[Federal Register Volume 71, Number 189 (Friday, September 29, 2006)]
[Rules and Regulations]
[Pages 57407-57412]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: E6-15958]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2006-24785; Directorate Identifier 2006-NE-20-AD; 
Amendment 39-14778; AD 2006-20-09]
RIN 2120-AA64


Airworthiness Directives; Lycoming Engines (L)O-360, (L)IO-360, 
AEIO-360, O-540, IO-540, AEIO-540, (L)TIO-540, IO-580, and IO-720 
Series Reciprocating Engines.

AGENCY: Federal Aviation Administration (FAA), Department of 
Transportation (DOT).

ACTION: Final rule.

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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for 
certain Lycoming Engines (L)O-360, (L)IO-360, AEIO-360, O-540, IO-540, 
AEIO-540, (L)TIO-540, IO-580, and IO-720 series reciprocating engines. 
This AD requires replacing certain crankshafts. This AD results from 
reports of 23 confirmed failures of similar crankshafts in Lycoming 
Engines 360 and 540 series reciprocating engines. We are issuing this 
AD to prevent failure of the crankshaft, which will result in total 
engine power loss, in-flight engine failure, and possible loss of the 
aircraft.

DATES: This AD becomes effective November 3, 2006. The Director of the 
Federal Register approved the incorporation by reference of certain 
publications listed in the regulations as of November 3, 2006.

ADDRESSES: You can get the service information identified in this ad 
from Lycoming, 652 Oliver Street, Williamsport, PA 17701; telephone 
(570) 323-6181; fax (570) 327-7101, or on the internet at 
www.Lycoming.Textron.com.
    You may examine the AD docket on the Internet at http://dms.dot.gov 
or in Room PL-401 on the plaza level of the Nassif Building, 400 
Seventh Street, SW., Washington, DC.

FOR FURTHER INFORMATION CONTACT: Norm Perenson, Aerospace Engineer, New 
York Aircraft Certification Office, FAA, Engine & Propeller 
Directorate, 1600 Stewart Avenue, Suite 410, Westbury, NY 11590; 
telephone (516) 228-7337; fax (516) 794-5531.

SUPPLEMENTARY INFORMATION: The FAA proposed to amend 14 CFR part 39 
with a proposed airworthiness directive (AD). The proposed AD applies 
to certain Lycoming Engines (L)O-360, (L)IO-360, AEIO-360, O-540, IO-
540, AEIO-540, (L)TIO-540, IO-580, AEIO-580, and IO-720 series 
reciprocating engines. We published the proposed AD in the Federal 
Register on May 25, 2006 (71 FR 30078, May 19, 2006). That action 
proposed to require replacing certain crankshafts.

Examining the AD Docket

    You may examine the docket that contains the AD, any comments 
received, and any final disposition in person at the Docket Management 
Facility Docket Office between 9 a.m. and 5 p.m., Monday through 
Friday, except Federal holidays. The Docket Office (telephone (800) 
647-5227) is located on the plaza level of the Department of 
Transportation Nassif Building at the street address stated in 
ADDRESSES. Comments will be available in the AD docket shortly after 
the DMS receives them.

Comments

    We provided the public the opportunity to participate in the 
development of this AD. We have considered the comments received.

Suggest to Only Reference 360-Series Engines

    One private citizen suggests that since Lycoming Mandatory Service 
Bulletin (MSB) No. 569A, referenced in the proposed AD, only applies to 
360-series engines with counterweighted crankshafts, the AD should do 
the same.
    We agree. The commenter is correct that MSB No. 569A refers only to 
counterweighted (L)O-360 engines. We changed paragraph (c) to limit the 
applicability of this AD to only those engines listed in the tables in 
Lycoming MSB No. 569A. The MSB lists the specific engine models and 
serial numbers (SNs) for engines that have a suspect crankshaft. The 
MSB also lists the specific crankshaft SNs installed on engines after 
the engine entered service. We have made this change to limit the AD's 
applicability to only those engines with a suspect crankshaft.

