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 Posted: Mon Oct 02, 2006 6:25 am Post subject: Rocket-List 10/01/06 Lycoming Crank Final FAA ruling ( Ouch |
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http://a257.g.akamaitech.net/7/257/2422/01jan20061800/edocket.access.gp
o.gov/2006/E6-15958.htm
[Federal Register: September 29, 2006 (Volume 71, Number 189)]
[Rules and Regulations]
[Page 57407-57412]
| Quote: | From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr29se06-7]
|
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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.
-----------------------------------------------------------------------
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
http://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 http://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
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