[Federal Register Volume 61, Number 19 (Monday, January 29, 1996)]
[Rules and Regulations]
[Pages 2708-2711]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-1409]
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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39
[Docket No. 92-ANE-32; Amendment 39-9490; AD 94-05-05 R1]
Airworthiness Directives; Teledyne Continental Motors Models C75,
C85, C90, C125, C145, O-200, O-300, and GO-300 Series and Rolls-Royce,
plc C90, O-200 and O-300 Series Reciprocating Engines
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule; request for comments.
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SUMMARY: This amendment revises an existing airworthiness directive
(AD), applicable to Teledyne Continental Motors (TCM) Models C75, C85,
C90, C125, C145, O-200, O-300, and GO-300 series reciprocating engines,
that currently requires inspection of the cylinder rocker shaft bosses
for cracks, and inspection of the cylinder rocker shaft for looseness
and replacement, if necessary, with a serviceable part. This amendment
clarifies that the inspection must be accomplished at the next cylinder
removal from the engine or engine overhaul, whichever occurs first, and
adds certain Rolls-Royce, plc engines to the AD's applicability. This
amendment is prompted by the need to clarify when the inspection must
be performed. The actions specified by this AD are intended to prevent
engine power loss and engine 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. 92-ANE-32, 12 New England
Executive Park, Burlington, MA 01803-5299.
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 February 18, 1994, the Federal Aviation
Administration (FAA) issued AD 94-05-05, Amendment 39-8843 (59 FR
10057, March 3, 1994), applicable to Teledyne Continental Motors (TCM)
Models C75, C85, C90, C125, C145, O-200, O-300, and GO-300 series
reciprocating engines, to require inspection of the cylinder rocker
shaft bosses for cracks, and inspection of the cylinder rocker shaft
for looseness and replacement, if necessary, with a serviceable part.
That action was prompted by reports of cracked or improperly repaired
cylinder rocker shaft bosses. That condition, if not corrected, could
result in engine power loss and engine failure.
Since the issuance of that AD, the FAA has received reports
indicating confusion among operators as to when the inspection must be
performed. The FAA has learned that an operator removed a cylinder from
an affected engine but did not do the inspection specified by AD 94-05-
05, claiming that the inspection need only be accomplished when a
cylinder is removed for an overhaul, but not for a repair. That is not
the intent of the current wording of the AD. The FAA has therefore
revised the compliance requirement in this AD to state that the
inspection must be performed at the next cylinder removal from the
engine, or engine overhaul, whichever occurs first.
In addition, the Civil Aviation Authorities of the United Kingdom
and Denmark notified the FAA that the AD should apply also to Rolls-
Royce, plc C90, O-200 and O-300 series reciprocating engines, as they
were produced by Rolls-Royce, plc under a licensing agreement with TCM.
Some time after production ceased, continuing airworthiness
responsibility reverted to TCM. The FAA has therefore added these
Rolls-Royce, plc engines to the AD's applicability.
Since an unsafe condition has been identified that is likely to
exist or develop on other engines of this same type design, this AD
revises AD 94-05-05 to clarify that the inspection must be
[[Page 2709]]
accomplished at the next cylinder removal from the engine or engine
overhaul, whichever occurs first, and to add certain Rolls-Royce, plc
engines to the AD's applicability.
Since a situation exists that requires the immediate adoption of
this regulation, it is found that notice and opportunity for prior
public comment hereon are impracticable, and that good cause exists for
making this amendment effective in less than 30 days.
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 92-ANE-32.'' 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.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by removing Amendment 39-8843 (59 FR
10057, March 3, 1994) and by adding a new airworthiness directive,
Amendment 39-9490, to read as follows:
94-05-05 R1 Teledyne Continental Engines and Rolls-Royce, plc:
Amendment 39-9490. Docket 92-ANE-32. Revises AD 94-05-05, Amendment
39-8843.