Need To Correct the Table of Engine Models and Aircraft

    One private citizen states that we need to correct the table in 
paragraph (c), ``Applicability.'' The Lycoming O-540-J3C5D engine 
listed is actually used in the normally-aspirated Cessna R182, not the 
turbocharged TR182, as currently listed. The engine in the TR182 is the 
O-540-L3C5D.
    We agree, and have corrected the table. We need to note, however, 
that the table is provided for information only and does not control 
whether the AD applies to a listed engine/aircraft combination. As we 
have noted in paragraph (c), the affected engines may or may not be 
installed in the listed aircraft models.

12-Year Overhaul Limit Not in Lycoming Engines Service Instruction (SI) 
No. 1009AR

    One private citizen states that the 12-year overhaul limit referred 
to in the proposed rule is not in Lycoming Engines SI No. 1009AR, as we 
stated.
    We do not agree. The Lycoming Engines service instruction states 
that engines that do not reach the recommended overhaul hours specified 
in that publication should be overhauled in the twelfth year. We note 
that this AD does not require an engine overhaul. We have incorporated 
Lycoming Engines SI No. 1009AS, dated May 25, 2006, only for the 
purpose of providing a maximum time by which crankshaft replacement 
must occur, if the engine has not required earlier maintenance that 
involves separating the crankcase. Therefore, crankshaft removal must 
occur at the earliest of maintenance involving crankcase separation, 
the time-in-service specified in Lycoming Engines SI No. 1009AS for 
engine overhaul, or 12 years from the time the crankshaft first entered 
service. For clarification, we have added to the AD new sub-paragraphs 
(j)(3) and (k)(3) that now directly specify the 12-year compliance end 
time for crankshaft removal.

Engine Model Included in Error in MSB

    One commenter, Lycoming Engines, states that engine model TIO-540-
U2A, SN L-4641-61A, was included in MSB No. 569A in error and it is not 
affected by the MSB and should not be included in this AD. We agree and 
added new paragraph (i) in the AD that states that no action is 
required for this engine model. We have also added a new sub-paragraph 
(f)(5) to clarify that if the AD applies to an engine, but no action is 
required because the crankshaft on that engine is not identified as one 
needing

[[Page 57408]]

replacement, the owner or operator of the aircraft may make an entry in 
the AD status log required by 14 CFR 91.417(a)(2)(v) that the AD 
required no action.

Engine Model Included in Error in Proposed AD

    Since we issued the proposed AD, we have identified the engine 
model AEIO-580 as not type certified for operation in the United 
States. Although this engine is listed in Table 3 of MSB No. 569A, we 
have removed this engine model from the AD applicability.

Consider an Additional 100 Hours Operation

    One private citizen suggests that for aircraft that are already 
beyond Lycoming's time-between-overhaul (TBO) that we provide an 
additional 100 hours of operation from the effective date of the AD, as 
this would give people time to get new crankshafts or overhauls lined 
up.
    We do not agree. This final rule will not become effective until 35 
days after it is published in the Federal Register. That should be 
ample time to prepare for compliance with the AD for those operators 
with engines that have operated past the Lycoming recommended TBO. If 
an operator needs additional time, that operator may request an 
alternative method of compliance (AMOC), using the procedures found in 
14 CFR 39.19. We note that the AD does not require an engine overhaul, 
but only replacement of an identified crankshaft.

Deadline for Crankshaft Replacement Needs To Be at the Next Overhaul

    One private citizen, states that the deadline for crankshaft 
replacement needs to be at the next overhaul.
    We do not agree. The AD requires replacement of identified 
crankshafts at the earliest of the next time maintenance requires 
splitting the crankcase, or the time specified for the next engine 
overhaul listed in Lycoming Engines SI No. 1009AS, or 12 years from 
when the crankshaft entered service. An operator may request additional 
time through a request for an AMOC using the procedures found in 14 CFR 
39.19. Note that the AD does not require the engine to be overhauled. 
It only requires replacing the affected crankshaft, which can be done 
with other maintenance.

