.
    (6) Dwell--Developer dwell is required to allow the developer 
time to draw entrapped penetrant from any small defects. The minimum 
development time shall be 10 minutes. The maximum dwell time for 
nonaqueous developer shall be 60 minutes.
    (7) Inspection shall be performed within the allotted dwell 
time. Components that are not inspected within the allotted dwell 
time must be reprocessed.
    (i) Examine crankshaft bore in a darkened enclosure under 
ultraviolet (black) light. Allow 1 minute for eyes to adapt to 
darkened environment prior to inspecting crankshaft bore. Use of 
photochromic lenses or permanent darkened lenses is prohibited.
    (ii) During inspection make sure that the black light intensity 
is a minimum of 1200 microwatts/cm2 at the bore surface. This 
can be accomplished by positioning the black light as close as 
necessary to the bore to achieve 1200 microwatts/cm2. White 
light background shall not exceed 20 1x/m2 (2 foot-candles). A 
photographic light meter may be used to determine the white light 
background reading.
    (iii) Crankshaft bores having no crack indications are 
acceptable.
    (iv) Magnification (10X maximum) and/or white light may be used 
to determine discontinuity type. Indications, on parts exhibiting 
fluorescent background which interferes with evaluation of 
questionable indications, shall be evaluated as follows:
    (A) Lightly wipe the area once with a soft brush or cotton swab 
applicator dampened with ethyl alcohol. Do not permit alcohol to 
flood the surface.
    (B) After the alcohol evaporates from the surface, re-inspect. 
If an indication reappears, evaluate it immediately. If the 
indication does not reappear, reapply developer . The redevelopment 
time shall equal the original development time. Thereafter, re-
inspect.
    (8) After inspection, clean residual penetrants and developers 
from crankshaft bore. Ensure lint-free cloth is removed from 
crankshaft bore prior to installing front crankshaft plug. Failure 
to do so may result 

[[Page 58583]]
in oil restriction within the engine and in turn cause engine failure.
    (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 methods of compliance with this airworthiness directive, 
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.

    Issued in Burlington, Massachusetts, on November 8, 1995.
James C. Jones,
Acting Manager, Engine and Propeller Directorate, Aircraft 
Certification Service.
[FR Doc. 95-28956 Filed 11-27-95; 8:45 am]
BILLING CODE 4910-13-P