Applicability: Teledyne Continental Motors (TCM) Model C75, C85,
C90, C125, C145, O-200, O-300, and GO-300 series and Rolls-Royce,
plc (R-R) C90, O-200 and O-300 series reciprocating engines,
installed on but not limited to American Champion models 7BCM, 7CCM,
7DC, S7DC, S7CCM, 7EC, S7EC, 7FC, 7JC, and 7ECA; Cessna Models 120,
140, 150, 170, 172, 172A-H, and 175; Luscombe Models 8E, 8F, and T-
8F; Maule Models Bee Dee M-4, M-4, M-4C, M-4S, M-4T, M-4-210, M-4-
210C, M-4-210S, M-4-210T, and M-5-210C; Piper Models PA-18 and PA-
19; Reims Aviation SA Models F172D, E, F, G, H, K; F150G, H, J, K,
L, M; FA150K, L; FRA150L; Swift Models GC-1A and GC-1B; Univair
(Erco) Models 415-D, E, and G; Univair (Forney) Models F-1 and F-1A;
Univair (Alon) Model A-2 and Univair (Mooney) Model M-10 aircraft.
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 (d) 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 engine power loss and engine failure, accomplish the
following:
(a) At the next cylinder removal from the engine, or engine
overhaul, whichever occurs first, after the effective date of this
AD, inspect the cylinder rocker shaft bosses for cracks using one of
the following methods, and if cracked replace with a serviceable
cylinder:
Note: Certain cylinder cracks may be repaired by FAA-approved
repair stations specifically rated to do those repairs.
(1) Fluorescent penetrant inspection, as follows:
(i) The penetrant shall be a nontoxic, noncorrosive, highly
fluorescent liquid capable of penetrating fine discontinuities and,
for aluminum castings, conforming to Aerospace Material
Specification (AMS) 3156. If a darkened enclosure is not used for
examination, AMS 3157 penetrant shall be used.
(ii) The emulsifier shall be composed of suitable oil or oil-
like components together with such additives as are necessary to
provide a stable, nontoxic, noncorrosive, oil-miscible, oil-
emulsifying solution. Emulsifier shall not be used when AMS 3156 is
used.
(iii) The developer shall be a highly absorbent, nonfluorescent
and nontoxic powder, capable of being used dry or a similar powder
capable of being suspended in water. When the suspension is used,
the powder shall be thoroughly mixed with water to a concentration,
unless otherwise permitted, of not less than 0.2 lb per gallon and a
uniform distribution maintained by mechanical agitation.
(iv) The penetrant, the emulsifier (if used) and the developer
shall be checked as often as necessary to maintain proper control.
The penetrant shall be discarded if it shows a noticeable loss in
penetrating power or marked contamination or when wax begins to form
on the sides of the tank and dip basket.
(v) A darkness booth or a similar darkness area with a filtered
black light shall be
[[Page 2710]]
provided. The black light shall be at least equal to that produced by a
100 watt mercury vapor projection spot lamp equipped with a filter
to transmit wave lengths of between 3200 and 4000 Angstrom units and
absorb substantially all visible light. The intensity of the light
at normal working distance shall be as specified by the purchaser
but in no case shall be lower than 580 micro-watts per square
centimeter as measured with an appropriate black light meter.
(vi) All parts shall be cleaned and dried in such a manner as to
leave them free from grease, oil, soaps, alkalis and other
substances which would interfere with inspection. Vapor degreasing
is generally suitable for this purpose.
(vii) Parts shall be immersed in the penetrant or shall be
sprayed or brushed with the penetrant and shall be allowed to remain
immersed in the penetrant or to stand for sufficient time to allow
satisfactory penetration into all discontinuities. This time shall,
unless otherwise specified, not be less than 5 minutes. The time for
immersion or standing will depend upon the character and fineness of
the discontinuities, the effectiveness of penetration increasing
with time. Parts may be resprayed or re-immersed after standing to
increase sensitivity and aid in removal of penetrant.