Remove Calendar Time Compliance

    One commenter, Cessna Pilots Association, states that there should 
be no calendar time mandated, and that compliance should be determined 
by the appropriate Federal Aviation Regulations for the type of 
operations for which the aircraft is used.
    Another commenter, Aircraft Owners and Pilots Association, states 
that aircraft owners should be allowed to continue to operate their 
engine until reaching time-for-overhaul based on hours without any 
calendar end time.
    We do not agree. We re-evaluated the risk that this unsafe 
condition presents to aircraft and have determined that adequate risk 
mitigation can only be achieved by establishing an end limit for 
crankshaft removal based on years since a crankshaft enters service. 
The variability of the size and orientation of the metallurgical 
anomalies present in the identified crankshafts, results in variation 
in the operating times at which failures could occur. Therefore, while 
we stated in the proposal that the unsafe condition was unrelated to 
calendar time, a compliance end-time is necessary to minimize the 
probability of a crankshaft failure at operating times less than the 
specified overhaul interval. The 12-year calendar end time was selected 
to provide the necessary risk mitigation while minimizing the burden on 
owners and operators. We fully expect that few crankshafts will be 
replaced solely because of the 12-year calendar end time because 
crankshafts must be replaced earlier if maintenance requires splitting 
the crankcase or operations accumulate enough hours to meet the engine 
TBO.
    However, if an owner (or) operator has data to justify an extension 
of the hourly limit and (or) the calendar end-limit, the owner (or) 
operator can request an AMOC using the procedures found in 14 CFR 
39.19.
    Determining crankshaft removal times by the type of operation would 
impose an overly complex record-keeping requirement on owners and 
operators. The identified crankshafts are installed in engines that are 
engaged in multiple types of operations ranging from personal use to 
commercial operations. We note that for some commercial operators the 
recommended TBO times may be mandated as a necessary component of their 
approved maintenance programs. For these operators, then, crankshaft 
replacement will be a part of the required engine overhaul unless 
earlier maintenance requires splitting the crankcase.

Evidence for AD Is Not Convincing Enough

    One private citizen states that the evidence used to justify the 
proposed AD is not convincing enough to require parts replacement, and 
the lengthy compliance time (12 years) implies crankshaft replacement 
is not urgent, and, if it is urgent, the crankshafts should be replaced 
in a shorter time.
    We do not agree. While we determined that the risk to safety of 
flight was not urgent enough to warrant publishing an emergency AD that 
would become effective immediately upon publication, we have sufficient 
data on which to conclude that an unsafe condition exists and that it 
is likely to exist or develop on other products of the same type 
design. We selected the compliance times in this AD because:
     The same metallurgical flaw that was found in 23 confirmed 
crankshaft failures in different groups of Lycoming 360 and 540 engines 
has been found in the crankshafts in this group of engines; and
     Because of the presence of the flaw, this group of 
crankshafts has a higher potential for failure than other crankshaft 
groups that do not have the flaw, and it may only take longer to fail; 
and
     The overhaul may be the first opportunity that the 
crankshaft is removed from the engine and the first opportunity to 
replace the crankshaft. As previously stated in another comment, we do 
not have the data to support an hourly or calendar time extension 
beyond the hourly times contained in Lycoming Engines SI No. 1009AS, or 
the 12-year compliance end-time.

Suggest Crankshaft Fractures Noted Are From an As-Yet Unidentified 
Cause

    Three private citizens suggest that the 23 crankshaft fractures 
noted are from an as-yet unidentified cause, or causes, within the 
engine, which results in crankshaft fracture.
    We do not agree. The proposal referred to 23 confirmed failures of 
similar crankshafts in Lycoming 360 and 540 series reciprocating 
engines. These are 23 crankshafts that exhibited the same, subsurface 
material flaw that progress to a fatigue failure. There were several 
other crankshaft failures that exhibited most of the same failure 
characteristics as the 23 confirmed failures, but the fracture surface 
was too badly damaged for a complete examination to confirm that they 
were the same. The two examples of crankshaft failures mentioned by the 
commenters were not examined by the Lycoming Materials Laboratory, or 
any of the other Materials Laboratories that participated in this 
investigation.
    One is an Australian Transport Safety Bureau report of a Lycoming 
O-540 crankshaft failure, that is known to the FAA, but was not 
included in the 23 confirmed failures. The other example is the failure 
of a crankshaft identified as

[[Page 57409]]

being from a Lycoming O-360 series engine. However, the laboratory 
failure report did not identify the engine model or SN. This crankshaft 
failed in two locations and neither of the locations are the same as 
the single failure location of the crankshafts in this investigation 
(the 23 confirmed failures and the unconfirmed failures all failed in 
the same location.) In addition, the report does not contain the engine 
type, type of engine operation, crankshaft part number, serial number, 
heat code, overhaul rework data, or overhaul assembly data. This makes 
it impossible to determine if the crankshaft was a Lycoming part or a 
PMA part, when the part was manufactured, or if the crankshaft was 
installed in an aerobatic engine and operated at a higher than 
certified horsepower. Based on the above, we cannot accept these 
examples as data to support their position that we have inadequate data 
on which to conclude that an unsafe condition exists and that it is 
likely to either exist or develop on other products of the same type 
design.

No Reason To Change Lycoming Engines Current Compliance Conditions

    One commenter, Lycoming Engines, sees no reason to change its 
current compliance conditions, as there is no data to suggest any 
adjustment to the compliance terms.
    We do not agree. Crankshafts from the group listed in Lycoming 
Engines MSB No. 569A have been found to have the same material flaws as 
those in the groups that were addressed by previous Lycoming Engines 
MSBs and FAA ADs. We selected a crankshaft replacement schedule that 
minimizes the burden on owners and operators by requiring replacement 
of the crankshaft only when accessible during engine maintenance or 
overhaul, but contains a compliance end-time of 12 years after the 
crankshaft enters service to provide the necessary risk mitigation. 
There is no current data to support an accelerated removal of the 
crankshafts, so we determined that the crankshafts can continue in 
service until the next engine overhaul as specified in Lycoming Engines 
SI No. 1009AS. However, if new data becomes available at a later date, 
we will re-evaluate our conclusion.

Lycoming Engines Should Pay Regardless of Calendar Time

    Six commenters, the Cessna Pilots Association, the Aircraft Owners 
and Pilots Association, and four private citizens state that Lycoming 
Engines should pay for the complete replacement cost or extend the 
$2,000 crankshaft kit price, regardless of when an owner replaces the 
crankshaft required to be removed to comply with this AD.
    We view this comment as beyond the scope of this rulemaking. We 
have no authority to regulate when or by how much a manufacturer 
reimburses an owner for actions required as a result of compliance with 
an AD.

Update to Lycoming Engines SI No. 1009AR

    We updated the references of Lycoming Engines SI No. 1009AR, dated 
June 22, 2004, to Lycoming Engines SI No. 1009AS, dated May 25, 2006, 
in this AD.

Conclusion

    We have carefully reviewed the available data, including the 
comments received, and determined that air safety and the public 
interest require adopting the AD with the changes described previously. 
We have determined that these changes will neither increase the 
economic burden on any operator nor increase the scope of the AD.

Costs of Compliance

    We estimate that this AD will affect 3,774 engines installed on 
airplanes of U.S. registry. Because the AD compliance interval 
coincides with engine overhaul or other engine maintenance, we estimate 
no additional labor hours will be needed to comply with this AD. Parts 
will cost about $16,000 per engine. Based on these figures, we estimate 
the total cost of the AD to be $60,384,000. Lycoming said it may 
provide the parts for $2,000, until February 21, 2009, but will not 
extend the parts price beyond that date. In addition, since we issued 
the NPRM, Lycoming Engines has provided additional information on their 
Web site, explaining that engines affected by MSB No. 569 or MSB No. 
569A, which get overhauled at the Lycoming factory at any time within 
the FAA mandated 12-year limit, will receive a replacement crankshaft 
during overhaul at no additional charge.

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, Section 106, describes the 
authority of the FAA Administrator. Subtitle VII, Aviation Programs, 
describes in more detail the scope of the Agency's authority.
    We are issuing this rulemaking under the authority described in 
Subtitle VII, Part A, Subpart III, Section 44701, ``General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

Regulatory Findings

    We have determined that this AD will not have federalism 
implications under Executive Order 13132. This AD will not have a 
substantial direct effect 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.
    For the reasons discussed above, I certify that this AD:
    (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.
    We prepared a summary of the costs to comply with this AD and 
placed it in the AD Docket. You may get a copy of this summary at the 
address listed under ADDRESSES.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

0
Accordingly, under the authority delegated to me by the Administrator, 
the Federal Aviation Administration amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701.


Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by adding the following new airworthiness 
directive:

2006-20-09 Lycoming Engines (formerly Textron Lycoming): Amendment 
39-14778. Docket No. FAA-2006-24785; Directorate Identifier 2006-NE-
20-AD.

Effective Date

    (a) This airworthiness directive (AD) becomes effective November 
3, 2006.

[[Page 57410]]

Affected ADs

    (b) None.

Applicability

    (c) This AD applies to those Lycoming Engines (L)O-360, (L)IO-
360, AEIO-360, O-540, IO-540, AEIO-540, (L)TIO-540, IO-580, and IO-
720 series reciprocating engines listed by engine model number and 
serial number in Table 1, Table 2, Table 3, or Table 4 of Lycoming 
Mandatory Service Bulletin (MSB) 569A, dated April 11, 2006, and 
those engines with crankshafts listed by crankshaft serial number in 
Table 5 of Lycoming MSB 569A, dated April 11, 2006. These applicable 
engines are manufactured new or rebuilt, overhauled, or had a 
crankshaft installed after March 1, 1997. These engines are 
installed on, but not limited to, the following aircraft:

----------------------------------------------------------------------------------------------------------------
            Engine model                   Manufacturer                         Aircraft model
----------------------------------------------------------------------------------------------------------------
AEIO-360-A1B6.......................  Moravan...............  Z242L Zlin.
                                      Scottish Avia.........  Bulldog.
                                      Valmet................  Leko 70.
AEIO-360-A1E6.......................  Integrated Systems....  Omega.
IO-360-A1B6.........................  Aircraft Manufacturing  Mushshak.
                                       Factory.
                                      Beech.................  C-24R Sierra or 200 Sierra.
                                      Cessna................  R-G Cardinal.
                                      Korean Air............  Chang Gong-91.
                                      Partenavia............  P-68C.
                                      Saab..................  MFI-15 Safari, MFI-17 Supporter.
                                      Scottish Avia.........  Bulldog.
IO-360-A1B6D........................  Cessna................  R-6 Cardinal.
                                      Siai Marchetti........  S-205.
IO-360-A3B6.........................  Mod Works.............  Trophy 212 Conversion.
IO-360-A3B6D........................  Mooney................  M20J-201.
IO-360-B1G6.........................  American..............  Blimp Spector 42.
IO-360-C1C6.........................  Piper Aircraft........  PA-28-200R Arrow IV.
                                      Ruschmeyer............  MF-85.
IO-360-C1D6.........................  M.B.B.................  Flamingo 223.
                                      Rockwell..............  112.
IO-360-C1E6.........................  Piper.................  PA-34-200 Seneca I.
IO-360-C1G6.........................  Zeppelin..............  NT.
IO-360-X178.........................  Ly-Con................  STC.
(L)O-360-A1G6D......................  Beech.................  76 Duchess.
(L)O-360-A1H6.......................  Piper.................  PA-44 Seminole.
O-360-A1F6..........................  Cessna................  177 Cardinal.
O-360-A1F6D.........................  Cessna................  177 Cardinal.
                                      Teal III..............  TSC 1A3.
O-360-A1G6D.........................  Beech.................  76 Duchess.
O-360-A1H6..........................  Piper.................  PA-44 Seminole.
O-360-E1A6D.........................  Piper.................  PA-44-180 Seminole.
O-360-F1A6..........................  Cessna................  C-172RG Cutlass RG.
AEIO-540-D4A5.......................  Christen..............  Pitts S-2S, S-2B.
                                      H.A.L.................  HPT-32.
                                      Siai-Marchetti........  SF-260.
                                      Slingsby..............  T3A Firefly.
AEIO-540-L1B5.......................  Extra-Flugzeugbau.....  Extra 300.
                                      F.F.A.................  FFA-2000 Eurotrainer.
AEIO-540-L1D5.......................  Apex..................  Apex.
IO-540-AA1A5........................  Piper.................  602P Sequoia.
IO-540-AB1A5........................  Cessna................  C-182 Skylane.
IO-540-AC1A5........................  Cessna................  C-206 Stationair.
IO-540-AE1A5........................  Robinson..............  R44.
IO-540-C4B5.........................  Aerofab...............  250 Renegade.
                                      Avions Pierre Robin...  HR100/250.
                                      Bellanca..............  T-250 Aries.
                                      Piper.................  Aztec C PA-23 ``250'', Aztec F.
                                      Wassmer...............  WA4-21.
IO-540-C4D5.........................  S.O.C.A.T.A...........  TB-20.
IO-540-C4D5D........................  S.O.C.A.T.A...........  TB-20 Trinidad.
IO-540-D4A5.........................  Piper.................  PA-24 260 Comanche.
                                      Siai-Marchetti........  SF-260.
IO-540-D4B5.........................  Cerva.................  CF-34 Guepard.
IO-540-E1A5.........................  Aero Commander........  500-E.
IO-540-E1B5.........................  Aero Commander........  500-U.
                                      Poeschel..............  P-300.
                                      Shrike................  500-S.
IO-540-J4A5.........................  Piper.................  Aztec PA-23 ``250''.
IO-540-K1A5.........................  Aeronautica Agricula    Quail.
                                       Mexicana.
                                      Celair................  Eagle.
                                      Embraer...............  EMB-720 Minuano, EMB-721 Sertanejo.
                                      Piper.................  PA-32-300 Cherokee Six.
IO-540-K1A5D........................  Piper.................  PA-32-300.
IO-540-K1B5.........................  Evangel-Air...........  Evangel-Air.
                                      Pilotus Britton-Norman  BN-2B Islander.