(viii) Parts shall be removed from the penetrant and cleaned
thoroughly using a medium which will remove penetrant from the
surface of parts; washing with water shall be used when the
penetrant is water washable or when an emulsifying agent is applied
to surfaces of parts to render the penetrant water washable. When
emulsifiers are used, the parts shall be dipped in the emulsifier
and removed slowly for draining or shall be sprayed with emulsifier
and drained. Unless otherwise specified, the combined dipping and
draining time shall be 1 to 5 minutes. When other than water
washable penetrants are used, the penetrant shall be removed with a
suitable cleaner or a suitable cleaner and lint-free cloths. During
cleaning, the parts may be viewed under a suitable black light to
ensure removal of the penetrant from the subrace of the part.
Excessive cleaning which would remove the penetrant from
discontinuities shall be avoided.
(ix) When a wet developer is used, the developer shall be
applied to the parts, immediately after washing, by immersing the
parts in the tank containing the water-suspended powder or by
spraying or flowing the suspension onto the parts. The suspension
shall be suitably agitated either during or immediately prior to
application to parts. Immersed parts shall be removed from the wet
developer; excess developer shall be allowed to drain off all parts.
Special care shall be taken to remove excess developer from pockets,
recesses, holes, threads, and corners so that the developer will not
mask indications.
(x) When a dry developer or no developer is used, the parts
shall be dried as thoroughly as possible by exposure to clean air.
Drying of parts may be accomplished by evaporation at room
temperature or by placing the parts in a circulating warm air oven
or in the air stream of a hot air dryer. Excessive drying time or
part temperatures higher than 80 deg. C (180 deg. F) should be
avoided to prevent evaporation of the penetrant.
(xi) When a dry developer is used, the developing powder shall
be applied uniformly over the areas of the parts to be inspected by
either dusting or powder-box immersion.
(xii) After sufficient time has been allowed to develop
indications, parts shall be examined under a black light.
Examination shall be made in a darkened enclosure unless AMS 3157
penetrant is used, in which case examination may be made under
normal shop lighting but shaded from direct sunlight.
(xiii) When greater sensitivity is desired, the parts may be
heated to 65-85 deg.C (150-185 deg.F) before immersion in the
penetrant and/or before black light examination. To prevent
evaporation, preheated parts hall remain fully immersed in the
penetrant until cooled.
(xiv) Parts shall be cleaned, as necessary, to remove penetrant
and developer.
(xv) Interpretation of the indications revealed by this
inspection procedure and final disposition of the parts shall be the
responsibility of only qualified personnel having experience with
fluorescent penetrant inspection.
(xvi) Parts having discontinuities (cracks) shall be rejected.
(2) Dye penetrant inspection, as follows:
Note: Military Specification MIL-I-6866 and American Society of
Testing Materials specifications ASTM E1417-93 and E165-9 contain
additional information on dye penetrant inspection processes.
(i) Preparation: clean and dry all parts in such a manner as to
leave the surfaces free from grease, oil, soaps, alkalis, and other
substances which would interfere with inspection. Vapor degreasing
is generally suitable for this purpose.
(ii) Penetrant Application Procedure: after preparation, spray
or brush the parts with the penetrant, and allow to stand for not
less than 5 minutes. The effectiveness of the penetrant increases if
left standing for a longer time, as the penetrant will reach finer
discontinuities.
(iii) Penetrant Cleaning: clean the parts thoroughly using a
medium which will remove penetrant from the surfaces of parts; wash
with water when the penetrant is water soluble. When other than
water soluble penetrants are used, the penetrant shall be removed
with a suitable cleaner. Avoid excessive cleaning which would remove
the penetrant from discontinuities.
(iv) Drying: dry the parts as thoroughly as possible. Drying of
parts may be accomplished by evaporation at room temperature or by
placing the parts in a circulating warm air oven or in the air
stream of a hot air dryer. Avoid excessive drying time or drying
temperatures above 75 deg.C (165 deg.F) to prevent excessive
evaporation of the penetrant. If heat is used for drying parts, cool
parts to approximately 50 deg.C (120 deg.F) before proceeding to
the developing procedure.