[[Page 57411]]

 
                                      Transavara............  T-300 Skyfarmer.
IO-540-K1E5.........................  Bellanca..............  Bellanca.
IO-540-K1F5.........................  Ted Smith.............  Aerostar 600.
IO-540-K1G5.........................  Embraer...............  EMB-720 Minuano.
                                      Piper.................  Saratoga PA-32-300, Brave 300.
IO-540-K1G5D........................  Embraer...............  EMB-721 Sertanejo.
                                      Piper.................  PA-32-300R Lance, SP PA-32-300R Saratoga.
IO-540-K1H5.........................  Seawind...............  Seawind.
IO-540-K1J5.........................  Piper.................  600A Aerostar.
IO-540-K1J5D........................  Embraer...............  EMB-201 Ipanema.
IO-540-K1K5.........................  Piper.................  T35.
IO-540-L1C5.........................  Swearingen............  SX300.
IO-540-M1A5.........................  Piper.................  PA-31-300 Navajo.
IO-540-M1C5.........................  King Engineering......  Angel.
IO-540-S1A5.........................  Piper.................  601B Aerostar, 601P Aerostar.
IO-540-T4A5D........................  General Aviation......  Model 114.
IO-540-T4B5.........................  Commander.............  114B.
IO-540-T4B5D........................  Rockwell..............  114.
IO-540-V4A5.........................  Aircraft Manufacturing  Aircraft Manufacturing Factory.
                                       Factory.
                                      Maule.................  MT-7-260, M-7-260.
IO-540-W1A5.........................  Maule.................  MX-7-235, MT-7-235, M7-235.
IO-540-X160.........................  Airship Management....  Airship Management.
IO-540-X170.........................  Robinson..............  Robinson.
O-540-A1A5..........................  Helio.................  Military H-250.
O-540-A1B5..........................  Piper.................  PA-32 ``250'' Aztec, PA-24 ``250'' Comanche.
O-540-A1C5..........................  Piper.................  PA-24 ``250'' Comanche.
O-540-A1D5..........................  Piper.................  PA-24 ``250'' Comanche.
O-540-A4D5..........................  American Champion.....  American Champion.
                                      Gomozig...............  Gomozig.
                                      Avipro................  Bearhawk.
O-540-B1A5..........................  Piper.................  PA-23 ``235'' Apache.
O-540-B2B5..........................  S.O.C.A.T.A...........  235CA Rallye.
O-540-B2C5..........................  Piper.................  PA-24 ``235'' Pawnee.
O-540-B4B5..........................  Embraer...............  EMB-710 Corioca.
                                      Maule.................  MX-7-235 Star Rocket, M-6-235 Super Rocket, M-7-
                                                               235 Super Rocket.
                                      Piper.................  PA-28 ``235'' Cherokee.
                                      S.O.C.A.T.A...........  235GT Rallye, 235C Rallye.
O-540-E4A5..........................  Aviamilano............  F-250 Flamingo.
                                      Piper.................  PA-24 ``260'' Comanche.
                                      Siai-Marchetti........  SF-260, SF-208.
O-540-E4B5..........................  Britton-Norman........  BN-2.
                                      Piper.................  PA-32 ``260'' Cherokee Six.
O-540-E4C5..........................  Pilotus Britton-Norman  BN-2A-26 Islander; BN-2A-27 Islander; BN-2B-26
                                                               Islander II; BN-2A-21 Islander; BN-2A-Mark III-2
                                                               Trislander.
O-540-F1B5..........................  Robinson..............  R-44.
O-540-G1A5..........................  Piper.................  PA-25 ``260'' Pawnee.
O-540-J1A5D.........................  Maule.................  MX-7-235 Star Rocket, M-6-235 Super Rocket, M-7-
                                                               235 Super Rocket.
O-540-J3A5..........................  Robin.................  R-3000/235.
O-540-J3A5D.........................  Piper.................  PA-28-236 Dakota.
O-540-J3C5D.........................  Cessna................  R-182 Skylane.
O-540-L3C5D.........................  Cessna................  TR-182 Turbo Skylane.
TIO-540-AA1AD.......................  Aerofab Inc...........  270 Turbo Renegade.
TIO-540-AB1AD.......................  S.O.C.A.T.A...........  TC TB-21 Trinidad.
TIO-540-AE2A........................  Piper.................  PA-46-350P Mirage.
TIO-540-AF1B........................  Mooney................  TLS M20M.
TIO-540-AG1A........................  Commander Aircraft....  112TC.
TIO-540-AH1A........................  Piper.................  TC PA-32-301T TurboSaratoga.
TIO-540-AK1A........................  Cessna................  T182T Turbo Skylane.
TIO-540-C1A.........................  Piper.................  PA-23-250 Turbo Aztec.
TIO-540-J2B.........................  Piper.................  T-1020.
TIO-540-U2A.........................  Piper.................  700P Aerostar.
TIO-540-W2A.........................  Aero Mercantil........  Gavilan.
TIO-540-X136........................  Schweizer.............  Schweizer.
TIO-540-X155........................  Cessna................  T182 (AK1A).
IO-720-D1B..........................  Embraer...............  EMB-400 Ipanema, IAR-821.
                                      Nauchang..............  N5.

[[Page 57412]]

 
IO-720-D1C..........................  Piper.................  PA-36-375 Brave.
----------------------------------------------------------------------------------------------------------------

Unsafe Condition

    (d) This AD results from reports of 23 confirmed failures of 
similar crankshafts in Lycoming Engines 360 and 540 series 
reciprocating engines. We are issuing this AD to prevent failure of 
the crankshaft, which will result in total engine power loss, in-
flight engine failure, and possible loss of the aircraft.

Compliance

    (e) You are responsible for having the actions required by this 
AD performed within the compliance times specified unless the 
actions have already been done.