(v) Developing: apply the developer to the dry parts as lightly
and as evenly as possible, using as thin a coating of developer as
is possible. A translucent film is adequate. Mix wet developer by
agitation immediately prior to applying it. After applying the
developer, take care that no penetrant indication is disturbed or
obliterated in subsequent handling.
(vi) Examination: examine the developed penetrant indications in
accordance with the dye penetrant manufacturer's instructions.
Examine parts for indications of discontinuities open to the
surface.
(vii) Final cleaning: clean the parts following the inspection
to remove penetrant and developer.
Note 1: Caution: because of differences among penetrants, take
care to ensure that the final cleaner, the penetrant, the penetrant
remover, and the developer are suitable for use with each other.
Note 2: Caution: all penetrant materials should be kept as free
from moisture as possible.
Note 3: Caution: most penetrants, cleaning agents, and developer
suspensions are low flash point material; use caution to prevent
fires.
(3) Etching inspection, as follows:
(i) For TCM C75, C85, C90, O-200 and R-R C90 and O-200 series
engines, in accordance with paragraph 13-7 of TCM Overhaul Manual
Form X-30010, dated January 1984.
(ii) For TCM C125, C145, O-300, GO-300 and R-R O-300 series
engines, in accordance with paragraphs 5(b)(1), 5(b)(2), and 5(b)(3)
of TCM Overhaul Manual Form X-30013, dated June 1982.
(b) At the next cylinder removal from the engine, or engine
overhaul, whichever occurs first, after the effective date of this
AD, dimensionally inspect cylinders for looseness of the rocker
shaft in accordance with page 22, paragraph 5, and Table IX of TCM
Overhaul Manual Form X-30013, dated June 1982, for TCM C125, C145,
O-300, GO-300 and R-R O-300 series engines, and the dimensions table
in paragraph 13-8 of TCM Overhaul Manual Form X-30010, dated January
1984, for TCM C75, C85, C90, O-200 and R-R C90 and O-200 series
engines; as applicable.
(1) Cylinders that do not exhibit dimensional looseness of the
rocker shaft beyond the limits specified in the applicable TCM
overhaul manual may be returned to service.
(2) For cylinders that exhibit dimensional looseness of the
rocker shaft, beyond the limits specified in the applicable TCM
overhaul manual, accomplish the following:
(i) Replace with a serviceable cylinder; or
(ii) Install bushings in accordance with the instructions on
page 27 of TCM Overhaul Manual, Form X-30013, dated June 1982, for
TCM C125, C145, O-300, GO-300 and R-R O-300 series engines; or the
instructions on page 85 of TCM Overhaul Manual, Form X-30010, dated
January 1984, for TCM models C75, C85, C90, O-200 and RR C90 and O-
200 series engines, as applicable.
(iii) After repairing a cylinder perform an additional
inspection of the cylinder rocker shaft bosses for cracks using
fluorescent penetrant, dye penetrant, or etching methods, and
replace, if necessary, with a serviceable cylinder.
[[Page 2711]]
(c) Thereafter, at each subsequent cylinder or engine overhaul,
reinspect cylinder rocker bosses and rocker shafts in accordance
with paragraphs (a) and (b) of this AD.
(d) An alternative method of compliance or adjustment of the
initial 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 AD, if any, may be
obtained from the Atlanta Aircraft Certification Office.
(e) 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.
(f) This amendment becomes effective on February 13, 1996.
Issued in Burlington, Massachusetts, on January 11, 1996.
Jay J. Pardee,
Manager, Engine and Propeller Directorate, Aircraft Certification
Service.
[FR Doc. 96-1409 Filed 1-26-96; 8:45 am]
BILLING CODE 4910-13-U