Engines for Which No Action Is Required

    (f) If your engine meets any of the following conditions, and 
you have not had the crankshaft replaced since meeting the 
condition, no further action is required:
    (1) Engines that are in compliance with Lycoming MSB No. 552 (AD 
2002-19-03) or MSB No. 553 (AD 2002-19-03 Table 3 or Table 5); or
    (2) Engines that are in compliance with Lycoming MSB No. 566 AD 
(2005-19-11); or
    (3) Engines that are in compliance with Lycoming Supplement No. 
1 to MSB No. 566 (AD 2006-06-16); or
    (4) Engines that are in compliance with the original issue of 
Lycoming MSB No. 569, or MSB No. 569A.
    (5) For engines identified in paragraphs (f), (g), (h), or (i) 
of this AD, owners or operators may make an entry in the AD status 
log required by 14 CFR 91.417(a)(2)(v) that this AD required no 
action for compliance.
    (g) If Lycoming Engines manufactured new, rebuilt, overhauled, 
or repaired your engine, or replaced the crankshaft in your engine 
before March 1, 1997, and you have not had the crankshaft replaced, 
no further action is required.
    (h) If Table 1, Table 2, Table 3, or Table 4 of Lycoming MSB No. 
569A, dated April 11, 2006, lists your engine serial number (SN), 
and Table 5 of MSB No. 569A, dated April 11, 2006, does not list 
your crankshaft SN, no further action is required.
    (i) For engine model TIO-540-U2A, SN L-4641-61A, no action is 
required.

Engines for Which Action Is Required

    (j) If Table 1, Table 2, Table 3, or Table 4 of Lycoming MSB No. 
569A, dated April 11, 2006, lists your engine SN, and Table 5 of MSB 
No. 569A, dated April 11, 2006, lists your crankshaft SN, replace 
the affected crankshaft with a crankshaft that is not listed in 
Table 5 of MSB No. 569A at the earliest of the following:
    (1) The time of the next engine overhaul as specified in 
Lycoming Engines Service Instruction No. 1009AS, dated May 25, 2006; 
or
    (2) The next separation of the crankcase; or
    (3) No later than 12 years from the time the crankshaft first 
entered service or was last overhauled, whichever is later.
    (k) If Table 1, Table 2, Table 3, or Table 4 of Lycoming MSB No. 
569A, dated April 11, 2006, does not list your engine SN, and Table 
5 of MSB No. 569A does list your crankshaft SN (an affected 
crankshaft was installed as a replacement), replace the affected 
crankshaft with a crankshaft that is not listed in Table 5 of MSB 
No. 569A at the earliest of the following:
    (1) The time of the next engine overhaul as specified in 
Lycoming Engines Service Instruction No. 1009AS, dated May 25, 2006; 
or
    (2) The next separation of the crankcase; or
    (3) No later than 12 years from the time the crankshaft first 
entered service or was last overhauled, whichever is later.

Prohibition Against Installing Certain Crankshafts

    (l) After the effective date of this AD, do not install any 
crankshaft that has a SN listed in Table 5 of Lycoming MSB No. 569A, 
dated April 11, 2006, into any engine.

Alternative Methods of Compliance

    (m) The Manager, New York Aircraft Certification Office, has the 
authority to approve alternative methods of compliance for this AD 
if requested using the procedures found in 14 CFR 39.19.

Material Incorporated by Reference

    (n) You must use the service information specified in Table 1 of 
this AD to perform the actions required by this AD. The Director of 
the Federal Register approved the incorporation by reference of the 
documents listed in Table 1 of this AD in accordance with 5 U.S.C. 
552(a) and 1 CFR part 51. Contact Lycoming, 652 Oliver Street, 
Williamsport, PA 17701; telephone (570) 323-6181; fax (570) 327-
7101, or on the internet at www.Lycoming.Textron.com for a copy of 
this service information. You may review copies at the FAA, New 
England Region, Office of the Regional Counsel, 12 New England 
Executive Park, Burlington, MA; or at the National Archives and 
Records Administration (NARA). For information on the availability 
of this material at NARA, call 202-741-6030, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.

                                      Table 1.--Incorporation by Reference
----------------------------------------------------------------------------------------------------------------
       Service information                    Page                    Revision                    Date
----------------------------------------------------------------------------------------------------------------
Lycoming Engines Service           All......................  AS......................  May 25, 2006.
 Instruction No. 1009AS.
    Total Pages: 4...............
Lycoming Engines Mandatory         All......................  A.......................  April 11, 2006.
 Service Bulletin No. 569A.
    Total Pages: 59..............
----------------------------------------------------------------------------------------------------------------


    Issued in Burlington, Massachusetts, on September 20, 2006.
Francis A. Favara,
Manager, Engine and Propeller Directorate, Aircraft Certification 
Service.
 [FR Doc. E6-15958 Filed 9-28-06; 8:45 am]
BILLING CODE 4910-13-P